A wheel tread out-of-roundness detection system and detection method

Abstract

The present invention discloses a wheel tread out-of-roundness detection system and detection method, belonging to the field of rail transit technology. The detection system of the present invention includes a front mechanism and a detection mechanism installed on the track in sequence along the direction of train entry into the depot, and the detection mechanism includes a pedal assembly, a first sliding plate, a second sliding plate and a fixed plate assembly installed on the inner side of the track and parallel to each other, wherein the first sliding plate and the pedal assembly and the fixed plate assembly, and the second sliding plate and the fixed plate assembly are all slidably connected through a slide rail mechanism, the second sliding plate is connected to the first sliding plate through a bearing, and the first sliding plate is connected to a lifting drive mechanism and is also connected to the pedal assembly through an elastic element. The technical solution of the present invention can be used to perform real-time dynamic detection of the radial runout of the train when the train is running at high speed, and its detection accuracy is effectively improved compared with the existing detection mechanism, and the structural stability of the detection device is good.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transportation, and more specifically, relates to a wheel tread out-of-roundness detection system and a detection method. Background Art

[0002] During the operation of the train, accompanied by high speed and heavy load, the train wheels are subjected to a large dynamic load, and the wheel tread is prone to tread abrasion, peeling, and radial runout, which can easily cause the tread to be out of round, that is, ovality or out of roundness. Out of roundness of the tread will bring additional impact vibration to the train during operation, resulting in a decline in the running quality of the train and increased wear, thus affecting the safety and service life of the train and track facilities, and even causing axle breakage and wheel collapse, resulting in major accidents.

[0003] At present, the main technologies used at home and abroad for online dynamic detection of train wheel tread defects are: 1) Electrical signal detection method: When the train is running at high speed, the wheel will leave the rail surface when it reaches the scratch position and there will be a period of air time; the length of the air time is related to the size of the scratch; the wheel air time is measured by electrical signals, and the degree of wheel scratch can be obtained after simple conversion. 2) Sound detection method: The size and position of the flat wheel can be roughly judged by judging the size of the collision sound between the scratch and the rail. However, it is impossible to overcome the interference of adjacent wheels, and only the wheelset where the flat wheel is located can be judged, and the test accuracy is not high. 3) Contact measurement method: By installing a movable plate on the inner side of the track that is always in contact with the top of the wheel flange and can move up and down with the wheel, and measuring the downward displacement of the movable plate during the wheel rolling process, the radial runout and wear of the wheel tread can be obtained according to the change of the downward displacement of the movable plate.

[0004] Among them, the contact measurement method has received extensive attention at home and abroad due to its relatively high detection accuracy and high detection efficiency. The existing contact measurement method mainly adopts a parallelogram structure. For example, the application case of Chinese Patent No. 2007200826089 discloses a lifting type wheel tread scratch and out-of-roundness online dynamic detection device, which adopts a parallelogram detection mechanism, the middle part of the detection rod of the parallelogram mechanism of the detection mechanism or the middle swing rod is connected with the lifting mechanism lifting rod, the lifting mechanism is fixed on the inner side of the track bed, and the lifting mechanism is electrically connected with the data processing and control equipment. But when the train wheel just contacts the detection rod, the wheel is easy to bring greater impact and vibration to the mechanism, causing the detection rod to be separated from the wheel rim instantly, losing the measurement reference, resulting in missed measurement and mismeasurement, affecting the accuracy of measurement. Summary of the invention

[0005] 1. Technical problem to be solved by the invention

[0006] The purpose of the present invention is to overcome the above problems existing in the existing train wheel tread defect detection, and provide a wheel tread out-of-roundness detection system and detection method. The technical solution of the present invention can be used to perform real-time dynamic detection of train radial runout when the train is running at high speed, and its detection accuracy is effectively improved compared with the existing detection mechanism, and the structural stability of the detection device is good.

[0007] 2. Technical solution

[0008] In order to achieve the above object, the technical solution provided by the present invention is:

[0009] A wheel tread out-of-roundness detection system of the present invention comprises a front mechanism and a detection mechanism which are sequentially installed on the track along the direction of train entry into storage, wherein the front mechanism is used to detect the wheel rim height of the wheel to be detected, and the detection mechanism is used to perform online detection of the radial runout of the wheel, and the detection mechanism comprises a pedal assembly, a first sliding plate, a second sliding plate and a fixed plate assembly which are installed on the inner side of the track and are parallel to each other, wherein the first sliding plate and the pedal assembly and the fixed plate assembly, as well as the second sliding plate and the fixed plate assembly are all slidably connected via a slide rail mechanism, the second sliding plate is connected to the first sliding plate via a bearing, the first sliding plate is connected to a lifting drive mechanism and is also connected to the pedal assembly via an elastic element; a displacement sensing plate is provided on the pedal assembly, and a displacement sensor is correspondingly provided on the second sliding plate.

[0010] Furthermore, both ends of the pedal assembly are provided with a continuous damping mechanism, which includes a push rod motor, a wedge block, a damper, a damping base and a damping baffle, wherein the wedge block is movably mounted on the damping base and is driveably connected to the push rod motor, the damping baffle is fixedly mounted on the pedal assembly, and the two ends of the damper are movably supported and pressed between the damping baffle and the wedge block.

[0011] Furthermore, the push rod motor and the damping base are both fixedly mounted on the fixed plate assembly, and the motor shaft of the push rod motor is fixedly connected to the wedge block through a motor connecting rod; a damping support is also mounted on the fixed plate assembly, and the damping passes through the damping support.

[0012] Furthermore, the lifting drive mechanism includes a servo electric cylinder, a free end of a piston rod of the servo electric cylinder is fixedly connected to a connecting block, and the connecting block is fixedly connected to the first sliding plate.

[0013] Furthermore, a bearing is installed in the connecting block, and a bearing pin is correspondingly provided in the second sliding plate, and the bearing pin is inserted into the bearing and hinged to the connecting block; further, the connecting block is processed into an L-shaped structure, the first sliding plate support is installed on the connecting block, and the bearing is installed in the vertical plate of the connecting block.

[0014] Furthermore, a connecting ear is processed at the bottom of the connecting block, a pin hole is correspondingly processed at the free end of the piston rod, and the connecting block is hinged to the free end of the piston rod through the pin.

[0015] Furthermore, the slide rail mechanism between the first sliding plate and the pedal assembly is installed obliquely relative to the first sliding plate, and the slide rail mechanisms between the first sliding plate and the second sliding plate and the fixed plate assembly are installed vertically relative to the first sliding plate.

[0016] Furthermore, the fixed plate assembly includes a main fixed plate, end fixed plates located at both ends of the main fixed plate, and an upper sealing plate located on the top of the main fixed plate. The main fixed plate, the end fixed plates and the upper sealing plate together form a box-type structure; the first sliding plate is slidably connected to the pedal assembly through a first sliding rail, is slidably connected to the main fixed plate through a second sliding rail, and is slidably connected to the end fixed plate through a third sliding rail; an intermediate fixed plate is also provided between the first sliding plate and the pedal assembly, and the first sliding plate and the intermediate fixed plate are slidably connected through a fourth sliding rail.

