A mechanism for measuring the out-of-roundness of a wheel tread of a railway vehicle

Abstract

A mechanism for measuring the out-of-roundness of a wheel tread of a railway vehicle belongs to a measuring mechanism. In order to solve the problem that the existing roundness detection equipment usually uses a long rod to continuously measure a circle of the wheel rim, has a slow dynamic response speed and low structural accuracy, resulting in low accuracy of the measurement result, the measuring mechanism of the present invention comprises a fixed plate, at least one group of rail assemblies for installing the fixed plate and a plurality of displacement measuring assemblies, the rail assemblies are arranged between two adjacent sleepers in the track, and the position of the rail assemblies can be adjusted and installed at the bottom of a steel rail in the track, the fixed plate is arranged on the outside of the steel rail, and the fixed plate can be detachably installed on the top of the rail assemblies, and a plurality of displacement measuring assemblies can be detachably installed on the fixed plate in sequence along the length extension direction of the steel rail. The present invention is mainly used for measuring the out-of-roundness of the wheel tread of a railway vehicle.

Description

Technical Field

[0001] The invention belongs to a measuring mechanism, and in particular relates to a measuring mechanism for the out-of-roundness of a wheel tread of a railway vehicle. Background Art

[0002] Wheels are important components to ensure the movement of vehicles, and they bear all the static and dynamic loads of rail vehicles. The wheels will constantly rub against the rails during long-term operation, which will cause different degrees of wear, thereby changing the diameter parameters of the wheels. When the vehicle is running, if the coaxial diameter difference, frame diameter difference, and vehicle diameter difference of the wheels exceed a certain range, it is easy to cause wheel scratches, eccentric wear of the wheel rim, abnormal vibration of the vehicle body, and even lead to rail vehicle axle breakage, rollover, derailment and other accidents. Therefore, timely and effective detection of abnormal wheel out-of-roundness is of great significance to ensure the safe operation of rail vehicles;

[0003] When testing the roundness of the wheels of rail vehicles, the roundness of the tread is indirectly measured by testing the height of the wheel rim. Traditional roundness testing equipment usually uses a long rod to continuously measure the circumference of the wheel rim, which has a slow dynamic response speed and low structural accuracy, so the measurement result is not accurate. In order to improve the measurement accuracy, a modular rail vehicle tread out-of-roundness measurement mechanism was developed. Summary of the invention

[0004] In order to solve the problem that the existing roundness detection equipment usually uses a long rod to continuously measure the circumference of the wheel rim, has a slow dynamic response speed and low structural accuracy, resulting in low measurement accuracy, the present invention provides a rail vehicle wheel tread out-of-roundness measurement mechanism;

[0005] A rail vehicle wheel tread out-of-roundness measuring mechanism, the measuring mechanism comprising two measuring units, each measuring unit comprising a mounting portion and a plurality of displacement measuring assemblies, the mounting portion in each measuring unit being positionally adjustable and mounted at the bottom of a steel rail in a track, the plurality of displacement measuring assemblies in each measuring unit being arranged on the inner side of the corresponding steel rail, and the plurality of displacement measuring assemblies being sequentially detachably mounted on the mounting portion along the length extension direction of the steel rail, the wheel tread of the rail vehicle being in contact with the displacement measuring assemblies when the rail vehicle is in motion, and the out-of-roundness of the wheel tread of the rail vehicle being judged by the displacement change amount of each displacement measuring assembly;

[0006] Further, the mounting portion includes a fixing plate and at least one group of rail assemblies for mounting the fixing plate, the rail assemblies are arranged between two adjacent sleepers in the track, and the rail assemblies are adjustable in position and mounted at the bottom of a rail in the track, the fixing plate is arranged on the inner side of the rail, and the fixing plate is detachably mounted on the top of the rail assemblies, and a plurality of displacement measuring assemblies are detachably mounted on the fixing plate in sequence along the length extension direction of the rail;

[0007] Furthermore, there are two rail assemblies;

[0008] The rail assembly comprises an inner rail and an outer rail;

[0009] The inner rail and the outer rail are arranged on both sides of the rail, and the inner rail and the outer rail are detachably connected by a bolt and nut mechanism, and the bolt and nut mechanism is arranged below the rail;

