A rail transit wheel radial runout online dynamic detection system and detection method

Abstract

The present invention discloses an online dynamic detection system and method for radial runout of rail transit wheels, belonging to the field of rail transit. The 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, and the detection mechanism comprises a pedal assembly, a sliding plate and a fixed plate assembly which are sequentially installed on the inner side of the track and are parallel to each other, wherein the sliding plate is slidably connected to the pedal assembly and the fixed plate assembly respectively through a slide rail mechanism, and the sliding plate is connected to the lifting drive mechanism and is also connected to the pedal assembly through an elastic element; a displacement sensing plate is provided on the pedal assembly, and a displacement sensor is correspondingly provided above or below the displacement sensing plate, or the installation positions of the two are interchanged. The technical solution of the present invention can be used to perform real-time dynamic detection of radial runout of a 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 transit, and more specifically, relates to an online dynamic detection system and method for radial runout of rail transit wheels. Background Art

[0002] In recent years, with the rapid development of my country's economy, the requirements for train running speed and heavy load are getting higher and higher, which requires the train wheels to be able to withstand large dynamic loads to ensure the safety of train driving. Among them, the circumferential surface of the train wheel is composed of two curved surfaces: the rim and the tread. The tread is released from the track to achieve load-bearing driving, and together with the rim, it guides the train to travel. During the long-term operation of the train wheels, the surfaces where the train wheels contact the track will wear, causing the train wheels to lose roundness, which will cause the train wheels to have radial runout on the track, thereby damaging train components, reducing passenger comfort, affecting the safety and service life of trains and track facilities, and even causing axle breakage and wheel collapse, causing major accidents.

[0003] Therefore, the detection of radial runout of wheel tread is of great significance to ensure the driving safety of trains. For the detection of train wheelsets, traditional technology usually uses strain gauges attached to the neutral axis on both sides of the rail waist to sense the strain force changes when the truck passes, so as to determine the tread damage on the wheel tread surface and the unbalanced load condition of the vehicle body. However, this detection method is only applicable to the detection of low-speed trains, and when installing the strain gauges, the original rails need to be destroyed. Obviously, this is not allowed in high-speed railways. In other words, the traditional detection method is not suitable for online detection of high-speed train wheelsets, and its detection accuracy is relatively low. The debugging cycle after the detection system is installed is long, maintenance is inconvenient, and the rails need to be replaced when necessary, which is very cumbersome.

[0004] Online dynamic detection refers to the real-time online measurement when the train is running normally on the rails. Online detection has been increasingly valued at home and abroad due to its high degree of measurement automation, no turnover time of locomotives and vehicles, and convenient storage of wheel information. Among them, the contact measurement method is a commonly used online dynamic detection method. It mainly relies on the pedal structure installed on the track. When the wheel passes, the pedal always keeps in contact with the apex of the wheel flange. The pedal produces a downward displacement under the pressure of the wheel flange, and the displacement varies with the different contact points between the tread and the track. The changes in the downward displacement of the pedal during the wheel passing through the pedal can depict the wheel tread out-of-roundness and radial runout.

[0005] However, the existing dynamic measurement mechanism for wheel tread defects usually adopts a parallelogram structure, and the structural stability of the detection mechanism is relatively poor, and its detection accuracy still needs to be further improved. For example, Chinese patent 201620323667.X discloses a dynamic detection device for wheel tread scratches and out-of-roundness, which includes a base plate installed on the inner side of the rail, and at least two sets of parallelogram mechanisms are installed on the base plate. A scratch rod in contact with the wheel tread is hinged on the top of each parallelogram mechanism, and a first damping mechanism is installed between the scratch rod and the base plate, and a second damping mechanism is installed between each parallelogram mechanism and the base plate. A sensing plate is installed at the bottom of the scratch rod, and a displacement sensor for sensing the displacement of the sensing plate is installed on the base plate. This application can improve the impact resistance of the detection mechanism to a certain extent through the installation of the damping mechanism, but the detection accuracy and structural stability of the detection mechanism still need to be further improved. At the same time, the device cannot control the height of the abrasion rod of the parallelogram mechanism. When the wheel rims are of different heights due to wear, the wheel rims may have no contact or excessive contact with the abrasion rod, resulting in no measurement results or a large impact on the mechanism, affecting the measurement and even damaging the mechanism. Summary of the invention

[0006] 1. Technical problem to be solved by the invention

[0007] The purpose of the present invention is to overcome the above problems existing in the existing train wheel tread defect detection, and to provide a rail transit wheel radial runout online dynamic detection device and detection method. The technical solution of the present invention can 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.

