Railway wheel detection system and method based on prefabricated ballast bed
By integrating tread and flaw detection units on the prefabricated railway track bed, automatic detection is achieved when trains pass at high speeds, solving the problems of long construction cycles and inaccurate detection in existing technologies and improving detection efficiency and safety.
Patent Information
- Application Number
- CN202511033753.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-25
- Publication Date
- 2025-09-12
AI Technical Summary
Existing railway wheel inspection methods have problems such as heavy workload, inability to detect internal problems, long construction period, and impact on railway operations. They cannot meet the needs of efficient, economical and accurate inspection of heavy-load freight trains.
A railway wheel inspection system based on prefabricated roadbed is adopted, which integrates the tread inspection unit, wheel flaw detection unit and vehicle identification unit. The prefabricated roadbed is cast in advance in the factory and quickly installed on site to achieve automatic detection when the train passes at high speed.
It realizes automatic detection when the train passes at high speed, shortens the construction period, reduces the impact on railway operations, improves detection efficiency and accuracy, discovers internal defects of the wheels, and reduces safety hazards.
Smart Images
Figure CN120628649A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the field of railway vehicle wheel detection, and in particular to a railway wheel detection system and method based on a prefabricated roadbed, which can automatically detect wheel internal defects, wheel polygons and tread defects and can be quickly installed. Background Art
[0002] With the opening of the China-Europe freight train, the freight capacity of railways has increased dramatically. Under the situation where the demand for railway transportation is constantly developing towards high speed and heavy load, the driving safety of heavy-load freight trains is becoming more and more important.
[0003] Wheels are a critical component of railway train running gear. They are directly impacted by the tracks while in motion, subject to the harshest working conditions and are the most prone to failure. Over time, wheels can experience dimensional deviations and tread damage. Failures such as wheelset dimensional deviations and tread damage not only pose safety risks during transportation but also cause significant damage to railway infrastructure and the vehicle structure itself. In severe cases, they can lead to vehicle overturning and derailment.
[0004] At present, there is a lack of effective detection methods for train wheel maintenance: Among them, manual maintenance is labor-intensive and time-consuming, and it is impossible to find internal problems of the wheel, which may easily cause safety hazards; The existing inspection equipment is complex in structure and takes too long to install and construct. Railway operations are halted during the construction period, seriously impacting normal railway production (the installation of tread inspection and wheel flaw detection structures requires the removal of the original track in advance, excavation of the foundation pit, and pouring of concrete cement to form the track base. The supporting track and accessories must be installed after the cement hardens, and then the power supply rails, power lines, and waterways must be installed according to equipment requirements. The process is complex and the construction period is long, which will greatly impact normal railway production and operations).
[0005] Therefore, railway train wheel safety inspection urgently needs an efficient, economical and accurate inspection system and method to realize high-speed comprehensive inspection of counterweight train wheels; at the same time, it requires a short installation and construction period to reduce the impact on normal railway production and operation. Summary of the Invention
[0006] In view of the shortcomings and deficiencies of the existing technology, the purpose of the present invention is to provide a railway wheel detection system and method based on prefabricated roadbed, which has a short installation and construction period and reduces the impact on normal railway production and operation; moreover, it can comprehensively detect the wheel condition when a train passes at high speed (30km / h and above).
[0007] The technical solution adopted by the present invention to solve its technical problem is: A railway wheel detection system based on a prefabricated roadbed comprises a control unit, a prefabricated roadbed, and a tread detection unit, a wheel flaw detection unit, and a vehicle identification unit respectively connected to the control unit; the prefabricated roadbed comprises a customized concrete slab, a concrete bonding layer, and a cushioning slab arranged in sequence from top to bottom; the customized concrete slab is cast and prefabricated in advance in a factory and is provided with a rail crossing groove; multiple prefabricated roadbeds are arranged and spliced in sequence to form multiple test areas, on which rails are horizontally installed; the tread detection unit, the wheel flaw detection unit, and the vehicle identification unit are respectively installed in the multiple test areas.