[0010] A No. 1 connecting through hole is processed at the lower part of the inner rail, and a No. 2 connecting through hole is processed at the lower part of the outer rail, and the No. 1 connecting through hole is coaxially arranged opposite to the No. 2 connecting through hole, and the threaded end of the bolt in the bolt-nut mechanism passes through the No. 1 connecting through hole and the No. 2 connecting through hole in sequence and is arranged in the nut in the bolt-nut mechanism, and the nut is threadedly fastened to the bolt;

[0011] Furthermore, the displacement measuring assembly includes a contact plate, a sliding sleeve, an elastic reset member, a displacement sensor, a bottom fixing plate and a waterproof plug;

[0012] The bottom fixing plate is detachably mounted on the upper surface of the fixing plate, a sliding bearing is vertically fixedly connected to the upper surface of the bottom fixing plate, an elastic reset piece is arranged in the sliding bearing, and one end of the elastic reset piece is fixedly connected to the upper surface of the bottom fixing plate, the bottom of the sliding sleeve is sleeved on the top of the elastic reset piece, and the sliding sleeve slides up and down in the sliding bearing, the contact plate is arranged above the sliding bearing, and the bottom of the contact plate is fixedly connected to the top of the sliding sleeve, the sensor fixing seat is arranged in the elastic reset piece in the vertical direction, the displacement sensor is installed in the sensor fixing seat, the signal input end of the displacement sensor is connected to the contact plate through the sliding sleeve, the waterproof plug is arranged outside the circumferential side of the sliding bearing, and the signal output end of the displacement sensor is connected to the waterproof plug through a wire;

[0013] Further, the top surface of the contact plate is slightly lower than the top of the track, and the distance from the top of the track does not exceed half of the minimum difference between the wheel rim diameter and the tread diameter of the rail vehicle;

[0014] Further, the side gap between the contact plates of adjacent displacement measuring assemblies on the fixed plate does not exceed 1 mm;

[0015] Furthermore, a strip groove is processed on the upper surface of the bottom fixing plate, the center line of the strip groove along the width direction coincides with the center line of the fixing plate along the width direction, and the signal output end of the displacement sensor is connected to the waterproof plug through a wire arranged in the strip groove;

[0016] Furthermore, a limiting flange is provided at the bottom of the outer circumferential side wall of the sliding bearing in the circumferential direction, a bearing fixing seat is sleeved on the upper part of the outer circumferential side wall of the sliding bearing, the bearing fixing seat is arranged at the upper end of the limiting flange, and both sides of the bearing fixing seat extend downward to be fixedly connected to the upper surface of the bottom fixing plate;

[0017] Furthermore, a through groove is processed on one side of the bearing fixing seat, and the through groove and the strip groove form a waterproof plug fixing area, a waterproof plug fixing seat is provided in the fixing area, the waterproof plug fixing seat is fixedly connected to the bearing fixing seat and the bottom fixing plate, a waterproof plug is fixedly connected to the waterproof plug fixing seat, and the signal output end of the displacement sensor is connected to the waterproof plug through a wire;

[0018] Furthermore, a limiting ring is provided between the sensor fixing seat and the sliding sleeve, the limiting ring is fixedly connected to the lower part of the inner circumferential side wall of the sliding sleeve, an annular protrusion is provided on the outer circumferential surface of one end of the sensor fixing seat away from the bottom fixing plate, the limiting ring is arranged at the lower part of the annular protrusion in the sensor fixing seat, the vertical end of the sensor fixing seat is inserted in the limiting ring, and the outer circumferential side wall of the vertical end of the sensor fixing seat is slidably connected to the inner circumferential side wall of the limiting ring, an elastic reset member is arranged between the limiting ring and the bottom fixing plate, one end of the elastic reset member is fixedly connected to the bottom of the limiting ring, and the other end of the elastic reset member is fixedly connected to the upper surface of the bottom fixing plate.

[0019] Compared with the prior art, the present invention has the following beneficial effects:

[0020] The present invention provides a rail vehicle wheel tread out-of-roundness measuring mechanism, which can measure the roundness information of the rail vehicle wheel tread. Compared with the method of using a long rod to continuously measure a circle of the wheel rim in the existing measuring mechanism, the present mechanism uses multiple displacement measuring devices to monitor the wheel roundness in real time. When the wheel moves on the multiple displacement measuring devices, the wheel out-of-roundness can be judged more accurately according to the information fed back by each displacement measuring device. The measuring mechanism has higher measurement accuracy and faster response speed. In addition, each component in the present mechanism can be detachable and easy to replace. The structure is small and easy to install. At the same time, bidirectional measurement of the wheel out-of-roundness can be realized. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0022] Figure 2 It is a schematic diagram of the internal structure of the displacement measurement assembly of the present invention;