[0008] 2. Technical solution

[0009] In order to achieve the above object, the technical solution provided by the present invention is:

[0010] The present invention discloses an online dynamic detection system for radial runout of rail transit wheels, comprising a pre-installed mechanism and a detection mechanism which are sequentially installed on the track along the direction of train entry into the depot, wherein the pre-installed 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, tread abrasion and wear of the wheel, and the detection mechanism and the pre-installed mechanism are both connected to the control system; the detection mechanism comprises a pedal assembly, a sliding plate and a fixed plate assembly which are sequentially installed on the inner side of the track and are parallel to each other, wherein the sliding plate is slidably connected to the pedal assembly and the fixed plate assembly respectively through a slide rail mechanism, the sliding plate is connected to a lifting drive mechanism and is also connected to the pedal assembly through an elastic element; a displacement sensing plate is provided on the pedal assembly, and a displacement sensor is correspondingly provided above or below the displacement sensing plate, or the installation positions of the two are interchanged.

[0011] 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; further, 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.

[0012] Furthermore, the lifting drive mechanism includes a driving motor, a lead screw and a lead screw nut, wherein the output shaft of the driving motor is fixedly connected to one end of the lead screw, the other end of the lead screw is threadedly connected to the lead screw nut, and the lead screw nut is fixedly connected to the sliding plate.

[0013] Furthermore, the drive motor is fixedly connected to the fixed plate assembly through a motor mounting seat, the screw nut is mounted on the nut fixing plate, and the nut fixing plate is fixedly connected to the sliding plate; a screw fixing seat is also fixed on the fixed plate assembly, the screw passes through the screw fixing seat and is connected to the output shaft of the drive motor through a first coupling.

[0014] Furthermore, a braking system is provided at the bottom of the sliding plate, which includes a screw, an electromagnetic brake, a brake coupling plate and a coupling plate connecting plate, wherein one end of the screw is fixedly connected to the bottom of the sliding plate through a second coupling, and the other end thereof passes through the electromagnetic brake, the brake coupling plate, the coupling plate connecting plate in sequence and is threadedly connected to the screw nut, and a bearing is also installed on the coupling plate connecting plate, and a bearing seat is provided outside the bearing.

[0015] Furthermore, a support fixing seat is fixed at the bottom of the sliding plate, and the second coupling is fixedly connected to the support fixing seat; the brake coupling plate, coupling plate connecting plate and screw nut are fixedly connected, and the electromagnetic brake and the bearing seat are fixedly connected to the base plate assembly.

[0016] Furthermore, the slide rail mechanism between the sliding plate and the pedal assembly is installed obliquely relative to the sliding plate, and the slide rail mechanism between the sliding plate and the fixed plate assembly is installed vertically relative to the sliding plate; the installation direction of the elastic element is parallel to the installation direction of the slide rail mechanism between the sliding plate and the pedal assembly;

[0017] 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 sliding plate is slidably connected to the main fixed plate through a second slide rail, and is slidably connected to the end fixed plate through a third slide rail; an intermediate fixed plate is also provided between the sliding plate and the pedal assembly, and the sliding plate and the intermediate fixed plate are slidably connected through a fourth slide rail (the first slide rail is installed obliquely relative to the sliding plate, and the second slide rail, the third slide rail and the fourth slide rail are all installed vertically relative to the sliding plate).

[0018] Furthermore, the fixing plate assembly is fixed on the base plate assembly, and the base plate assembly is installed and fixed to the bottom of the track; further, the base plate assembly includes a bottom support plate, on which a first track pressure plate and a second track pressure plate are provided, the first track pressure plate is fixedly connected to the bottom support plate by pressure plate bolts, and the two sides of the bottom of the track are respectively clamped and fixed between the first track pressure plate, the second track pressure plate and the bottom support plate; the bottom support plate is also provided with a pressure plate nut, on which a bite shape that imitates the side of the bottom of the track is processed, and the pressure plate nut is fixedly connected to the fixing ear at the bottom of the bottom support plate by a pull rod bolt; reinforcing ribs are also provided on both sides of the bottom support plate.

[0019] Furthermore, the elastic element is a tension spring or a compression spring, and both ends of the elastic element are fixedly connected to the pedal assembly and the sliding plate respectively.

[0020] The present invention provides an online dynamic detection method for radial runout of rail transit wheels, and the process is as follows:

[0021] Step 1: Train entry and exit judgment

[0022] 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;

[0023] Step 2: Train wheel rim height detection

[0024] 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;

[0025] Step 3: Adjust the preload of the pedal assembly of the testing mechanism

[0026] 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;

[0027] Step 4: Train wheel defect detection

[0028] When the train wheels pass through the detection mechanism, the detection mechanism detects the radial runout of the tread of the train wheels.