[0008] Furthermore, the prefabricated roadbed also includes a foundation layer at the bottom of the foundation pit, which is filled and compacted with hard filler; and self-compacting concrete is added between the foundation layer and the cushion plate to fill and compact it.
[0009] Furthermore, the tread detection unit includes a trackside camera module and a wheel positioning photoelectric sensor connected to each other; multiple pairs of the trackside camera modules are arranged at equal intervals on the outer sides of the left and right rails; the wheel positioning photoelectric sensors are arranged at equal intervals on the inner side of a single rail, and the wheel positioning photoelectric sensors correspond one-to-one to the trackside camera modules.
[0010] Furthermore, a total of 5 pairs of 10 trackside camera modules are included, which are combined to capture the circumferential image of the entire wheelset tread.
[0011] Furthermore, the trackside camera module includes a camera module itself and a mounting component, and the mounting component includes a mounting plate, a pad, and a connecting block: the pad is connected to the customized concrete plate by an expansion screw; the mounting plate includes an upper plate and a lower plate, and the upper plate and the lower plate are both provided with strip holes for mounting the camera module itself by bolts, and the upper plate and the lower plate are connected to each other by a connecting block; the upper plate is mounted on the customized concrete plate through the pad, and the lower plate is mounted on the customized concrete plate through the screw holes reserved on the rail sleepers of the customized concrete plate.
[0012] Furthermore, each rail in the test area of the wheel flaw detection unit is set as a double rail, and the gap between the double rails is used to install a probe array, which includes a large-angle probe array and a dual-crystal probe array. The large-angle probe array detects radial cracks, and the dual-crystal probe array detects circumferential cracks.
[0013] Furthermore, according to the vehicle entry direction, multiple groups of large-angle probe arrays and multiple groups of dual-crystal probe arrays are sequentially arranged in the gaps between the two tracks; A proximity switch is also provided in the gap between the two rails. The proximity switch is arranged side by side with the probe array and is closer to the center of the railway.
[0014] Furthermore, a waterway pipe is provided on the outer side of the double track and connected to a coupling pool outside the prefabricated roadbed.
[0015] Furthermore, the control unit includes a trackside cabinet group.
[0016] The detection method of the railway wheel detection system based on the prefabricated roadbed according to any one of the above is characterized in that the method comprises: Integrating a tread detection unit, a wheel flaw detection unit, and a vehicle identification unit into the prefabricated roadbed; When a train passes through the test area at a speed of 30 km / h or above, comprehensive inspections can be automatically completed without stopping: the vehicle identification unit intersperses the test area to collect information about the tested vehicle; the tread detection unit automatically detects the wheel tread to obtain complete three-dimensional information of the wheel surface; the wheel flaw detection unit detects the state of wheel surface defects, including circumferential cracks and radial cracks; the control unit summarizes and processes the above-mentioned test data and vehicle information to generate an inspection report for staff to judge the health status of the tested train.
[0017] The advantages of the present invention are as follows: (1) The present invention provides a railway wheel detection system and method based on a prefabricated roadbed. By integrating a tread three-dimensional detection unit, a wheel flaw detection unit, etc., with the prefabricated roadbed, the system and method achieve the effect of rapid equipment installation while meeting the function of automatic detection of railway train wheels.
[0018] (2) The present invention automatically detects internal wheel defects, wheel polygon defects, and tread defects when a train passes through at high speed (30 km / h and above), discovering hidden defects inside the wheel as early as possible, detecting peeling, abrasions, and dents on the wheel polygon and tread, etc., improving the early warning capability of wheel failures, and preventing major wheel safety issues. That is, it can detect all stages of a train passing through the detection section at high speed (30 km / h and above), and the entire detection process can be completed without stopping the train.
[0019] (3) The present invention helps to improve the technical level of train inspection operations, reduces safety hazards in train transportation, reduces workers' workload and labor intensity, completes inspection tasks quickly and efficiently, brings about improved economic benefits of wheel maintenance, and ensures the safety of railway operations, which is of great significance.