[0017] Furthermore, a base plate assembly is fixedly provided at the bottom of the track, and the detection device is installed on the base plate assembly; the installation direction of the elastic element is parallel to the installation direction of the slide rail mechanism between the first sliding plate and the pedal assembly, and it adopts a tension spring or compression spring structure.

[0018] Furthermore, a trigger mechanism is provided on the inner side of the track at the front end of the front mechanism, and the trigger mechanism includes a first magnet and a second magnet arranged at intervals along the inner side of the track; the detection mechanism is symmetrically installed on the inner sides of the double-sided tracks, and the number of detection mechanisms on the same side is ≥2.

[0019] A wheel tread out-of-roundness detection method of the present invention has the following process:

[0020] Step 1: Train entry and exit judgment

[0021] The train's entry and exit is determined by the triggering sequence of the triggering unit. If the train is entering the depot, the control system controls the pre-installation mechanism and the detection mechanism to start and prepare for wheel detection; if the train is leaving the depot, the pre-installation mechanism and the detection mechanism are not started;

[0022] Step 2: Train wheel rim height detection

[0023] When the train is entering the warehouse and passing through the front mechanism, the front mechanism detects the wheel flange height of the train wheels and feeds back to the control system;

[0024] Step 3: Adjust the preload of the pedal assembly of the detection mechanism

[0025] According to the detection result of the front mechanism, the lifting drive mechanism is controlled by the control system to adjust the initial height of the pedal assembly in the detection mechanism, and the lifting drive mechanism stops running when the pre-pressure amount of the pedal assembly is within the set range;

[0026] Step 4: Train wheel defect detection

[0027] When the train wheels pass through the detection mechanism, the detection mechanism detects the radial runout of the tread of the train wheels.

[0028] 3. Beneficial effects

[0029] Compared with the prior art, the technical solution provided by the present invention has the following significant effects:

[0030] (1) A wheel tread out-of-roundness detection system of the present invention comprises a front mechanism and a detection mechanism which are sequentially installed on the track along the direction of train entry into the depot. The front mechanism detects the wheel rim height of the train wheel to be detected and feeds back to the control system. The control system controls the initial height of the detection mechanism to be adjusted, thereby meeting the detection requirements of wheels with different wheel rim heights, preventing the detection mechanism from being greatly impacted when the wheel quickly impacts the detection mechanism, thereby extending the service life of the mechanism, and reducing the influence of impact vibration on the detection accuracy, which is beneficial to ensuring the measurement accuracy.

[0031] (2) A wheel tread out-of-roundness detection system of the present invention, whose detection mechanism includes a pedal assembly, a first sliding plate, a second sliding plate and a fixed plate assembly installed on the inner side of the track and parallel to each other. When the train wheel presses on the pedal assembly, the pedal assembly moves downward relative to the first sliding plate along the slide rail mechanism. At this time, the first sliding plate, the second sliding plate and the fixed plate assembly all remain stationary. By changing the amount of pressure of the pedal assembly within the entire tread circumference of the wheel, the defects such as radial runout of the wheel can be directly measured online dynamically, and the structural stability and detection accuracy of the detection device are higher than those of the existing contact method detection device. At the same time, the first sliding plate in the present invention is connected to the pedal assembly through an elastic element, so when the wheel leaves the pedal assembly, the pedal assembly can gradually and automatically return to the initial position, which is convenient for the next detection.

[0032] (3) A wheel tread out-of-roundness detection system of the present invention is provided with a first sliding plate between a fixed plate assembly and a pedal assembly, and the first sliding plate is connected to a lifting drive mechanism, and the first sliding plate is driven to be lifted and lowered by the lifting drive mechanism. Under the action of an elastic element, the pedal assembly can be lifted and lowered synchronously with the first sliding plate, so that the initial height of the pedal assembly can be adjusted, thereby meeting the detection requirements of train wheels with different wheel rim heights, and helping to reduce the impact of the wheel on the pedal assembly.

[0033] (4) A wheel tread out-of-roundness detection system of the present invention, when a train presses on the pedal, the pedal assembly moves downward relative to the first sliding plate, at which time the first sliding plate will inevitably tilt, thereby affecting the detection result. The present invention arranges a second sliding plate between the first sliding plate and the fixed plate assembly, and the second sliding plate is connected to the first sliding plate through a bearing, and a displacement sensor is installed on the second sliding plate. When the height of the pedal assembly is adjusted, the second sliding plate can be raised and lowered relative to the fixed plate assembly together with the first sliding plate. When the train presses on the pedal assembly and causes the first sliding plate to tilt, the second sliding plate does not tilt, thereby not affecting the accuracy of data measurement.

[0034] (5) In a wheel tread out-of-roundness detection system of the present invention, both ends of the pedal assembly are provided with a continuous damping mechanism, through which the two ends of the pedal assembly are continuously force-applied, thereby preventing the two ends of the pedal assembly from tilting due to unbalanced force, which is beneficial to further ensure the accuracy of the displacement sensor measurement results.

[0035] (6) A wheel tread out-of-roundness detection system of the present invention, wherein the lifting drive mechanism includes a servo electric cylinder, the free end of the piston rod of the servo electric cylinder is fixedly connected to the connecting block, and the connecting block is fixedly connected to the first sliding plate, wherein the piston rod and the connecting block are hinged by a pin shaft instead of a threaded connection, thereby effectively eliminating the influence of the existence of a thread gap during the threaded connection on the stability of the first sliding plate, and further ensuring the accuracy of the detection result.

[0036] (7) In a wheel tread out-of-roundness detection system of the present invention, the first sliding plate and the slide rail mechanism between the second sliding plate and the fixed plate assembly are installed vertically relative to the first sliding plate, and the slide rail mechanism between the first sliding plate and the pedal assembly is installed obliquely relative to the first sliding plate, which is beneficial to further improve the stability of the structure and operation of the entire measuring device, and effectively reduce the impact of the wheel on the detection device, thereby ensuring the accuracy of the measurement result.

[0037] (8) In a wheel tread out-of-roundness detection system of the present invention, a trigger mechanism is provided at the front end of the front mechanism on the inner side of the track, and the trigger mechanism includes a first magnetic steel and a second magnetic steel arranged at intervals along the inner side of the track. The train entry and exit can be judged according to the triggering sequence of the first magnetic steel and the second magnetic steel, so as to facilitate the decision of whether to start the front mechanism and the detection mechanism. In addition, the travel speed of the train can also be measured by the arrangement of the first magnetic steel and the second magnetic steel.