[0023] Figure 3 This is a schematic diagram of the installation of the present invention when it is installed on a track;

[0024] Figure 4 It is a schematic diagram of the position of the present invention when it is installed on the track;

[0025] Figure 5 Schematic diagram of the distribution of multiple displacement measurement components in the present invention

[0026] The figure includes 1 a displacement measuring component, 11 a contact plate, 12 a sliding sleeve, 13 an elastic reset member, 14 a displacement sensor, 15 a bottom fixing plate, 16 a waterproof plug, 17 a sliding bearing, 18 a sensor fixing seat, 19 a wire, 110 a strip groove, 111 a bearing fixing seat, 112 a waterproof plug fixing seat, 113 a limiting ring, 171 a limiting flange, 2 a fixing plate, 3 a rail assembly, 31 an inner rail and 32 an outer rail, 4 a sleeper, 5 a spike, 6 an elastic bar and 7 a rail. DETAILED DESCRIPTION

[0027] Specific implementation method 1: refer to Figures 1 to 5 The present embodiment is described. The present embodiment provides a mechanism for measuring the out-of-roundness of a railway vehicle wheel tread. The measuring mechanism includes two measuring units. Each measuring unit includes a mounting portion and a plurality of displacement measuring components 1. The mounting portion in each measuring unit is positionally adjustable and mounted at the bottom of a rail 7 in the track. The plurality of displacement measuring components 1 in each measuring unit are disposed on the inner side of the corresponding rail 7, and the plurality of displacement measuring components 1 are detachably mounted on the mounting portion in sequence along the length extension direction of the rail 7. When the railway vehicle is moving, the wheel tread contacts the displacement measuring components 1, and the out-of-roundness of the railway vehicle wheel tread is judged by the displacement change of each displacement measuring component 1.

[0028] The present invention provides a rail vehicle wheel tread out-of-roundness measuring mechanism, which can measure the roundness information of the rail vehicle wheel tread. Compared with the method of using a long rod to continuously measure a circle of the wheel rim in the existing measuring mechanism, the present mechanism uses multiple displacement measuring devices to monitor the wheel roundness in real time. When the wheel moves on the multiple displacement measuring devices, the wheel out-of-roundness can be judged more accurately according to the information fed back by each displacement measuring device. The measuring mechanism has higher measurement accuracy and faster response speed. In addition, each component in the present mechanism can be detachable and easy to replace. The structure is small and easy to install. At the same time, bidirectional measurement of the wheel out-of-roundness can be realized.

[0029] The mechanism is fixed on the inner side of the rail 7, and each set of the mechanism is installed between two adjacent sleepers 4 and fixed on the rail 7 through the rail clamp assembly 3. The fixing plate 2 is above the spring bar 6, and both ends of the fixing plate 2 are shorter than the contact plate 11 of the measuring assembly 1 to avoid the spike 5, and the waterproof plug 16 faces the inner side of the track;

[0030] The side gap between the contact plates of adjacent displacement measuring components 1 on the fixing plate 2 does not exceed 1 mm.

[0031] The number of displacement measuring assemblies 1 on the fixed plate 2 is determined by the size of the displacement measuring mechanism 1 in the track length direction and the spacing between adjacent sleepers 4 .

[0032] Specific implementation method 2: refer to Figures 1 to 5 This embodiment is described. This embodiment further limits the installation part described in the specific embodiment 1. In this embodiment, the installation part includes a fixed plate 2 and at least one group of rail assemblies 3 for installing the fixed plate 2. The rail assembly 3 is arranged between two adjacent sleepers 4 in the track, and the rail assembly 3 is installed at the bottom of a steel rail 7 in the track with an adjustable position. The fixed plate 2 is arranged on the inner side of the steel rail 7, and the fixed plate 2 is detachably installed on the top of the rail assembly 3. Several displacement measurement assemblies 1 are detachably installed on the fixed plate 2 in sequence along the length extension direction of the steel rail 7. Other components and connection methods are the same as those in the specific embodiment 1.

[0033] Specific implementation method three: refer to Figures 1 to 5 This embodiment is described. This embodiment further limits the bail assembly 3 described in the second embodiment. In this embodiment, there are two bail assemblies 3.