[0020] (4) The prefabricated roadbed of the present invention is precast in the factory and spliced on site, which can reduce on-site construction time, speed up the overall project progress, and reduce the impact on the operation of the railway line (the original railway foundation is replaced by the factory-prefabricated reinforced concrete structure and the self-compacting concrete is used to replace the traditional cement pouring process, thereby shortening the time wasted waiting for the cement to solidify); The prefabricated roadbed of the present invention is produced in a factory, and the unitized design can better ensure the quality of concrete and other materials and save costs.
[0021] At the same time, the customized concrete structure of the prefabricated roadbed of the present invention makes it more convenient to install the detection equipment it carries. BRIEF DESCRIPTION OF THE DRAWINGS
[0022] Figure 1 : Layout diagram of the detection system of the present invention; Figure 2 : Schematic diagram of tread detection unit; Figure 3 : Schematic diagram of wheel flaw detection unit; Figure 4 : Schematic diagram of vehicle identification unit; Figure 5 : Schematic diagram of prefabricated roadbed; Figure 6 : Schematic diagram of the holes on the side of the prefabricated track bed; Figure 7 :Roadbed construction plan flow chart; Figure 8 : Schematic diagram of the camera module itself; Figure 9 : Schematic diagram of the camera module's installation components; Figure 10 : Figure 9 A partial enlarged view of Figure 11 : Schematic diagram of wheel alignment photoelectric sensor installation; Figure 12 : Enlarged view of the wide-angle probe array and dual-element probe array; Figure 13 : Schematic diagram of the installation of the wide-angle probe array and the dual-element probe array; Among them: 1-1 coupling pool, 1-2 tread detection unit, 1-3 wheel flaw detection unit, 1-4 vehicle identification unit, 1-5 prefabricated roadbed, 1-6 data processing and equipment control unit; 2-1 Trackside camera module, 2-11 Mounting plate, 2-12 Spacer, 2-13 Connecting block, 2-2 Tread data processing device, 2-3 Wheel alignment photoelectric sensor, 3-1 Flaw detection adapter box, 3-2 Water pipeline, 3-3 Flaw detection data processing device, 3-4 Probe array, 3-5 Proximity switch; 3-41 - Large angle probe array, 3-42 - Dual crystal probe array; 4-1 Vehicle number recognition device, 4-2 Entry / exit sensor, 4-3 Speed radar; 5-1 Customized concrete slab, 5-2 Pad slab, 5-3 Self-compacting concrete layer, 5-4 Customized groove, 5-5 Foundation layer, 5-6 Customized hole. DETAILED DESCRIPTION
[0023] The present invention will be further described below with reference to the accompanying drawings and embodiments.
[0024] like Figure 1 As shown, the railway wheel detection system based on the prefabricated roadbed of this embodiment includes a tread detection unit 1-2, a wheel flaw detection unit 1-3, a vehicle identification unit 1-4, a prefabricated roadbed 1-5 and a data processing and equipment control unit 1-6. The tread detection unit 1-2, the wheel flaw detection unit 1-3 and the vehicle identification unit 1-4 are installed on the adjacent prefabricated roadbed 1-5.
[0025] When the vehicle under test passes through the detection area where the system is located at high speed (30km / h and above), the tread detection unit 1-2 automatically detects the wheel tread and obtains complete three-dimensional surface information; the wheel flaw detection unit 1-3 detects the surface defect status of the wheelset; the vehicle identification unit 1-4 collects vehicle information during the interspersed detection interval; the data processing and equipment control unit 1-6 summarizes and processes the collected test data and vehicle data to generate a test report for staff to determine the health of the wheels of the vehicle under test.
[0026] like Figure 5 and Figure 6 As shown, the precast track bed 1-5 consists of a custom concrete slab 5-1, a cushioning slab 5-2, and a self-compacting concrete layer 5-3, which serves as a bonding layer. The custom concrete slab 5-1 is a pre-fabricated concrete slab pre-customized at the factory. Pipeline holes (custom holes 5-5) are reserved as required to facilitate the installation and laying of pipelines during on-site equipment installation. The custom concrete slab 5-1 also has custom grooves 5-4. The installation of the precast track bed 1-5 requires excavation of a foundation pit. The cushioning slab 5-2 helps level the precast track bed 1-5 before installing the custom concrete slab 5-1, and also serves as a buffer layer to provide greater stability. The self-compacting concrete layer 5-3 is used to bond the above slabs together and fill the foundation pit, facilitating the installation of the precast track bed 1-5.