[0029] Furthermore, when the leading mechanism detects that the rim of the second wheel is high, the first wheel has not yet 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 is raised or lowered to the appropriate position according to the current position and the rim height of the second wheel; if the first wheel has not left or has not reached the detection mechanism, the detection mechanism will not start to rise or fall until the first wheel leaves.

[0030] 3. Beneficial effects

[0031] Compared with the prior art, the technical solution provided by the present invention has the following significant effects:

[0032] (1) The present invention provides an online dynamic detection system for radial runout of rail transit wheels, comprising a front mechanism and a detection mechanism installed on the track in sequence along the direction of train entry, wherein the front mechanism detects the wheel rim height of the train wheel to be detected and feeds back to the control system, and 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.

[0033] (2) The present invention provides an online dynamic detection system for radial runout of rail transit wheels, wherein the detection mechanism includes a pedal assembly, a sliding plate and a fixed plate assembly which are sequentially installed on the inner side of the track and are parallel to each other. The sliding plate is slidably connected to the pedal assembly and the fixed plate assembly via a slide rail mechanism. When the train wheel presses onto the pedal assembly, the pedal assembly will generate a downward movement relative to the sliding plate along the slide rail mechanism. When the train wheel leaves the pedal assembly, the pedal assembly will generate a return movement upward along the slide rail mechanism under the action of the elastic element, thereby driving the displacement sensing plate to move relative to the displacement sensor. By measuring the change in the distance between the displacement sensor and the displacement sensing plate, the radial runout of the train wheel tread can be dynamically measured online, thereby greatly improving the measurement efficiency. In addition, the measurement accuracy and the structural stability of the entire measurement device are significantly improved compared with the existing parallelogram measurement mechanism.

[0034] (3) In the online dynamic detection system for radial runout of rail transit wheels of the present invention, the sliding plate is connected to the lifting drive mechanism, and the lifting drive mechanism drives the sliding plate to move up and down. Under the action of the elastic element, the pedal assembly will move synchronously with the sliding plate, so that the initial height of the pedal assembly can be adjusted, thereby meeting the measurement requirements of wheels with different rim heights, preventing the wheels from causing a large impact on the pedal assembly, and ensuring the measurement accuracy.

[0035] (4) In the online dynamic detection system for radial runout of rail transit wheels 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.

[0036] (5) The present invention provides an online dynamic detection system for radial runout of rail transit wheels, wherein the lifting drive mechanism includes a driving motor, a lead screw, a lead screw nut and a nut fixing plate. The driving motor drives the lead screw to rotate, and the lead screw nut moves axially relative to the lead screw. Since the lead screw nut is fixedly connected to the sliding plate, the sliding plate and the pedal assembly can be driven to move up and down together. When the train wheel presses on the pedal assembly, the lifting drive mechanism supports the sliding plate, so that the pedal assembly can slide relative to the sliding plate.

[0037] (6) The present invention provides an online dynamic detection system for radial runout of rail transit wheels. When the lifting drive mechanism of the present invention is used, when the wheel presses onto the pedal assembly, there will inevitably be a gap between the screw nut and the screw and the threaded plate, which will cause the sliding plate to move downward, thereby affecting the accuracy of the measurement result. The present invention provides a braking system at the bottom of the sliding plate, thereby effectively preventing the sliding plate from moving downward when the wheel passes over it, thereby facilitating improving the accuracy of the measurement result.

[0038] (7) In the online dynamic detection system for radial runout of rail transit wheels of the present invention, the slide rail mechanism between the sliding plate and the fixed plate assembly is installed vertically relative to the sliding plate, and the slide rail mechanism between the sliding plate and the pedal assembly is installed obliquely relative to the sliding plate, thereby facilitating further improving the structural and operational stability of the entire detection mechanism, and effectively reducing the impact of the wheel on the detection device, thereby ensuring the accuracy of the measurement results.

[0039] (8) In the online dynamic detection system for radial runout of rail transit wheels of the present invention, the fixed plate assembly includes a main fixed plate, an end fixed plate and an upper sealing plate, the main fixed plate, the end fixed plate and the upper sealing plate are surrounded together to form a box-type structure, and the sliding plate is slidably connected to the main fixed plate, the end fixed plate and the upper sealing plate through a slide rail mechanism, thereby further improving the structural strength and stability of the entire detection device and the stability of the relative movement between the sliding plate and the pedal assembly and the fixed plate assembly. An intermediate fixed plate is also provided between the sliding plate and the pedal assembly, and the sliding plate and the intermediate fixed plate are slidably connected through a fourth slide rail, thereby further improving the structural stability of the detection mechanism.