[0038] (9) A wheel tread out-of-roundness detection method of the present invention detects the wheel rim height in advance through a front mechanism, and then controls the operation of the lifting drive mechanism through a control system to detect the initial height of the pedal assembly in the detection mechanism, thereby meeting the detection requirements of wheels with different rim heights and reducing the impact on the pedal assembly. At the same time, the present invention optimizes the structure of the detection mechanism, thereby effectively improving the stability of the detection mechanism structure and the accuracy of the wheel tread radial runout, tread scratches and wear detection data, and its detection speed is relatively fast. At present, the existing contact method detection mechanism can only achieve a detection accuracy of 0.3mm, and the train speed during detection is very low, while the present invention can achieve a detection accuracy of 0.1mm at a speed of 25km / h. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a schematic diagram of the overall structure of the detection mechanism of the present invention;

[0040] Figure 2 It is a structural schematic diagram of a fixed plate assembly of the detection mechanism of the present invention;

[0041] Figure 3 Schematic diagram of the disassembled structure of the detection mechanism of the present invention (I);

[0042] Figure 4 Schematic diagram of the split structure of the detection mechanism of the present invention (II);

[0043] Figure 5 Schematic diagram of the disassembled structure of the detection mechanism of the present invention (III);

[0044] Figure 6 Schematic diagram of the disassembled structure of the detection mechanism of the present invention (IV);

[0045] Figure 7 Schematic diagram of the disassembled structure of the detection mechanism of the present invention (V);

[0046] Figure 8 It is a schematic diagram of the installation structure of the first sliding plate of the present invention;

[0047] Fig. 9 It is a structural schematic diagram of the lifting drive mechanism (I) of the present invention;

[0048] Fig.10 It is a structural schematic diagram of the lifting drive mechanism (II) of the present invention;

[0049] Fig.11 It is a structural schematic diagram of the piston rod of the present invention;

[0050] Fig.12 It is a structural schematic diagram of the continuous damping mechanism of the present invention;

[0051] Fig.13 A schematic structural diagram of the base plate assembly of the present invention;

[0052] Fig.14 It is a structural schematic diagram of the tension spring of the present invention;

[0053] Fig.15 It is a structural schematic diagram of the spring pin of the present invention;

[0054] Fig.16 It is a planar installation schematic diagram of the wheel tread out-of-roundness detection system of the present invention;

[0055] Fig.17 It is a structural schematic diagram of the front mechanism pedal of the present invention;

[0056] Fig.18 The figure is a control principle diagram of the wheel tread out-of-roundness detection method of the present invention.

[0057] Explanation of the symbols in the schematic diagram:

[0058] 1. Track; 2. Pedal assembly; 201. Pedal; 202. Pedal support plate; 203. Uphill section; 204. Horizontal section; 205. Downhill section; 301. First sliding plate; 302. Second sliding plate; 4. Fixed plate assembly; 401. Main fixed plate; 402. End fixed plate; 403. Upper sealing plate; 404. Intermediate fixed plate; 5. Bottom plate assembly; 501. Bottom support plate; 502. First track pressure plate; 503. Pressure plate bolt; 504. Pressure plate nut; 505. Tie rod bolt; 506. Fixing ear; 507. Reinforcement rib; 508. Second track pressure plate; 6. Lifting drive mechanism; 601. Servo electric cylinder; 602. Piston rod; 603. Connecting nut; 604. Connecting block; 605. Bearing; 606. Connecting ear; 607. Pin shaft; 7 01, first slide rail; 702, second slide rail; 703, third slide rail; 704, fourth slide rail; 705, fifth slide rail; 8, elastic element; 801, elastic element support; 802, elastic element adjustment plate; 803, elastic element support plate; 804, spring pin; 805, hook groove; 901, displacement sensing plate; 10, displacement sensor mounting plate; 1101, push rod motor; 1102, push rod motor seat; 1103, motor connecting rod; 1104, damping base; 1105, wedge block; 1106, damping; 1107, damping support; 1108, damping baffle; 12, front mechanism; 1301, first detection mechanism; 1302, second detection mechanism; 1303, third detection mechanism; 1401, first magnetic steel; 1402, second magnetic steel;. DETAILED DESCRIPTION

[0059] In order to further understand the content of the present invention, the present invention is now described in detail in conjunction with the accompanying drawings and specific embodiments.

[0060] Example 1

[0061] like Fig.16 As shown, a wheel tread out-of-roundness detection system of this embodiment includes a front mechanism 12 and a detection mechanism installed on the track in sequence along the train entry direction, wherein the front mechanism 12 is used to detect the wheel flange height of the wheel to be detected, and the detection mechanism is used to perform online detection of the radial runout of the wheel. The detection mechanism and the front mechanism 12 are both connected to the control system, and the start and stop of the front mechanism 12 and the detection mechanism are controlled by the control system.

[0062] In this embodiment, a pre-mechanism is added in front of the detection mechanism (in the direction of the train entering the depot), and the rim height of the wheel to be detected is measured by the pre-mechanism 12. According to the measured rim height and the current position of the detection mechanism, the lifting drive mechanism 6 is controlled by the control system to operate, thereby adjusting the initial height of the pedal assembly of the detection mechanism to ensure that the pre-load of the detection mechanism is within the set range, thereby reducing the impact force on the detection mechanism when the wheel quickly impacts the detection mechanism, extending the service life of the mechanism, and reducing the impact of impact vibration on the detection accuracy. The so-called pre-load here refers to the vertical displacement of the pedal assembly when the wheel presses on the pedal assembly of the detection mechanism. This embodiment does not require the structure of the pre-mechanism, and can directly use any existing wheel rim height online detection device, as long as the wheel rim height can be detected.

[0063] Combination Figure 1 , Figure 3-Figure 7 The detection mechanism of this embodiment includes a pedal assembly 2, a first sliding plate 301, a second sliding plate 302 and a fixed plate assembly 4 installed on the inner side of the track 1 and parallel to each other, wherein the first sliding plate 301 and the pedal assembly 2 and the fixed plate assembly 4, as well as the second sliding plate 302 and the fixed plate assembly 4 are all slidably connected through a slide rail mechanism, the second sliding plate 302 and the first sliding plate 301 are connected through a bearing, the first sliding plate 301 is connected to the lifting drive mechanism 6 and is also connected to the pedal assembly 2 through an elastic element 8; a displacement sensing plate 901 is provided on the pedal assembly 2, and a displacement sensor is correspondingly provided on the second sliding plate 302.