[0027] like Figure 7 As shown, during the construction process, this system replaces the traditional cement pouring process by installing prefabricated roadbed 1-5, shortening the time required to wait for the cement to solidify, thereby shortening the construction time and reducing the impact on the railway. The installation process of prefabricated roadbed 1-5 is as follows: (1) Excavation of foundation pit: After removing the original rails of the line, excavate the foundation pit within the construction area. Use a level to repeatedly measure and calibrate each control point of the excavated foundation pit, and transport the excess earth away.
[0028] (2) Filling the foundation layer 5-5 (base): Use a hard filler such as mortar with crushed stone (equivalent to C25 dry-mix concrete) to fill and compact. Preferably, fill with 5-3 self-compacting concrete, tamp it, and then scrape it flat according to the elevation.
[0029] (3) Laying prefabricated roadbed 1-5: Using a track hoist or a hoisting vehicle to hoist and lay the cushioning plate 5-2 (the material of the cushioning plate 5-2 is a concrete material with certain strength requirements (generally C30-C45 according to railway standards)), fill it with self-compacting concrete 5-3, pat it down, and scrape it flat according to the elevation; then hoist the customized concrete plate 5-1, adjust the position and install it in place by the crane. After the above-mentioned roadbed pavement is laid, the locomotive or vehicle presses the road once to make the entire roadbed pavement evenly compacted, making the entire roadbed pavement smoother and eliminating the flatness and foundation density errors during construction and installation. After the locomotive roadbed is compacted and leveled, the connecting steel plates are welded to the embedded parts at the ends of the roadbed pavement on both sides to prevent the pavement panels from being seriously misaligned and causing damage to the rails, thereby improving the integrity and stability of the entire crossing pavement.
[0030] (4) Installing rails: After confirming the type of rails to be laid, hoist the rails as required, install them on the roadbed step by step according to the order of the rails, and splice them with the original rails. After completion, conduct a vehicle passing test to ensure that the rails in the section can pass trains normally.
[0031] (5) Equipment installation and commissioning: After the equipment arrives at the site and the equipment installation location is confirmed, the trackside equipment is installed in sequence, the coupling pool is excavated and built, the lines of each equipment are connected, the water lines are connected, and the power and water are turned on to debug the equipment.
[0032] like Figure 2 As shown, tread detection unit 1-2 includes a trackside camera module 2-1, a tread data processing device 2-2, and a wheel alignment photoelectric sensor 2-3. Tread data processing device 2-2 is connected to trackside camera module 2-1 and wheel alignment photoelectric sensor 2-3, respectively. When a vehicle passes through tread detection unit 1-2, wheel alignment photoelectric sensor 2-3 transmits a signal to tread data processing device 2-2, which controls trackside camera module 2-1 to begin capturing omnidirectional dynamic images of the tread of each wheel set of the vehicle.
[0033] Among them, multiple pairs of trackside camera modules 2-1 are set at equal intervals on the outside of the left and right rails, such as Figure 2 As shown, in this embodiment, five pairs of trackside camera modules 2-1 are installed.
[0034] The trackside camera module 2-1 includes the camera module itself and a mounting component (the mounting component is provided in order to integrate the camera module itself into the prefabricated track bed 1-5).
[0035] The camera module itself is installed on the outside of the track, arranged side by side with equal spacing. It can capture the circumferential image of the tread of the entire wheel of a passing vehicle and generate 3D images and 2D images (the structure of the camera module itself refers to the tread image acquisition device of the Chinese patent "A 3D image detection system for the tread of railway vehicle wheelsets ZL2022205646068").