[0034] The rail assembly 3 includes an inner rail 31 and an outer rail 32;

[0035] The inner rail 31 and the outer rail 32 are arranged on both sides of the rail 7, and the inner rail 31 and the outer rail 32 are detachably connected by a bolt and nut mechanism, and the bolt and nut mechanism is arranged below the rail 7;

[0036] The lower part of the inner rail 31 is processed with a No. 1 connecting through hole, and the lower part of the outer rail 32 is processed with a No. 2 connecting through hole, and the No. 1 connecting through hole is coaxially arranged with the No. 2 connecting through hole, and the threaded end of the bolt in the bolt and nut mechanism passes through the No. 1 connecting through hole and the No. 2 connecting through hole in sequence and is arranged in the nut in the bolt and nut mechanism, and the nut is threadedly fastened to the bolt. Other components and connection methods are the same as those of the second specific embodiment.

[0037] In this embodiment, the inner rail 31 and the outer rail 32 are clamped on the rail from both sides of the rail to ensure the stability of the support of the fixed plate 2. The two rail assemblies 3 are selected to support the fixed plate 2 in order to avoid the situation that when a single rail assembly 3 is used for support, it is difficult to ensure that the rail assembly 3 is supported in the middle of the fixed plate 2, resulting in a slight height difference between the two ends of the fixed plate 2, which affects the accuracy of the measurement of the wheel out-of-roundness.

[0038] The inner rail 31 and the outer rail 32 are fastened together by a bolt and nut mechanism. The distance between the inner rail 31 and the outer rail 32 can be adjusted by adjusting the connection length of the bolts, so that it is applicable to rails of various widths. At the same time, the bolt and nut mechanism is convenient for disassembly and installation, and any damaged parts can be replaced in time.

[0039] Specific implementation method 4: refer to Figures 1 to 5 This embodiment is described. This embodiment further defines the displacement measuring assembly 1 described in the third embodiment. In this embodiment, the displacement measuring assembly 1 includes a contact plate 11, a sliding sleeve 12, an elastic reset member 13, a displacement sensor 14, a bottom fixing plate 15, a waterproof plug 16, a sliding bearing 17, a sensor fixing seat 18 and a wire 19.

[0040] The bottom fixing plate 15 is detachably mounted on the upper surface of the fixing plate 2, a sliding bearing 17 is vertically fixed to the upper surface of the bottom fixing plate 15, an elastic reset member 13 is arranged in the sliding bearing 17, and one end of the elastic reset member 13 is fixedly connected to the upper surface of the bottom fixing plate 15, the bottom of the sliding sleeve 12 is sleeved on the top of the elastic reset member 13, and the sliding sleeve 12 slides up and down in the sliding bearing 17, the contact plate 11 is arranged above the sliding bearing 17, and the bottom of the contact plate 11 is fixedly connected to the top of the sliding sleeve 12, the sensor fixing seat 18 is arranged in the elastic reset member 13 in the vertical direction, the displacement sensor 14 is installed in the sensor fixing seat 18, the signal input end of the displacement sensor 14 is connected to the contact plate 11 through the sliding sleeve 12, the waterproof plug 16 is arranged outside the circumferential side of the sliding bearing 17, and the signal output end of the displacement sensor 14 is connected to the waterproof plug 16 through the wire 19;

[0041] The fixing plate 2 is arranged above the spring bar 6, and both ends of the fixing plate 2 are shorter than the contact plate 11 of the measuring assembly 1 to avoid the spike 5, and the waterproof plug 16 faces the inner side of the track. Other components and connection methods are the same as those of the third embodiment.

[0042] In this embodiment, the contact plate 11 is located above the sliding sleeve 12 and is arranged horizontally. An elastic reset member 13 is installed below the sliding member 12, and a displacement sensor 14 is installed inside the elastic reset member 13. A bottom fixing plate 15 is provided at the bottom of the elastic reset member 13 and the displacement sensor 14, and the displacement sensor 14 is fixed on the bottom fixing plate 15. The displacement sensor 14 can be a contact type or a non-contact type. One side end face of the sliding plate 11 is close to the side face of the top of the track, and the top surface of the sliding plate 11 is slightly lower than the top of the track, and the distance from the top of the track does not exceed half of the minimum difference between the wheel rim diameter and the tread diameter of the rail vehicle, which is conducive to the contact between the wheel rim and the displacement measuring component. The wheel roundness is monitored in real time through multiple displacement measuring components. When the wheel moves on multiple displacement measuring devices, the wheel out-of-roundness can be judged more accurately according to the information fed back by each displacement measuring component.