[0064] In this embodiment, a pedal assembly 2 is installed on the track. When the wheel passes, the top surface of the pedal assembly 2 always keeps in contact with the top of the wheel rim. The pedal assembly 2 generates a downward displacement under the pressure of the wheel rim, and the displacement varies with the different contact points between the tread and the track. The change in the displacement of the pedal assembly 2 during the wheel passing through the pedal assembly 2 is collected, and the radial runout of the wheel can be detected. In actual use, the rim heights of all wheels on a train will be different. When measuring, the pedal assembly 2 will be higher than the wheel rim by a certain value as the preload. The preload value cannot be too large, otherwise the wheel will seriously hit the pedal assembly 2, causing damage to the pedal assembly 2 and reducing the measurement accuracy; the preload value cannot be too small, otherwise the wheel rim will not press the pedal assembly 2, resulting in no detection of data. In this embodiment, by setting the first sliding plate 301 and connecting it to the lifting drive mechanism 6, it is possible to measure the wheel tread defects and adjust the initial height of the pedal assembly 2, thereby meeting the measurement requirements of wheels with different wheel rim heights, reducing the impact of the wheels on the pedal assembly 2, and ensuring the measurement accuracy. Specifically, before the train arrives, according to the wheel rim height of the train wheel to be measured, the lifting drive mechanism 6 drives the first sliding plate 301 to be lifted and lowered relative to the fixed plate assembly 4. At this time, the pedal assembly 2 and the first sliding plate 301 are lifted and lowered synchronously, thereby adjusting the initial height of the pedal assembly 2. When the height of the pedal assembly 2 reaches the set value, the lifting drive mechanism 6 stops working.

[0065] When the train wheel presses on the pedal assembly 2, under the rolling action of the wheel, the pedal assembly 2 moves downward along the slide rail mechanism relative to the first sliding plate 301. At this time, under the support of the lifting drive mechanism 6, the first sliding plate 301 does not slide relative to the fixed plate assembly 4, and the distance between the displacement sensing plate 901 and the displacement sensor changes; when the train wheel leaves the pedal assembly 2, under the restoring force of the elastic element 8, the pedal assembly 2 gradually moves upward relative to the first sliding plate 301 along the slide rail mechanism. By processing the distance change data between the displacement sensing plate 901 and the displacement sensor, the radial runout, tread scratch and wear data of the train wheel tread can be obtained, and the online dynamic measurement of the train wheel defects is realized, which greatly improves the measurement efficiency. In this embodiment, by optimizing the structure of the detection device, the movement of the pedal assembly 2 is guided by the slide rail mechanism, and the elastic element 8 is used to make it perform a restoring movement, so that the structural stability and measurement accuracy of the measurement device are effectively improved compared with the existing parallelogram measurement mechanism.

[0066] Specifically, if there is no scratch on the wheel tread, the vertical position of the entire tread circumference relative to the rail remains unchanged, and the corresponding displacement sensor measurement value remains unchanged; on the contrary, if there is scratch or uneven wear on the wheel tread, the relative height from the tread to the top of the wheel flange changes, and the vertical position of the pedal assembly 2 and the rail also changes relatively. At this time, the change in the displacement sensor measurement value is the amount of scratch. At the same time, the measurement value is compared with that of a new wheel without wear to obtain the wear amount of the wheel tread.

[0067] The first sliding plate 301 will only generate vertical displacement when the height of the pedal assembly 2 needs to be adjusted, that is, when the lifting drive mechanism 6 is working. When the wheel presses on the pedal assembly 2, the first sliding plate 301 remains stationary, and the pedal assembly 2 is displaced relative to the first sliding plate 301. The first sliding plate 301 is supported by the lifting drive mechanism 6 in the middle, and the movement direction is limited by the slide rail between the first sliding plate 301 and the fixed plate assembly 4. Due to the errors in processing and assembly, it is difficult to ensure that the displacement of the first sliding plate 301 during lifting is strictly vertical, and it is also difficult to ensure that the first sliding plate 301 does not generate displacement when the wheel presses on the pedal assembly 2. Therefore, when the displacement sensor is installed on the first sliding plate 301, it will affect the measurement accuracy of the equipment. Therefore, in this embodiment, a second sliding plate 302 is added between the first sliding plate 301 and the fixed plate assembly 4, and the displacement sensor is connected to the second sliding plate 302. The second sliding plate 302 is connected to the first sliding plate 301 through a bearing. Therefore, when the wheel presses on the pedal assembly 2 to cause the first sliding plate 301 to tilt, the second sliding plate 302 does not tilt, thereby not affecting the accuracy of data measurement. Specifically, in this embodiment, a displacement sensor mounting plate 10 is fixedly installed above the second sliding plate 302, and the displacement sensor is fixedly connected to the displacement sensor mounting plate 10 and is located above the displacement sensing plate 901.

[0068] Example 2

[0069] The wheel tread out-of-roundness detection system of this embodiment has a structure basically the same as that of embodiment 1, and the main difference is that the detection mechanism of this embodiment is symmetrically installed on the inner side of the double-sided track, and the number of detection mechanisms on the same side is ≥2, and the total length of the detection mechanism on each side is greater than the circumference of the wheel, so that it can ensure that the circumferential data of the wheel tread greater than the circumference of the wheel is detected, and at the same time it can meet the needs of detecting different front and rear wheels, and prevent the influence of the previous wheel not leaving the detection mechanism and the next wheel entering the detection mechanism on the detection result. Among them, the first detection mechanism maintains a certain distance from the front mechanism 12, and the time taken by the wheel to travel this distance can meet the time taken by the detection mechanism to adjust the preload.

[0070] In this embodiment, a trigger mechanism is also provided in front of the front mechanism 12, which includes a first magnetic steel 1401 and a second magnetic steel 1402 arranged at intervals along the inner side of the single-side track. According to the triggering sequence of the first magnetic steel 1401 and the second magnetic steel 1402, the train's entry and exit can be judged, so as to facilitate the decision of whether the front mechanism 12 and the detection mechanism are started or not. Specifically, when the triggering sequence of the magnetic steel is the first magnetic steel 1401-the second magnetic steel 1402, the train is entering the warehouse, the front mechanism and the detection mechanism are started, and the wheel detection is ready; when the triggering sequence of the magnetic steel is the second magnetic steel 1402-the first magnetic steel 1401, the train is leaving the warehouse, and all the detection mechanisms are not started. When the train leaves the warehouse, the equipment is not started, the detection mechanism is in an avoidance state, and the wheel and the mechanism are not in contact, which eliminates the impact force and friction between the wheel and the detection mechanism when the train leaves the warehouse, which not only protects the mechanism, but also realizes the automatic detection of the equipment. Therefore, the start of the equipment can be controlled by using the magnetic steel installed at the front end of the equipment as an external trigger signal. At the same time, the installation of the first magnetic steel 1401 and the second magnetic steel 1402 can also be used to measure the train speed. When the installation distance is known, the time interval between the two magnetic steels being triggered can be recorded to calculate the train speed.

[0071] Example 3

[0072] The wheel tread out-of-roundness detection system of this embodiment has a structure that is basically the same as that of the embodiment 2, and the main difference is that: both ends of the pedal assembly 2 of this embodiment are provided with a continuous damping mechanism, such as Fig.12 As shown, the continuous damping mechanism includes a push rod motor 1101, a wedge block 1105, a damper 1106, a damper base 1104 and a damper baffle 1108, wherein the wedge block 1105 is movably mounted on the damper base 1104 and is drivingly connected to the push rod motor 1101, the damper baffle 1108 is fixedly mounted on the pedal assembly 2, and the two ends of the damper 1106 are movably supported and pressed between the damper baffle 1108 and the wedge block 1105. After installation, the force head of the damper 1106 is in close contact with the damper baffle 1108, and the damper bottom is in close contact with the inclined surface of the wedge block 1105.