[0040] (9) The present invention provides an online dynamic detection method for radial runout of rail transit wheels. The front mechanism detects the wheel rim height in advance, and then controls the operation of the lifting drive mechanism through the 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 the 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

[0041] Figure 1 It is a schematic diagram of the overall structure of the detection mechanism of the present invention;

[0042] Figure 2It is a structural schematic diagram of a fixed plate assembly of the detection mechanism of the present invention;

[0043] Figure 3 It is a structural schematic diagram of the sliding plate of the present invention;

[0044] Figure 4 Schematic diagram of the disassembled structure of the detection mechanism of the present invention (I);

[0045] Figure 5 Schematic diagram of the split structure of the detection mechanism of the present invention (II);

[0046] Figure 6 Schematic diagram of the disassembled structure of the detection mechanism of the present invention (III);

[0047] Figure 7 It is a structural schematic diagram of the lifting drive mechanism of the present invention;

[0048] Figure 8 It is a structural schematic diagram of the base plate assembly of the present invention;

[0049] Fig. 9 It is a schematic diagram of the installation structure of the brake system of the present invention;

[0050] Fig.10 It is a structural schematic diagram of the braking system of the present invention;

[0051] Fig.11 It is a schematic structural diagram of the tension spring of the present invention;

[0052] Fig.12 It is a structural schematic diagram of the spring pin of the present invention;

[0053] Fig.13 It is a schematic diagram of the on-orbit installation of the online dynamic detection system of the present invention;

[0054] Fig.14 It is a control flow chart of the online dynamic detection system of the present invention;

[0055] Fig.15 It is a structural schematic diagram of the front mechanism pedal assembly of the present invention;

[0056] Explanation of the symbols in the schematic diagram:

[0057] 1. Track; 2. Pedal assembly; 201. Pedal; 202. Pedal support plate; 203. Uphill section; 204. Horizontal section; 205. Downhill section; 3. 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. Pull rod bolt; 506. Fixing ear; 507. Reinforcement rib; 508. Second track pressure plate; 6. Lifting drive mechanism; 601. Drive motor; 602. First coupling; 603. Motor mounting seat; 604. Screw fixing seat; 605. Lead screw; 606, lead screw nut; 607, nut fixing plate; 701, first slide rail; 702, second slide rail; 703, third slide rail; 704, fourth 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; 9, displacement sensor; 901, displacement sensing plate; 902, sensor mounting seat; 10, braking system; 1001, support fixing seat; 1002, second coupling; 1003, lead screw; 1004, electromagnetic brake; 1005, brake coupling plate; 1006, coupling plate connecting plate; 1007, lead screw nut; 1008, bearing; 1009, bearing seat; 1101, first magnetic steel; 1102, second magnetic steel; 12, front mechanism; 1301, first detection mechanism; 1302, The second detection agency: 1303, the third detection agency. DETAILED DESCRIPTION

[0058] 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.

[0059] Example 1

[0060] like Fig.13 As shown, a rail transit wheel radial runout online dynamic detection system of the present 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 rim height of the wheel to be detected, and the detection mechanism is used to perform online detection of the radial runout, tread abrasion and wear of the wheel, and the detection mechanism and the front mechanism 12 are both connected to the control system.

[0061] 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, and the initial height of the detection mechanism is adjusted according to the measured rim height and the current position 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 make any requirements on the structure of the pre-mechanism, and any existing wheel rim height online detection device can be directly used, as long as the wheel rim height can be detected.

[0062] Combination Figure 1-Figure 6 The detection mechanism of this embodiment includes a pedal assembly 2, a sliding plate 3 and a fixed plate assembly 4 which are sequentially installed on the inner side of the track 1 and are parallel to each other, wherein the sliding plate 3 is slidingly connected to the pedal assembly 2 and the fixed plate assembly 4 respectively through a slide rail mechanism, and the sliding plate 3 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 9 is correspondingly provided above or below the displacement sensing plate (the installation positions of the two are interchangeable), and in this embodiment, the displacement sensor 9 is installed on the sliding plate 3 through a sensor mounting seat 902.

[0063] The train wheel consists of a tread part and a rim part. The tread is worn out of round due to long-term contact with the track, while the rim does not contact other objects and remains a standard circle. Therefore, when the wheel tread contacts the rail at different positions, the distance from the rim vertex to the rail top surface is different. 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 rim vertex. 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. By collecting the changes in the displacement of the pedal assembly 2 during the process of the wheel passing through the pedal assembly 2, the out-of-round situation of the wheel tread can be depicted.