[0043] Specific implementation method five: refer to Figures 1 to 5 This embodiment is described. This embodiment further limits the contact plate 11 described in the fourth embodiment. In this embodiment, the top surface of the contact plate 11 is slightly lower than the top of the track, and the distance from the top of the track does not exceed half of the minimum difference between the wheel rim diameter and the tread diameter of the rail vehicle. Other components and connection methods are the same as those in the fourth embodiment.

[0044] In this embodiment, a limiting circular groove is provided in the middle of the lower end surface of the contact plate 11, and the upper end of the sliding sleeve 12 is fixed in the limiting circular groove. The annular protrusion on the top of the sliding sleeve 12 is used to cooperate with the limiting circular groove to ensure the tightness of the connection.

[0045] Specific implementation method six: refer to Figures 1 to 5 This embodiment is described as further limiting the fixing plate 2 described in the fifth embodiment. In this embodiment, the side gap between the contact plates of adjacent displacement measuring components 1 on the fixing plate 2 does not exceed 1 mm. Other components and connection methods are the same as those in the fifth embodiment.

[0046] Specific implementation method seven: refer to Figures 1 to 5 This embodiment is described. This embodiment further limits the bottom fixing plate 15 described in the sixth embodiment. In this embodiment, the upper surface of the bottom fixing plate 15 is processed with a strip groove 110. The center line of the strip groove 110 along the width direction coincides with the center line of the fixing plate 2 along the width direction. The signal output end of the displacement sensor 14 is connected to the waterproof plug 16 through the wire 19 set in the strip groove. Other components and connection methods are the same as those of the sixth embodiment.

[0047] In this embodiment, the strip groove 110 is conducive to the placement of the wires between the displacement sensor 14 and the waterproof plug 16 .

[0048] Specific implementation method eight: refer to Figures 1 to 5 This embodiment is described. This embodiment further defines the sliding bearing 17 described in the seventh embodiment. In this embodiment, the bottom of the outer circumferential side wall of the sliding bearing 17 is provided with a limiting flange 171 along the circumferential direction, and the upper part of the outer circumferential side wall of the sliding bearing is provided with a bearing fixing seat 111, which is arranged at the upper end of the limiting flange 171, and the two sides of the bearing fixing seat 111 extend downward and are fixedly connected to the upper surface of the bottom fixing plate 15. Other components and connection methods are the same as those of the seventh embodiment.

[0049] Specific implementation method nine: refer to Figures 1 to 5 This embodiment is described. This embodiment further defines the bearing fixing seat 111 described in the eighth embodiment. In this embodiment, a through groove is processed on one side of the bearing fixing seat 111. The through groove and the strip groove 110 form a waterproof plug fixing area. A waterproof plug fixing seat 112 is provided in the fixing area. The waterproof plug fixing seat 112 is fixedly connected to the bearing fixing seat 111 and the bottom fixing plate 15. A waterproof plug 16 is fixedly connected to the waterproof plug fixing seat 112. The signal output end of the displacement sensor 14 is connected to the waterproof plug 16 through a wire 19. Other components and connection methods are the same as those of the eighth embodiment.

[0050] In this embodiment, the waterproof plug fixing seat is helpful to fix the waterproof plug 16, so as to prevent the waterproof plug 16 from falling off when the mechanism is working, thereby affecting signal transmission.

[0051] Specific implementation method ten: refer to Figures 1 to 5 This embodiment is described. This embodiment further defines the sensor fixing seat 18 and the sliding sleeve 12 described in the ninth embodiment. In this embodiment, a stop ring 113 is provided between the sensor fixing seat 18 and the sliding sleeve 12. The stop ring 113 is fixedly connected to the lower part of the inner circumferential side wall of the sliding sleeve 12. An annular protrusion is provided on the outer circumferential surface of one end of the sensor fixing seat 18 away from the bottom fixing plate 15. The stop ring 113 is arranged at the lower part of the annular protrusion in the sensor fixing seat. The vertical end of the sensor fixing seat 18 is inserted into the stop ring 113, and the outer circumferential side wall of the vertical end of the sensor fixing seat 18 is slidably connected to the inner circumferential side wall of the stop ring 113. The elastic reset member 13 is arranged between the stop ring 113 and the bottom fixing plate 15. One end of the elastic reset member 13 is fixedly connected to the bottom of the stop ring 113, and the other end of the elastic reset member 13 is fixedly connected to the upper surface of the bottom fixing plate 15. Other components and connection methods are the same as those of the ninth embodiment.