[0073] In this embodiment, the push rod motor 1101 and the damping base 1104 are both fixedly mounted on the fixed plate assembly 4. Specifically, the push rod motor 1101 is mounted on the push rod motor base 1102, the push rod motor base 1102 is fixedly connected to the fixed plate assembly, and the motor shaft of the push rod motor 1101 is fixedly connected to the wedge block 1105 through the motor connecting rod 1103; the fixed plate assembly 4 is also equipped with a damping support 1107, and the damping 1106 passes through the damping support 1107.

[0074] When the wheel presses on one end of the pedal assembly 2, due to the unbalanced force on both ends of the pedal assembly 2, the end of the pedal assembly 2 in contact with the wheel will be displaced more, while the other end will be displaced less, and the entire pedal assembly 2 will be in a tilted state. When the wheel rolls to the other end of the pedal assembly 2, the entire pedal assembly 2 will tilt in another direction, resulting in inaccurate measurement by the displacement sensor. In order to effectively solve the above problems, this embodiment sets a continuous damping mechanism at both ends of the pedal assembly 2, and the damping is continuously applied. When the wheel presses on one end of the pedal assembly 2, the push rod motor 1101 of the pedal assembly 2 corresponding to the end pushes the damping 1106 forward, and the resistance is continuously applied; when the wheel rolls to the other end of the pedal assembly 2, the push rod motor 1101 at the other end of the pedal assembly 2 pulls the damping 1106 backward, so that the damping 1106 is continuously applied.

[0075] Specifically, Fig.12 The figure shows the damping assembly diagram of the wheel departure end of the pedal. When the wheel rolls to the wheel departure end of the pedal assembly 2, the push rod motor 1101 pulls the wedge block 1105 backwards. The horizontal displacement generated by the wedge block 1105 raises the damping bottom. At the same time, the pedal assembly 2 generates a downward displacement, which compresses the force head of the damping, so that the damping plays a role of continuous force. The continuous damping assembly structure of the pedal wheel entry end is basically the same as the damping assembly diagram of the wheel departure end of the pedal. The inclination direction of the damping is consistent with the wheel departure end, but the installation direction of the wedge block 1105 of the push rod motor 1101 is opposite. Therefore, when the push rod motor 1101 is pushed forward, the damping is stressed. When the wheel just presses on the pedal assembly 2, the push rod motor 1101 at the entry end of the pedal assembly 2 starts to work, and the push rod motor 1101 at the departure end of the pedal does not work; when the wheel leaves the entry end of the pedal assembly, the push rod motor at the entry end of the pedal assembly 2 returns to the initial position. When the wheel presses on the exit end of the pedal assembly 2, the push rod motor 1101 at the exit end of the pedal assembly 2 starts to work, and when the wheel leaves the exit end of the pedal assembly 2, the push rod motor at the exit end of the pedal returns to its initial position.

[0076] Example 4

[0077] The structure of the wheel tread out-of-roundness detection system of this embodiment is basically the same as that of the embodiment 3, and the main difference is that: Figure 5 , Figure 6-Figure 10 As shown, the lifting drive mechanism 6 includes a servo electric cylinder 601, the free end of the piston rod 602 of the servo electric cylinder 601 is fixedly connected to the connecting block 604, and the connecting block 604 is fixedly connected to the first sliding plate 301. The piston rod 602 is driven to rise and fall through the transmission component in the cylinder body, thereby driving the first sliding plate 301 to move up and down.

[0078] Example 5

[0079] The structure of the wheel tread out-of-roundness detection system of this embodiment is basically the same as that of the embodiment 4, and the main difference is that: Fig. 9 , Fig.10 As shown, the connecting block 604 is processed into an L-shaped structure, the first sliding plate 301 is supported and installed on the connecting block 604, and the bearing 605 is installed in the vertical plate of the connecting block 604. Specifically, in this embodiment, a step hole is opened in the vertical plate of the connecting block 604, the large hole diameter of the step hole just matches the outer ring of the bearing, and the small hole diameter is smaller than the diameter of the outer ring of the bearing, which serves as a bearing retaining ring. The bearing 605 is installed in the above-mentioned step hole, and a bearing pin is correspondingly provided in the second sliding plate 302. The bearing pin is inserted into the bearing 605 and hinged with the connecting block 604. When the first sliding plate 301 tilts, it drives the connecting block 604 to tilt together, but the hinge of the bearing 605 can prevent the second sliding plate 302 from tilting. The fifth slide rail 705 is installed at both ends of the second sliding plate 302, the slider part of the fifth slide rail 705 is connected to the second sliding plate 302, and its guide rail part is connected to the fixed plate assembly 4. Therefore, when the servo electric cylinder is lifted or lowered, it can drive the second sliding plate 302 to lift or lower together.

[0080] Example 6

[0081] The wheel tread out-of-roundness detection system of this embodiment has a structure basically the same as that of embodiment 5. Furthermore, Fig. 9 As shown, in this embodiment, the connecting block 604 is threadedly connected to the free end of the piston rod 602 and is fastened by a connecting nut 603. The connecting nut 603 is pre-installed on the piston rod 602. When the piston rod 602 is connected to the connecting block 604, the connecting nut 603 is tightened upward, thereby playing the role of tightly fixing the piston rod 602 and the connecting block 604.

[0082] Example 7

[0083] The wheel tread out-of-roundness detection system of this embodiment has a structure basically the same as that of embodiment 6. Furthermore, Fig.10 , Fig.11 As shown, a connecting ear 606 is processed at the bottom of the connecting block 604, and a pin hole is correspondingly processed at the free end of the piston rod 602. The connecting block 604 is hinged to the free end of the piston rod 602 through a pin 607.

[0084] When the connection block 604 and the piston rod 602 are threadedly connected, due to the large bolt matching clearance, when the wheel presses on the pedal assembly, the first sliding plate is unstable. Based on this situation, the present embodiment changes the connection mode of the servo electric cylinder and the sliding plate, and the thread on the piston rod 602 is changed to a hinge hole. The piston rod 602 and the connection block 604 are hinged through a pin shaft, and the pin shaft, the connection block 604, and the piston rod 602 are interference fit, thereby eliminating the matching clearance during the hinge. There are also two bolt holes on the pin shaft. After the piston rod, the connection block and the pin shaft are connected, the pin shaft is fixed to the connection block 604 through the two bolt holes on the pin shaft, and the connection block 604 is fixed to the first sliding plate 301 with bolts, which is conducive to improving the structural stability of the entire device and effectively reducing the impact of the wheel on the measuring device.