[0036] like Figure 9 and Figure 10 As shown, the mounting assembly includes a mounting plate 2-11, a spacer 2-12, and a connecting block 2-13. The spacer 2-12 is directly connected to the custom concrete slab 5-1 via expansion screws. The mounting plate 2-11 comprises an upper plate and a lower plate, both of which are provided with strip holes for bolting the camera module. The upper and lower plates are connected to each other via the connecting block 2-13. The upper plate is mounted to the custom concrete slab 5-1 via the spacer 2-12, while the lower plate is mounted to the custom concrete slab 5-1 via screw holes pre-reserved on the rail sleepers provided on the custom concrete slab 5-1.
[0037] Among them, Figure 2 and Figure 11 As mentioned above, the wheel alignment photoelectric sensor 2-3 is installed on the inner side of a single rail and is used for wheel alignment, axle counting and speed measurement. The viewing angle of a single camera module is limited, so this embodiment sets multiple camera modules to shoot continuously. In order to obtain uninterrupted continuous images, it is necessary to control the triggering through the wheel alignment photoelectric sensor 2-3. In order to achieve this function, Figure 11 As shown, wheel alignment photoelectric sensors 2-3 are arranged in an array at regular intervals. The number of wheel alignment photoelectric sensors 2-3 corresponds to the number of trackside camera modules 2-1. In this embodiment, five wheel alignment photoelectric sensors 2-3 are arranged at regular intervals of 0.5 meters. Each wheel alignment photoelectric sensor 2-3 corresponds to a trackside camera module 2-1. When a wheel passes, the wheel alignment photoelectric sensors 2-3 trigger and control the corresponding camera modules to turn on and take pictures. The process is: wheel enters - start shooting - wheel leaves - end shooting. The trackside camera module 2-1 quickly cycles through this process, ensuring that clear and continuous images can be captured after the train passes.
[0038] Among them, the tread data processing device 2-2 includes an industrial computer for acquisition and processing, a switch, a power control box, a UPS, a PDU (power distribution unit), etc.
[0039] In summary, the tread detection unit 1-2 uses follow-up imaging technology, based on a split intelligent camera, and adopts multi-composite CCD and high-speed FPGA image real-time fusion technology. The composite CCD is called in a time-sharing manner to capture images of the rotating object at different times and angles, and realize high-density three-dimensional imaging of the high-speed rotating wheel tread. Then, the wheel diameter, QR value, out-of-roundness, equivalent taper and wheelset tread defects are obtained, and a full-wheel circumference three-dimensional simulation display can be realized.
[0040] like Figure 3 As shown, wheel flaw detection unit 1-3 includes a flaw detection adapter box 3-1, a waterway pipe 3-2, a flaw detection data processing device 3-3, a probe array 3-4, and a proximity switch 3-5. The flaw detection data processing device 3-3 is connected to the waterway pipe 3-2, the probe array 3-4, and the proximity switch 3-5. Wheel flaw detection unit 1-3 utilizes piezoelectric ultrasonic technology, with ultrasonic probe arrays positioned on both sides of the track. The ultrasonic probes directly contact the wheel tread to achieve dynamic coupling.
[0041] The flaw detection adapter box 3-1 is a set of adapter devices with channel interfaces, which are used for channel switching, data acquisition, and data transmission to the flaw detection data processing device 3-3. The flaw detection adapter box 3-1 is set outside the double track.
[0042] The water pipe 3-2 is a water system that includes a water pump, valves, adapters, nozzles, and water pipes. The coupling tank 1-1 provides storage for coupling liquid. The water pipe 3-2 transports the coupling liquid to the rails during the inspection. The water jet is sprayed with the help of an ejector, and the wheel surface is soaked when the wheel passes by, making it easier for the probe array 3-4 to accurately collect ultrasonic data. The water pipe 3-2 is controlled by the weak current of the flaw detection data processing device 3-3.
[0043] Among them, the flaw detection data processing device 3-3 includes a signal processing computer, an industrial computer, a switch, an uninterruptible power supply, and a lightning protection box; it realizes the spraying of the above-mentioned coupling liquid, measurement of liquid temperature and liquid level, etc., as well as weak current supply, probe array 3-4, and weak current supply and signal processing of proximity switch 3-5.