[0064] In this embodiment, 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 sliding plate 3. At this time, the sliding plate 3 does not slide relative to the fixed plate assembly 4, and the distance between the displacement sensing plate 901 and the displacement sensor 9 changes; and when the train wheel leaves the pedal assembly 2, under the action of the restoring force of the elastic element 8, the pedal assembly 2 gradually moves upward relative to the sliding plate 3 along the slide rail mechanism. By processing the distance change data between the displacement sensing plate 901 and the displacement sensor 9, the radial runout, tread scratch and wear data of the train wheel tread can be obtained, realizing the online dynamic measurement of the train wheel defects, and greatly improving the measurement efficiency. In this embodiment, the movement of the pedal assembly 2 is guided by the setting of the slide rail mechanism, and the elastic element 8 is used to make it perform a restoring movement. Compared with the existing parallelogram measurement mechanism, the structural stability and measurement accuracy of the measurement device are effectively improved.

[0065] 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 measured value of the displacement sensor 9 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 measured value of the displacement sensor 9 is the amount of scratch (tread radial runout). At the same time, the measured value is compared with that of a new wheel without wear to obtain the wear amount of the wheel tread.

[0066] In this embodiment, the sliding plate 3 is connected to the lifting drive mechanism 6, and the lifting drive mechanism 6 drives the sliding plate 3 to move up and down along the slide rail mechanism relative to the fixed plate assembly 4. At this time, there is no relative sliding between the sliding plate 3 and the pedal assembly 2, thereby driving the pedal assembly 2 to move up and down together, thereby realizing flexible adjustment of the installation height of the pedal assembly 2.

[0067] In actual use, the wheel 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 be able to press the pedal assembly 2, resulting in no data detection. In this embodiment, the split structural design of the pedal assembly 2, the sliding plate 3 and the fixed plate assembly 4, while cooperating with the lifting drive mechanism 6, can not only realize the measurement of wheel tread defects, but also adjust the initial height of the pedal assembly 2, thereby meeting the measurement requirements of wheels with different wheel rim heights, reducing the greater impact of the wheel on the pedal assembly 2, and ensuring the measurement accuracy.

[0068] Example 2

[0069] The structure of the on-line dynamic detection system for radial runout of rail transit wheels in this embodiment is basically the same as that in embodiment 1, and the main difference is that: a trigger mechanism is also provided at the front end of the front mechanism 12 on the inner side of the track, and the trigger mechanism includes a first magnetic steel 1101 and a second magnetic steel 1102 arranged at intervals along the inner side of the track. The train's entry and exit can be judged according to the triggering sequence of the first magnetic steel 1101 and the second magnetic steel 1102, 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 1101-the second magnetic steel 1102, 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 1102-the first magnetic steel 1101, the train is leaving the warehouse, all the detection mechanisms are not started, and 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 device can be controlled by using the magnet installed at the front end of the device as an external trigger signal. At the same time, the installation of the first magnet 1101 and the second magnet 1102 can also be used to measure the speed of the train. When the installation distance is known, the time interval between the two magnets being triggered can be recorded to calculate the train speed.

[0070] Example 3

[0071] The structure of the on-line dynamic detection system for radial runout of rail transit wheels in this embodiment is basically the same as that in embodiment 2, and the main difference is that the detection mechanism 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 sum of the lengths of the detection mechanisms 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.

[0072] Example 4

[0073] The present embodiment is an online dynamic detection system for radial runout of rail transit wheels, and its structure is basically the same as that of Embodiment 3, and the main difference is that the slide rail mechanisms include sliders and guide rails that cooperate with each other. In the present embodiment, sliders are fixedly installed on the pedal assembly 2 and the fixed plate assembly 4 respectively, and the sliding plate 3 is correspondingly provided with guide rails that slidably cooperate with the above-mentioned sliders, wherein the slide rail mechanism between the sliding plate 3 and the fixed plate assembly 4 is vertically installed relative to the sliding plate 3, and the slide rail mechanism between the sliding plate 3 and the pedal assembly 2 is inclined relative to the sliding plate 3, which is beneficial to improve the structural stability of the entire device and effectively reduce the impact of the wheel on the measuring device.

[0074] Example 5

[0075] The structure of the on-line dynamic detection system for radial runout of rail transit wheels in this embodiment is basically the same as that of the fourth embodiment, and the main difference is that: Figure 5 , Figure 7 As shown, the lifting drive mechanism 6 of this embodiment includes a driving motor 601, a screw 605, a screw nut 606 and a nut fixing plate 607, wherein the driving motor 601 is fixedly connected to the fixing plate assembly 4 through a motor mounting seat 603, and its output shaft is fixedly connected to one end of the screw 605 through a first coupling 602, and the other end of the screw 605 is threadedly connected to the screw nut 606, the screw nut 606 is installed on the nut fixing plate 607, and the nut fixing plate 607 is fixedly connected to the sliding plate 3.