[0085] like Fig.18 As shown, the wheel tread out-of-roundness detection method of this embodiment has the following process:

[0086] Step 1: Train entry and exit judgment

[0087] The train entry and exit is determined by the triggering sequence of the triggering unit. If the train is entering the warehouse, the control system controls the front mechanism 12 and the detection mechanism to start and prepare for wheel detection; if the train is leaving the warehouse, the front mechanism 12 and the detection mechanism are not started;

[0088] Step 2: Train wheel rim height detection

[0089] When the train is entering the warehouse and passing through the front mechanism 12, the front mechanism 12 detects the wheel flange height of the train wheels and feeds back to the control system;

[0090] Step 3: Adjust the preload of the pedal assembly of the detection mechanism

[0091] According to the detection result of the front mechanism 12, the lifting drive mechanism 6 is controlled by the control system to adjust the initial height of the pedal assembly 2 in the detection mechanism. When the pre-pressure of the pedal assembly 2 is within the set range, the lifting drive mechanism 6 stops running.

[0092] The control method of the pedal assembly preload is as follows: when the system is started, when the pre-mechanism detects that the wheel rim height is Sh1, the system determines whether the rim height reaches a preload of 1.5-2mm. If the preload is within this range, the detection mechanism does not need to act. If it is not within this range, the servo motor of the detection mechanism controls the pedal assembly to rise and fall to the W2 position, so that the rim height Sh1 reaches a preload of 1.5-2mm. When the pre-mechanism 12 detects that the rim height of the rear wheel is Sh2, and the front wheel has passed the detection mechanism, the detection mechanism determines whether the current W2 position is within the range of 1.5-2mm preload of the rim height Sh2, and makes corresponding lifting and lowering adjustments until the wheels of the complete train are detected. When the pre-mechanism 12 no longer generates a new rim height for a period of time, it is considered that the train has passed the detection system, the pre-mechanism 12 and the detection mechanism return to zero position, and the system stops working. In the process of adjusting the preload of the detection mechanism, the front mechanism 12 is always located at the W1 position and remains unchanged, and the multiple detection mechanisms on each side of the rail are raised and lowered to the same position each time.

[0093] Step 4: Detection of radial runout of train wheel tread

[0094] When the train wheels pass through the detection mechanism, the detection mechanism detects the radial runout of the tread of the train wheels.

[0095] Example 8

[0096] The wheel tread out-of-roundness detection system of the present embodiment has a structure basically the same as that of Embodiment 7, with the main difference being that the slide rail mechanism between the first sliding plate 301 and the pedal assembly 2 is installed obliquely relative to the first sliding plate 301, and the slide rail mechanisms between the first sliding plate 301 and the second sliding plate 302 and the fixed plate assembly 4 are installed vertically relative to the first sliding plate 301, thereby facilitating the improvement of the structural stability of the entire device and effectively reducing the impact of the wheel on the measuring device.

[0097] Example 9

[0098] The wheel tread out-of-roundness detection system of this embodiment has a structure basically similar to that of the embodiment 8, and the difference mainly lies in: Figure 1 , Figure 2 , Figure 3The fixed plate assembly 4 includes a main fixed plate 401, end fixed plates 402 located at both ends of the main fixed plate 401, and an upper sealing plate 403 located at the top of the main fixed plate 401. The main fixed plate 401, the end fixed plate 402 and the upper sealing plate 403 are together surrounded to form a box-type structure; the first sliding plate 301 is slidably connected to the pedal assembly 2 through the first sliding rail 701, is slidably connected to the main fixed plate 401 through the second sliding rail 702, and is slidably connected to the end fixed plate 402 through the third sliding rail 703; an intermediate fixed plate 404 is also provided between the first sliding plate 301 and the pedal assembly 2, and the first sliding plate 301 is slidably connected to the intermediate fixed plate 404 through the fourth sliding rail 704.

[0099] The specific process of using the detection mechanism of this embodiment to perform detection is as follows:

[0100] Step 1: height adjustment of the pedal assembly: according to the wheel rim height of the train wheel to be inspected, the first sliding plate 301 is driven to rise and fall by the lifting drive mechanism 6. At this time, there is no relative movement between the pedal assembly 2 and the first sliding plate 301 and the second sliding plate 302. The pedal assembly 2 and the second sliding plate 302 are both lifted and lowered synchronously with the first sliding plate 301. When the pedal assembly 2 is lifted and lowered to the specified position, the lifting drive mechanism 6 stops working.

[0101] Step 2, wheel detection process: when the wheel presses on the pedal assembly 2, the pedal assembly 2 is pressed down by the wheel rim, resulting in a downward displacement along the slide rail direction. During the descending process of the pedal assembly 2, the first sliding plate 301 and the second sliding plate 302 remain stationary relative to the fixed plate assembly 4. At this time, the displacement sensor generates a relative displacement relative to the displacement sensing plate 901, and the displacement of the pedal assembly 2 pressed down by the wheel rim when the wheel passes is obtained through conversion; by processing the data collected by the displacement sensor within the entire wheel tread circumference, the radial runout of the train wheel tread can be obtained;

[0102] Step 3, when the wheel leaves, the pedal assembly 2 returns to its initial position under the action of the elastic element 8; at this time, the lifting drive mechanism 6 continues to start working, driving the pedal assembly 2 to descend to the specified position. No matter how high the rim of the wheel passing by is, the rim of the wheel cannot press on the pedal assembly 2.

[0103] Specifically, when the length of the pedal assembly 2 is greater than the circumference of the wheel, the circumferential data of the wheel tread can be detected, further describing the out-of-roundness of the wheel tread. By intercepting and splicing the displacement curve of the pedal assembly 2 of each detection mechanism, a displacement curve of the pedal assembly 2 from the first detection mechanism to the last detection mechanism is obtained, and the maximum and minimum values ​​are obtained from it. The difference between the maximum and minimum values ​​is the radial runout value of the wheel.

[0104] Among them, there are two methods for the system to control the detection mechanism pedal assembly 2 to rise and fall to the appropriate preload amount, namely, the table lookup method and the tracking method. The table lookup method is to divide the minimum wheel rim height to the maximum wheel rim height into n intervals, each interval corresponds to a different detection mechanism pedal assembly 2 position Wn, when the pre-position mechanism 12 detects the wheel rim height Sh of the wheel to be tested, it is determined which interval this wheel rim height belongs to, and then the detection mechanism pedal assembly 2 is raised and lowered to the position W corresponding to the interval. The tracking method is to use the displacement sensor as a feedback signal to continuously adjust the position of the detection mechanism pedal assembly 2 until the indication of the displacement sensor reaches the indication under the required preload amount. For example, the current indication of the displacement sensor is Z1, when the pre-position mechanism detects the wheel rim height Sh of the wheel to be tested, the system calculates the indication Z2 that the displacement sensor needs to reach according to the preload amount, and then turns on the servo motor for lifting and lowering. During the process of the motor lifting and lowering, the indication of the displacement sensor changes continuously and is transmitted to the servo motor as a feedback signal until the indication of the displacement sensor reaches Z2, it is considered that the detection mechanism pedal assembly 2 has been lifted and lowered to the required position, and then the motor is turned off.