[0044] Probe arrays 3-4 are installed on a special track. This special track refers to a pair of tracks installed directly in a designated area of prefabricated trackbed 1-5. (This embodiment eliminates the need to cut a section of standard track and replace it with a pair of tracks, as is done in the prior art.) The gap between the two tracks is used to accommodate probe arrays 3-4. When a train passes, the weight of the train wheels contacts the probes, forcing them downward to initiate ultrasonic scanning of the corresponding wheel locations.
[0045] The probe array 3-4 includes a large-angle probe array 3-41 and a dual-crystal probe array 3-42. The two probe array types are combined to detect wheelsets (the defects on the wheelsets are divided into radial cracks and circumferential cracks. The large-angle probe array 3-41 detects radial cracks, and the dual-crystal probe array 3-42 detects circumferential cracks). Figure 12 As shown, the large-angle probe in the large-angle probe array 3-41 refers to a probe with a larger sound beam incident angle. After the probes are arranged into an array, the wheel rim, the outer side of the rim and the rolling circle passing above it are scanned to detect radial cracks; the dual-crystal probe array 3-42 is formed by arranging the dual-crystal probes in a close sequence to scan the wheelset passing above it to see if there is a circumferential crack.
[0046] In this embodiment, Figure 13 As shown, the probe array 3-4 is arranged in sequence according to the vehicle approach direction, with a total of 13 groups of large-angle probe arrays 3-41 ( Figure 12 The left side of the middle box represents 1 set of wide angle probe array 3-41) and dual crystal probe array 3-42, a total of 13 sets ( Figure 12 The box on the right side of the center represents a set of dual-crystal probe arrays 3-42. When a train passes through this area, it first passes through the inspection area of the wide-angle probe array 3-41, where the probes scan and record the wheel rim profile to detect radial cracks. Then, it passes through the inspection area of the dual-crystal probe array 3-42, where the probes scan and record the wheel rim profile to detect circumferential cracks. Both inspections are combined to perform a detailed inspection of the wheelset.
[0047] Proximity switch 3-5 is also installed on the special track mentioned above. The gap between the two tracks is also used to install proximity switch 3-5. Proximity switch 3-5 is side by side with probe array 3-4. Proximity switch 3-5 is located closer to the center of the railway. It is used to sense and locate the wheels when the train wheels pass by, measure relevant information such as the train speed and passing time, and use the proximity switch 3-5, an inductive sensor, to achieve precise positioning of the wheels.
[0048] Vehicle identification units 1-4 are distributed and installed in the test area. When the vehicle to be tested passes through the test area, basic vehicle information is obtained and uploaded to the system. Figure 4As shown, the vehicle identification unit 1-4 includes a vehicle number recognition device 4-1, an on / offline sensor 4-2, and a speed radar 4-3. Vehicle number recognition device 4-1 primarily comprises an industrial camera and a compensation light source. Using images captured by the camera, it performs morphological processing to locate the vehicle number, segment characters, and recognize them. The final recognition results are stored and displayed in a specified format and path. The on / offline sensor 4-2 is installed close to the track. The wheel contact between the two sensors triggers a signal, which is then transmitted to the data processing and equipment control unit 1-6, which then shares it with other system units. The speed radar 4-3 operates in the K band and utilizes DSP technology to perform high-speed processing of frequency signals based on the Doppler principle to accurately measure train speed.
[0049] The data processing and equipment control unit 1-6 includes: a trackside equipment integrated control cabinet 6-1 and a data transmission line 6-2. The data processing and equipment control unit 1-6 is the system's control center, data management center, and monitoring center. It can set system parameters, monitor the equipment's operating status and detection process, view, compile statistics, and analyze detection result data, and provide functions such as detection information display, recording, query, and abnormal detection alarm review and processing. The trackside equipment integrated control cabinet 6-1 is installed in a cabinet group beside the track and is used to provide power to the trackside equipment. It carries individual unit data processing devices, collects and aggregates data, processes and analyzes the obtained data, and displays it to testers through software. The data transmission line 6-2 is a general term for the circuits in each unit of the system. It connects the vehicle identification unit 1-4, tread detection unit 1-2, and flaw detection unit 1-3 with the data processing and equipment control unit 1-6, providing functions including data transmission, equipment control, and equipment power supply.