[0076] When the driving motor 601 rotates downward, relative rotation occurs between the lead screw 605 and the lead screw nut 606, and the lead screw nut 606 moves downward along the central axis of the lead screw, thereby driving the nut fixing plate 607 and the sliding plate 3 to move downward together, and under the action of the elastic element 8, the pedal assembly 2 also moves downward synchronously. When the driving motor 601 rotates upward, the lead screw nut 606 moves upward along the central axis of the lead screw, thereby driving the nut fixing plate 607 and the sliding plate 3 to move upward together, and under the action of the elastic element 8, the pedal assembly 2 also moves upward synchronously. That is, before the wheel arrives, the driving motor 601 drives the sliding plate 3 to drive the pedal assembly 2 to move up and down together, and there is no relative movement between the two, so that the pedal assembly 2 is higher than the lowest point of the wheel rim by a certain height (such as about 1.5-3mm) and remains motionless. When the wheel presses on the pedal assembly 2, the pedal assembly 2 and the sliding plate 3 will produce a certain relative displacement. At this time, the displacement sensor installed on the sliding plate 3 can measure the displacement of the pedal assembly 2. If the displacement is connected and there is a high or low phenomenon, it means that the wheel tread is defective as mentioned above.

[0077] In this embodiment, the motor mounting seat 603 is processed into an L-shaped structure, wherein a circular stepped hole matching the motor is processed on the bottom plate of the motor mounting seat 603, the motor shaft passes through the mounting hole and is fixedly connected to the bottom plate, and the vertical plate of the motor mounting seat 603 is fixedly installed on the fixed plate assembly. A lead screw fixing seat 604 is also fixed on the fixed plate assembly 4, and a lead screw 605 passes through the lead screw fixing seat 604 and is connected to the output shaft of the drive motor 601 through the first coupling 602, and the lead screw 605 is guided by the lead screw fixing seat 604.

[0078] like Fig.14 As shown, the online dynamic detection method for radial runout of rail transit wheels in this embodiment has the following process:

[0079] Step 1: Train entry and exit judgment

[0080] 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;

[0081] Step 2: Train wheel rim height detection

[0082] 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;

[0083] Step 3: Adjust the preload of the pedal assembly of the testing mechanism

[0084] According to the detection result of the front mechanism 12, the control system controls the operation of the lifting drive mechanism 6, thereby adjusting the initial height of the pedal assembly 2 in the detection mechanism. When the preload of the pedal assembly 2 is within the set range, the lifting drive mechanism 6 stops running.

[0085] 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.

[0086] Step 4: Detection of radial runout of train wheel tread

[0087] When the train wheels pass through the detection mechanism, the detection mechanism detects the radial runout of the tread of the train wheels.

[0088] Example 6

[0089] The structure of the on-line dynamic detection system for radial runout of rail transit wheels in this embodiment is basically the same as that in embodiment 5, and the main difference is that: Figure 3 , Fig. 9 , Fig.10 , the bottom of the sliding plate 3 is provided with a brake system 10, which includes a screw 1003, an electromagnetic brake 1004, a brake coupling plate 1005 and a coupling plate connecting plate 1006, wherein one end of the screw 1003 is fixedly connected to the bottom of the sliding plate 3 through the second coupling 1002, and the other end thereof passes through the electromagnetic brake 1004, the brake coupling plate 1005, the coupling plate connecting plate 1006 in sequence and is threadedly connected to the screw nut 1007, and a bearing 1008 is also installed on the coupling plate connecting plate 1006, and a bearing seat 1009 is provided outside the bearing 1008. In this embodiment, a support fixing seat 1001 is fixed to the bottom of the sliding plate 3, and the second coupling 1002 is fixedly connected to the support fixing seat 1001; the brake coupling plate 1005, the coupling plate connecting plate 1006 and the screw nut 1007 are fixedly connected, and the electromagnetic brake 1004 and the bearing seat 1009 are both fixedly connected to the bottom plate assembly 5.

[0090] The sliding plate 3 will be subjected to vertical downward pressure when the wheel passes by. At this time, since the sliding plate 3 is mainly supported by the lifting drive mechanism 6, and there will inevitably be a thread gap between the lead screw nut 606 and the lead screw 605, the lead screw nut 606 will rotate within the limited gap, causing the sliding plate 3 to move downward, resulting in inaccurate data collection. Based on the above problems, this embodiment installs a braking system 10 at the corresponding position of the lower part of the sliding plate 3 that cooperates with the bottom plate assembly. When the wheel passes by, the sliding plate 3 will transfer the vertical downward pressure it receives to the braking system 10. Through the braking force of the braking system 10, the sliding plate 3 will not be displaced when it is under pressure, thereby improving the overall structural stability of the detection mechanism and the accuracy of the detection data.