[0105] Example 10

[0106] A wheel tread out-of-roundness detection system of this embodiment has a structure basically the same as that of Embodiment 9, with the main difference being that a base plate assembly 2 is fixedly provided at the bottom of the track 1, and the detection device (fixed plate assembly 4, lifting drive mechanism 6) is installed on the base plate assembly 2.

[0107] like Fig.13 As shown, the bottom plate assembly 5 of this embodiment includes a bottom support plate 501, on which a first track pressure plate 502 and a second track pressure plate 508 are provided, and the first track pressure plate 502 is fixedly connected to the bottom support plate 501 by a pressure plate bolt 503, and the two sides of the bottom of the track 1 are respectively pressed and fixed between the first track pressure plate 502, the second track pressure plate 508 and the bottom support plate 501; the bottom support plate 501 is also provided with a pressure plate nut 504, on which a bite shape that imitates the bottom side of the track 1 is processed, and the pressure plate nut 504 is fixedly connected to the fixing ear 506 at the bottom of the bottom support plate 501 by a pull rod bolt 505. When the tie rod bolt 505 fastens the pressure plate nut 504 through the fixing ear 506, the bite distance between the pressure plate nut 504 and the second rail pressure plate 508 is reduced, so that the bottom plate assembly 5 is tightly fixed to the rail; and then the bottom support plate 501 is further connected and fastened to the rail through the pressure plate bolt 503 and the first rail pressure plate 502. In this embodiment, reinforcing ribs 507 are also provided on both sides of the bottom support plate 501. The bottom support plate 501 and the reinforcing ribs 507 are integrated and can be cast or welded to ensure the rigidity of the entire mechanism to meet the measurement accuracy requirements of the entire mechanism.

[0108] Embodiment 11

[0109] A wheel tread out-of-roundness detection system of the present embodiment has a structure that is basically the same as that of embodiment 10, with the main difference being that the installation direction of the elastic element 8 is parallel to the installation direction of the slide rail mechanism between the first sliding plate 301 and the pedal assembly 2, and it adopts a tension spring or compression spring structure. The specific elastic element 8 includes but is not limited to a coil spring, a gas spring, a liquid spring, a leaf spring, a rubber spring, etc., and its mounting support can be made into different supports according to the shape of the element and the use requirements, as long as the follow-up elastic connection between the pedal 2 and the sliding plate 3 can be achieved.

[0110] Specifically, Fig.14 , Fig.15 As shown, the elastic element 8 of this embodiment adopts a tension spring, and both ends of the tension spring are provided with spring hooks. The pedal assembly 2 and the first sliding plate 301 are respectively provided with spring pins 804 (the height of the spring pin on the pedal assembly 2 is lower than the height of the spring pin on the first sliding plate 301), and the spring pins 804 are processed with hook grooves 805 corresponding to the spring hooks, and the two ends of the tension spring are respectively hooked and installed in the above-mentioned spring hook grooves through the spring hooks. When the wheel rolls on the pedal assembly 2, the pedal assembly 2 moves downward, thereby stretching the elastic element 8 downward. When the wheel gradually leaves the pedal, the pedal assembly 2 gradually recovers under the action of the elastic element 8.

[0111] Example 12

[0112] The wheel tread out-of-roundness detection system of this embodiment has a structure basically similar to that of embodiment 11, and the main difference is that: Figure 7 As shown, the elastic element 8 of this embodiment adopts a compression spring, one end of which is fixedly mounted on the first sliding plate 301 through an elastic element support 801, and the pedal assembly 2 is provided with an elastic element support plate 803 corresponding to the other end of the compression spring (the height of the elastic element support plate 803 is greater than the height of the elastic element support 801), and the first sliding plate 301 is provided with an elastic element adjustment plate 802 above the elastic element support plate 803, and a threaded hole is processed on the elastic element adjustment plate 802, and a top screw passes through the threaded hole and is pressed on the elastic element support plate 803, that is, the top screw is used to adjust the spring preload, and after adjusting to a predetermined position, a nut is used to tighten the top screw (omitted in the figure). When the wheel rolls on the pedal assembly 2, the pedal assembly 2 drives the elastic element support plate 803 to move downward, thereby further compressing the elastic element 8, and when the wheel gradually leaves the pedal, the pedal assembly 2 gradually recovers under the action of the elastic element 8.

[0113] Embodiment 13

[0114] like Figure 3As shown, the wheel tread out-of-roundness detection system of this embodiment has a structure basically the same as that of embodiment 12, and the main difference is that the pedal assembly 2 of this embodiment includes a pedal 201 and a pedal support plate 202, and the pedal 201 is installed on the pedal support plate 202; the displacement sensing plate 901, the first slide rail 701, the elastic element support plate 803 or the spring pin 804 are all installed on the pedal support plate 202. The pedal is in the shape of a long strip, and its length is determined according to the number of measuring mechanisms actually set (set in sections), and the total length of the pedals of several detection mechanisms is not less than the circumference of the wheel tread.

[0115] Embodiment 14

[0116] The wheel tread out-of-roundness detection system of this embodiment has a structure that is basically the same as that of embodiment 13, and the main difference is that the structure of the front mechanism 12 of this embodiment is the same as that of the detection mechanism, such as Fig.17 As shown, the upper surface of the pedal of the front mechanism 12 includes an uphill section 203, a horizontal section 204 and a downhill section 205 in sequence along the train entry direction. When the wheel passes through the front mechanism 12, a maximum displacement will be generated in the horizontal section 204 of the pedal assembly 2. The wheel rim height can be measured based on the maximum value. The specific method is: when a wheel with a known rim height Sh1 passes through the front mechanism 12, the maximum displacement of the pedal of the front mechanism 12 is h1, and when a wheel with an unknown rim height passes through the front mechanism, the maximum displacement of the pedal of the front mechanism is h2, then the rim height of the unknown wheel Sh2=Sh1+(h2-h1).

[0117] Embodiment 15

[0118] The structure of an online dynamic detection system for radial runout of rail transit wheels in this embodiment is basically the same as that in embodiment 14, and the main difference is that the detection mechanism on the inner side of each side of the track in this embodiment includes a first detection mechanism 1301, a second detection mechanism 1302 and a third detection mechanism 1303.

[0119] When the magnetic steel detects that the train is entering the warehouse, the detection system starts, and the front mechanism and three sets of detection mechanisms rise to the specified position. This process is completed before the train reaches the front mechanism. When the front mechanism detects the rim height of the first wheel, the three sets of detection mechanisms judge whether the rim height meets the requirement of 1.5-2mm preload in combination with the current position. If not, the PLC controls the servo motor to rise and fall to the position that meets the conditions. This process is completed before the wheel to be detected reaches the first detection mechanism 1301. After the first detection mechanism 1301 is completed, the LOG data recording is started to record the vertical displacement of the pedal when the wheel passes through each detection mechanism. When the wheel leaves the third detection mechanism 1303, the LOG data recording is stopped. When the front mechanism detects the rim height of the second wheel, the first wheel has not passed the detection mechanism. At this time, each detection mechanism first determines whether the first wheel has left. If the first wheel has left, the detection mechanism rises and falls to a suitable position according to the current position and the rim height of the second wheel. If the first wheel has not left, or has not yet reached the detection mechanism, the detection mechanism will not start to rise and fall until the first wheel leaves. Whenever the first detection mechanism 1301 is lifted or lowered, the system will start a LOG data record. Similarly, whenever the third detection mechanism 1303 detects that the wheels have left, the previous LOG data record will be stopped. When no new value is detected by the front mechanism, the system considers that the train has passed the detection mechanism, and the front mechanism and the detection mechanism return to their initial positions.