[0050] Using the above-mentioned detection method of the railway wheel detection system based on prefabricated roadbed, the comprehensive detection process is as follows: A train passes through the test area at high speed (30 km / h and above). Vehicle number recognition equipment 4-1 captures a video of the vehicle's side profile, identifies the vehicle number, and uploads it to the system. Entry / exit sensors 4-2 trigger signals when the vehicle enters and when the last set of wheels exit the system, respectively, and upload them to the system, recording the vehicle's entry / exit times. Speed radar 4-3 uses two sets of sensors to record the time difference between the vehicle's passing and calculates the current speed, which is then uploaded to the system and recorded.
[0051] When passing the tread detection unit 1-2, the trackside camera module 2-1 installed on the trackside captures images of the train wheel tread, generates 3D and 2D image data and uploads them; Specifically: (1) Receiving a vehicle: The tread data processing device 2-2 sends a vehicle receiving instruction, and the camera module 2-1 is in a standby state. (2) Starting to collect: The tread data processing device 2-2 sends a start-of-work instruction, controls the output of the corresponding signal to trigger the trackside camera module 2-1 and the wheel alignment photoelectric sensor 2-3 to start collecting. (3) Stop collecting: When the speed radar 4-3 in the vehicle identification unit 1-4 no longer outputs speed information, and the offline sensor 4-2 in the vehicle identification unit 1-4 is no longer triggered, the system considers that the vehicle has passed. At this time, the tread data processing device 2-2 stops sending instructions to collect, and the trackside camera module 2-1 and the wheel alignment photoelectric sensor 2-3 stop collecting. (4) Sleep: The tread data processing device 2-2 sends an end instruction, and the trackside camera module 2-1 and the wheel alignment photoelectric sensor 2-3 are in a sleep state. (5) Data processing: At the same time, the tread data processing device 2-2 obtains the image data of the passing vehicle, processes it, and uploads it to the data processing and equipment control unit 1-6.
[0052] When passing through the wheel flaw detection unit 1-3, the water pipe 3-2 receives a signal in advance (specifically, the incoming line trigger signal from the incoming / offline sensor 4-2) and transports the coupling fluid in the coupling tank 1-1 to the rail. The water jet is sprayed by the ejector, and the wheel surface is soaked when the wheel passes. The probe array 3-4 installed between the rails contacts the wheel surface when the train passes, and collects ultrasonic data through the ultrasonic probe and uploads it. Specifically: (1) Spraying coupling fluid. (2) When the wheel passes by the proximity switch 3-5, it is triggered to accurately determine the position of the wheel. The probe array 3-4 is pressed down by the wheel and starts ultrasonic data. When the wheel passes through the array area containing the large-angle probe and the dual-crystal probe, the probes are triggered one after another. The flaw detection adapter box 3-1 receives and transmits the ultrasonic data. (3) When the data shared by the offline sensor 4-2 in the vehicle identification unit 1-4 indicates that the train is offline, the flaw detection data processing device 3-3 outputs an instruction to control the coupling fluid to stop spraying and the probe array 3-4 is turned off. (4) The flaw detection data processing device 3-3 summarizes the data, arranges the waveform data collected by multiple probes in sequence, analyzes them, derives the detection curve, draws the fault analysis, and transmits it to the data processing and equipment control unit 1-6.
[0053] The above data is aggregated via data transmission line 6-2 and fed into the trackside equipment integrated control cabinet 6-1 for processing and analysis. A table is created, organized by train number. Each data set includes the train number, interval speed, inspection time, tread inspection results (including the original 3D and 2D images), and wheel surface inspection results (including the original ultrasonic flaw detection images). Inspectors use software to review the table and quickly analyze the results.
[0054] The above description is only a preferred embodiment of the present invention and does not constitute a limitation on the scope of protection of the present invention. Any modification, equivalent replacement and improvement made within the spirit and principle of the present invention shall be included in the scope of protection of the claims of the present invention.