[0091] Specifically, before the train arrives, the sliding plate 3 is driven to rise / fall by the lifting drive mechanism. During the lifting process of the sliding plate 3, the screw rod 1003 is subjected to axial force and radial force, and the radial force drives the brake coupling plate, the coupling plate connecting plate, the screw rod nut and the inner ring of the bearing to rotate together. When the sliding plate 3 is lifted / fallen to the specified position, the power of the electromagnetic brake is turned on, and a large attraction is generated between the electromagnetic brake 1004 and the brake coupling plate 1006. This attraction is greater than the pressure on the sliding plate 3 when the wheel passes by, thereby offsetting the axial force and radial force on the screw rod 1003 when the wheel passes by, so that the sliding plate 3 can not be displaced when the wheel passes by, thereby ensuring the accuracy of the measurement data.

[0092] The specific process of measuring the radial runout of the wheel using the detection mechanism of this embodiment is as follows:

[0093] (1) Height adjustment of the pedal assembly: According to the wheel rim height of the train wheel to be inspected, the sliding plate 3 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 sliding plate 3. The pedal assembly 2 rises and falls synchronously with the sliding plate 3. When the pedal assembly 2 rises and falls to the specified position, the lifting drive mechanism 6 stops working;

[0094] (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. During the descending process of the pedal assembly 2, the sliding plate 3 remains stationary relative to the fixed plate assembly 4. At this time, the displacement sensor 9 generates a relative displacement relative to the displacement sensing plate 901. The displacement of the pedal assembly 2 pressed down by the wheel rim when the wheel passes by is obtained through conversion. By processing the data collected by the displacement sensor 9 within the entire wheel tread circumference, the radial runout of the train wheel tread can be obtained.

[0095] (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 and drives the pedal assembly 2 to descend to a specified position. At this 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.

[0096] 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 to further describe 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.

[0097] 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.

[0098] Example 7

[0099] The structure of the on-line dynamic detection system for radial runout of rail transit wheels in this embodiment is basically the same as that of embodiment 6, and the main difference is that: Figure 1-Figure 6The fixed plate assembly 4 of this embodiment 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 surrounded together to form a box-type structure. The sliding plate 3 is slidably connected to the pedal assembly 2 through the first sliding rail 701, slidably connected to the main fixed plate 401 through the second sliding rail 702, and slidably connected to the end fixed plate 402 through the third sliding rail 703, so that the stability of the entire device structure and the stability of the sliding plate when moving up and down can be further improved, which is conducive to ensuring the measurement accuracy. More optimally, an intermediate fixed plate 404 is further provided between the sliding plate 3 and the pedal assembly 2, and the sliding plate 3 and the intermediate fixed plate 404 are slidably connected via a fourth slide rail 704, and the main fixed plate 401, the end fixed plate 402, the upper sealing plate 403 and the intermediate fixed plate 404 together form a relatively closed box-type structure, and the sliding plate 3 is installed inside the box-type fixed plate assembly.

[0100] Example 8

[0101] The structure of the rail transit wheel radial runout online dynamic detection system of this embodiment is basically the same as that of the embodiment 7, and the difference lies in that the fixing plate assembly 4 is fixed on the bottom plate assembly 5, and the bottom plate assembly 5 is installed and fixed on the bottom of the track 1. Figure 8 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.

[0102] Example 9

[0103] The structure of the rail transit wheel radial runout online dynamic detection system of this embodiment is basically the same as that of the embodiment 8, and the difference lies in that the two ends of the elastic element 8 are respectively fixedly connected to the sliding plate 3 and the pedal assembly 2, and the installation direction of the elastic element 8 is parallel to the installation direction of the slide rail mechanism between the sliding plate 3 and the pedal assembly 2. Specifically, Fig.11 , Fig.12 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 sliding plate 3 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 sliding plate 3). The spring pins 804 are processed with hook grooves 805 corresponding to the spring hooks, and both 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.

[0104] Example 10

[0105] The structure of the on-line dynamic detection system for radial runout of rail transit wheels in this embodiment is basically the same as that of the embodiment 9, and the main difference is that: Figure 3 As shown, the elastic element 8 of this embodiment adopts a compression spring, one end of which is fixedly mounted on the sliding plate 3 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 sliding plate 3 is provided with an elastic element adjustment plate 802 corresponding to 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.

[0106] Embodiment 11

[0107] The structure of the on-line dynamic detection system for radial runout of rail transit wheels in this embodiment is basically the same as that of embodiment 10, and the main difference is that: Figure 5As shown, the pedal assembly 2 of this embodiment includes a pedal 201 and a pedal support plate 202, the pedal 201 is mounted 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 mounted on the pedal support plate 202. The pedal is in the shape of a long strip, and its length is determined by the number of measuring mechanisms actually set, and the total length of the pedals of several detection mechanisms is not less than the circumference of the wheel tread.