[0120] The data collected by the displacement sensors of the three detection mechanisms are all transmitted to the host computer. The size of the data reflects the relative value of the height of the wheel flange at different circumferential positions of the wheel tread. When the pedal length is greater than the wheel circumference, the circumferential data of the wheel tread can be detected to further describe the out-of-roundness of the wheel tread. The host computer intercepts and splices the displacement curve of the pedal of each detection mechanism to obtain a pedal displacement curve from the first detection mechanism 1301 to the third detection mechanism 1303, and obtains the maximum and minimum values ​​from it. The difference between the maximum and minimum values ​​is the radial runout value of the wheel.

[0121] The present invention and its embodiments are described schematically above, and the description is not restrictive. The drawings show only one embodiment of the present invention, and the actual structure is not limited thereto. Therefore, if a person skilled in the art is inspired by it and designs a structural method and an embodiment similar to the technical solution without creativity without departing from the purpose of the invention, they shall all fall within the protection scope of the present invention.

Claims

1. A wheel tread out-of-roundness detection system, characterized in that: The invention comprises a front mechanism (12) and a detection mechanism which are sequentially installed on the track along the direction of train entry, wherein the front mechanism (12) is used to detect the wheel rim height of the wheel to be detected, and the detection mechanism is used to perform online detection of the radial runout of the wheel. The detection mechanism comprises a pedal assembly (2), a first sliding plate (301), a second sliding plate (302) and a fixed plate assembly (4) which are installed on the inner side of the track (1) and are parallel to each other, wherein the first sliding plate (301) and the pedal assembly (2) and the fixed plate assembly (4) are slidably connected to each other through a slide rail mechanism, the second sliding plate (302) and the first sliding plate (301) are connected to each other through a bearing, the first sliding plate (301) is connected to a lifting drive mechanism (6) and is also connected to the pedal assembly (2) through an elastic element (8); a displacement sensing plate (901) is provided on the pedal assembly (2), and a displacement sensor is correspondingly provided on the second sliding plate (302).

2. A wheel tread out-of-roundness detection system according to claim 1, characterized in that: Both ends of the pedal assembly (2) are provided with a continuous damping mechanism, which comprises a push rod motor (1101), a wedge block (1105), a damper (1106), a damper base (1104) and a damper baffle (1108), wherein the wedge block (1105) is movably mounted on the damper base (1104) and is drivingly connected to the push rod motor (1101), the damper baffle (1108) is fixedly mounted on the pedal assembly (2), and both ends of the damper (1106) are movably supported and pressed between the damper baffle (1108) and the wedge block (1105).

3. A wheel tread out-of-roundness detection system according to claim 2, characterized in that: The push rod motor (1101) and the damping base (1104) are both fixedly mounted on the fixed plate assembly (4), and the motor shaft of the push rod motor (1101) is fixedly connected to the wedge block (1105) via a motor connecting rod (1103); a damping support (1107) is also mounted on the fixed plate assembly (4), and the damping (1106) passes through the damping support (1107).

4. A wheel tread out-of-roundness detection system according to claim 1, characterized in that: The lifting drive mechanism (6) comprises a servo electric cylinder (601), the free end of the piston rod (602) of the servo electric cylinder (601) is fixedly connected to a connecting block (604), and the connecting block (604) is fixedly connected to the first sliding plate (301).

5. A wheel tread out-of-roundness detection system according to claim 4, characterized in that: A bearing (605) is installed in the connecting block (604), and a bearing pin is correspondingly provided in the second sliding plate (302), and the bearing pin is inserted into the bearing (605) and hinged with the connecting block (604); further, the connecting block (604) is processed into an L-shaped structure, the first sliding plate (301) is supported and installed on the connecting block (604), and the bearing (605) is installed in the vertical plate of the connecting block (604).

6. A wheel tread out-of-roundness detection system according to claim 4, characterized in that: The bottom of the connecting block (604) is provided with a connecting ear (606), and the free end of the piston rod (602) is processed with a corresponding pin hole. The connecting block (604) is hinged to the free end of the piston rod (602) through a pin (607).

7. A wheel tread out-of-roundness detection system according to any one of claims 1 to 6, characterized in that: The fixed plate assembly (4) comprises a main fixed plate (401), end fixed plates (402) located at both ends of the main fixed plate (401), and an upper sealing plate (403) located at the top of the main fixed plate (401), and the main fixed plate (401), the end fixed plates (402) and the upper sealing plate (403) are together surrounded to form a box-type structure; an intermediate fixed plate (404) is also provided between the first sliding plate (301) and the pedal assembly (2), and the first sliding plate (301) is slidably connected to the pedal assembly (2), the main fixed plate (401), the end fixed plates (402) and the intermediate fixed plate (404) through a slide rail mechanism.

8. A wheel tread out-of-roundness detection system according to any one of claims 1 to 6, characterized in that: A trigger mechanism is also provided on the inner side of the track at the front end of the front mechanism (12), and the trigger mechanism comprises a first magnetic steel (1401) and a second magnetic steel (1402) arranged at intervals along the inner side of the track; the detection mechanism is symmetrically installed on the inner sides of the tracks on both sides, and the number of detection mechanisms on the same side is ≥2.

9. A method for detecting wheel tread out-of-roundness, characterized in that: The detection system according to any one of claims 1 to 8 is used for detection, and the process is as follows: Step 1: Train entry and exit judgment The train entry and exit is judged by the triggering sequence of the triggering unit. If the train is entering the warehouse, the front mechanism (12) and the detection mechanism are started by the control system to prepare for wheel detection; if the train is leaving the warehouse, the front mechanism (12) and the detection mechanism are not started; Step 2: Train wheel rim height detection When the train is entering the warehouse and passing through the front mechanism (12), the front mechanism (12) detects the wheel flange height of the train wheels and feeds back to the control system; Step 3: Adjust the preload of the pedal assembly of the testing mechanism According to the detection result of the front mechanism (12), the lifting drive mechanism (6) is controlled to operate through the control system, thereby adjusting the initial height of the pedal assembly (2) in the detection mechanism, and the lifting drive mechanism (6) stops operating when the pre-pressure amount of the pedal assembly (2) is within a set range; Step 4: Train wheel defect detection When the train wheels pass through the detection mechanism, the detection mechanism detects the radial runout of the tread of the train wheels.

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