Claims
1. A railway wheel detection system based on prefabricated roadbed, characterized in that: The system includes a control unit, a prefabricated roadbed, and a tread detection unit, a wheel flaw detection unit, and a vehicle identification unit respectively connected to the control unit; The precast roadbed consists of customized concrete slabs, concrete bonding layers, and cushion slabs arranged in sequence from top to bottom. The customized concrete slabs are precast in the factory and provided with track grooves. Multiple precast roadbeds are arranged and spliced in sequence to form multiple test areas, on which rails are installed horizontally. Tread detection units, wheel flaw detection units, and vehicle identification units are installed in the multiple test areas.
2. The railway wheel detection system based on prefabricated roadbed according to claim 1, characterized in that: The prefabricated roadbed also includes a foundation layer at the bottom of the foundation pit, which is filled and compacted with hard filler; self-compacting concrete is added between the foundation layer and the cushion plate to fill and compact it.
3. A railway wheel detection system based on a prefabricated roadbed according to claim 1 or 2, characterized in that: The tread detection unit includes a trackside camera module and a wheel positioning photoelectric sensor connected to each other; multiple pairs of the trackside camera modules are arranged at equal intervals on the outer sides of the left and right rails; the wheel positioning photoelectric sensors are arranged at equal intervals on the inner side of a single rail, and the wheel positioning photoelectric sensors correspond one-to-one to the trackside camera modules.
4. A railway wheel detection system based on prefabricated roadbed according to claim 3, characterized in that: A total of 5 pairs of 10 trackside camera modules are included, which are combined to capture the circumferential image of the entire wheelset tread.
5. The railway wheel detection system based on prefabricated roadbed according to claim 3, characterized in that: The trackside camera module includes a camera module itself and a mounting component, and the mounting component includes a mounting plate, a pad, and a connecting block: the pad is connected to the customized concrete plate by an expansion screw; the mounting plate includes an upper plate and a lower plate, and both the upper plate and the lower plate are provided with strip holes for mounting the camera module itself by bolts, and the upper plate and the lower plate are connected to each other by a connecting block; the upper plate is mounted on the customized concrete plate through the pad, and the lower plate is mounted on the customized concrete plate through the screw holes reserved on the rail sleepers of the customized concrete plate.
6. The railway wheel detection system based on prefabricated roadbed according to claim 3, characterized in that: Each rail in the test area of the wheel flaw detection unit is configured as a double rail, and the gap between the double rails is used to install a probe array, which includes a large-angle probe array and a dual-crystal probe array. The large-angle probe array detects radial cracks, and the dual-crystal probe array detects circumferential cracks.
7. The railway wheel detection system based on prefabricated roadbed according to claim 6, characterized in that: According to the vehicle entry direction, multiple groups of large-angle probe arrays and multiple groups of dual-crystal probe arrays are arranged in sequence in the gaps between the two tracks; A proximity switch is also provided in the gap between the two rails. The proximity switch is arranged side by side with the probe array and is closer to the center of the railway.
8. The railway wheel detection system based on prefabricated roadbed according to claim 6, characterized in that: The outer sides of the double tracks are provided with water pipes connected to the coupling pool outside the prefabricated roadbed.
9. A railway wheel detection system based on a prefabricated roadbed according to claim 1 or 2, characterized in that: The control unit includes a trackside cabinet group.
10. A detection method for a railway wheel detection system based on a prefabricated roadbed according to any one of claims 1 to 9, characterized in that: The method comprises: Integrating a tread detection unit, a wheel flaw detection unit, and a vehicle identification unit into the prefabricated roadbed; When a train passes through the test area at a speed of 30 km / h or above, comprehensive inspections can be automatically completed without stopping: the vehicle identification unit intersperses the test area to collect information about the tested vehicle; the tread detection unit automatically detects the wheel tread to obtain complete three-dimensional information of the wheel surface; the wheel flaw detection unit detects the state of wheel surface defects, including circumferential cracks and radial cracks; the control unit summarizes and processes the above-mentioned test data and vehicle information to generate an inspection report for staff to judge the health status of the tested train.