[0108] Example 12

[0109] The structure of the on-line dynamic detection system for radial runout of rail transit wheels in this embodiment is basically the same as that in embodiment 11, and the main difference is that the structure of the front mechanism 12 in this embodiment is the same as that of the detection mechanism, such as Fig.15 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).

[0110] Embodiment 13

[0111] 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 12, 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.

[0112] 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.

[0113] 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 wheel rim height 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, further describing 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.

[0114] 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. An online dynamic detection system for radial runout of rail transit wheels, characterized by: 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, and the detection mechanism and the front mechanism (12) are both connected to the control system; the detection mechanism comprises a pedal assembly (2), a sliding plate (3) and a fixed plate assembly (4) which are sequentially installed on the inner side of the track (1) and are parallel to each other, wherein the sliding plate (3) is slidably connected to the pedal assembly (2) and the fixed plate assembly (4) respectively through a slide rail mechanism, and the sliding plate (3) 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 (9) is correspondingly provided above or below the displacement sensing plate (901).

2. The online dynamic detection system for radial runout of rail transit wheels according to claim 1 is characterized by: 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 (1101) and a second magnetic steel (1102) arranged at intervals along the inner side of the track; further, 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.

3. The online dynamic detection system for radial runout of rail transit wheels according to claim 1 or 2, characterized in that: The lifting drive mechanism (6) comprises a driving motor (601), a lead screw (605) and a lead screw nut (606), wherein the output shaft of the driving motor (601) is fixedly connected to one end of the lead screw (605), the other end of the lead screw (605) is threadedly connected to the lead screw nut (606), and the lead screw nut (606) is fixedly connected to the sliding plate (3).

4. The online dynamic detection system for radial runout of rail transit wheels according to claim 3 is characterized by: The drive motor (601) is fixedly connected to the fixed plate assembly (4) via a motor mounting seat (603); the lead screw nut (606) is mounted on a nut fixing plate (607), and the nut fixing plate (607) is fixedly connected to the sliding plate (3); a lead screw fixing seat (604) is also fixed on the fixed plate assembly (4); the lead screw (605) passes through the lead screw fixing seat (604) and is connected to the output shaft of the drive motor (601) via a first coupling (602).

5. The online dynamic detection system for radial runout of rail transit wheels according to claim 3 is characterized by: A brake system (10) is provided at the bottom of the sliding plate (3), and the brake system (10) comprises a screw (1003), an electromagnetic brake (1004), a brake coupling plate (1005) and a coupling plate connecting plate (1006), wherein one end of the screw (1003) is fixedly connected to the bottom of the sliding plate (3) via a second coupling (1002), and the other end thereof passes through the electromagnetic brake (1004), the brake coupling plate (1005), and the coupling plate connecting plate (1006) in sequence and is threadedly connected to a screw nut (1007), and a bearing (1008) is also installed on the coupling plate connecting plate (1006), and a bearing seat (1009) is provided outside the bearing (1008).

6. The online dynamic detection system for radial runout of rail transit wheels according to claim 5, characterized in that: A support fixing seat (1001) is fixed at the bottom of the sliding plate (3), and the second coupling (1002) is fixedly connected to the support fixing seat (1001); the brake coupling plate (1005), the coupling plate connecting plate (1006) and the screw nut (1007) are fixedly connected to each other, and the electromagnetic brake (1004) and the bearing seat (1009) are both fixedly connected to the bottom plate assembly (5).

7. The online dynamic detection system for radial runout of rail transit wheels according to claim 1 or 2, 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 surrounded together to form a box-type structure; the sliding plate (3) is slidably connected to the main fixed plate (401) through a second sliding rail (702), and is slidably connected to the end fixed plate (402) through a third sliding rail (703); an intermediate fixed plate (404) is also provided between the sliding plate (3) and the pedal assembly (2), and the sliding plate (3) and the intermediate fixed plate (404) are slidably connected through a fourth sliding rail (704); the fixed plate assembly (4) is fixed on a bottom plate assembly (5), and the bottom plate assembly (5) is installed and fixed on the bottom of the track (1).

8. The online dynamic detection system for radial runout of rail transit wheels according to claim 1 or 2, characterized in that: The elastic element (8) is a tension spring or a compression spring, and the two ends of the elastic element (8) are respectively fixedly connected to the pedal assembly (2) and the sliding plate (3).

9. An online dynamic detection method for radial runout of rail transit wheels, characterized in that: The online dynamic detection system according to any one of claims 1 to 8 is used, 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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