[0052] In this embodiment, the limiting ring 113 is fixed to the lowest part of the inner cylindrical surface of the sliding sleeve 12 by screws, and the upper end surface of the limiting ring 113 contacts the lower end surface of the large diameter portion of the sensor fixing seat.

[0053] The inner and outer sides of the limiting ring 113 have planar structures, and the surfaces of the sliding sleeve 12 and the sensor fixing seat 18 contacting the limiting ring 113 also have matching planar structures to prevent the contact plate 1 and the sliding sleeve 12 from rotating.

[0054] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any modifications, equivalent substitutions and improvements made by any technician familiar with the technical field within the technical scope disclosed by the present invention and within the spirit and principles of the present invention should be covered by the protection scope of the present invention.

[0055] How it works

[0056] When a rail vehicle is running, its wheels are pressed from 1(a) to 1(e) (and vice versa). When the wheel rim just contacts the contact plate 11 of a displacement measuring assembly 1, the contact plate 11 starts to move downward until the lowest point of the wheel rim contacts the contact plate 11, and the contact plate 11 maintains the current position and does not move downward. When the lowest point of the wheel rim is separated from the contact plate 11, the contact plate 11 starts to move upward. When the wheel rim is completely separated from the contact plate 11, the contact plate 11 returns to its original position (highest point). When the wheel passes through the mechanism, there are multiple displacement measuring mechanisms 1 that are pressed at the same time. The center of the wheel is located directly above the lowest point of the wheel rim. Therefore, it can be considered that the center of the wheel is located above the lowest contact plate 11. By measuring the height of the wheel rim, the size and position of the out-of-roundness of the wheel tread within the circumference can be determined based on the change in the wheel rim height in the measurement result.

Claims

1. A railway vehicle wheel tread out-of-roundness measuring mechanism, characterized in that: The measuring mechanism comprises two measuring units, each measuring unit comprising a mounting portion and a plurality of displacement measuring assemblies (1), the mounting portion in each measuring unit being positionally adjustable and mounted at the bottom of a steel rail (7) in the track, the plurality of displacement measuring assemblies (1) in each measuring unit being arranged on the inner side of the corresponding steel rail (7), and the plurality of displacement measuring assemblies (1) being sequentially detachably mounted on the mounting portion along the length extension direction of the steel rail (7), the wheel tread of the rail vehicle being in contact with the displacement measuring assemblies (1) when the rail vehicle is in motion, and the out-of-roundness of the wheel tread of the rail vehicle is determined by the displacement change of the displacement measuring assemblies (1); The mounting portion comprises a fixing plate (2) and at least one set of rail assemblies (3) for mounting the fixing plate (2); the rail assemblies (3) are arranged between two adjacent sleepers (4) in the track, and the rail assemblies (3) are installed at the bottom of a steel rail (7) in the track in an adjustable manner; the fixing plate (2) is arranged on the inner side of the steel rail (7), and the fixing plate (2) is detachably mounted on the top of the rail assemblies (3); and a plurality of displacement measuring assemblies (1) are detachably mounted on the fixing plate (2) in sequence along the length extension direction of the steel rail (7); The displacement measuring assembly (1) comprises a contact plate (11), a sliding sleeve (12), an elastic reset member (13), a displacement sensor (14), a bottom fixing plate (15), a waterproof plug (16), a sliding bearing (17), a sensor fixing seat (18) and a wire (19); The bottom fixing plate (15) is detachably mounted on the upper surface of the fixing plate (2); a sliding bearing (17) is vertically fixedly connected to the upper surface of the bottom fixing plate (15); an elastic reset member (13) is arranged in the sliding bearing (17); one end of the elastic reset member (13) is fixedly connected to the upper surface of the bottom fixing plate (15); the bottom of the sliding sleeve (12) is sleeved on the top of the elastic reset member (13); the sliding sleeve (12) slides up and down in the sliding bearing (17); the contact plate (11) is provided with an upper end of the sliding bearing (17); The sliding sleeve (12) is square, and the bottom of the contact plate (11) is fixedly connected to the top of the sliding sleeve (12), the sensor fixing seat (18) is arranged in the elastic reset member (13) along the vertical direction, the displacement sensor (14) is installed in the sensor fixing seat (18), the signal input end of the displacement sensor (14) passes through the sliding sleeve (12) and is connected to the contact plate (11), the waterproof plug (16) is arranged outside the circumferential side of the sliding bearing (17), and the signal output end of the displacement sensor (14) is connected to the waterproof plug (16) through a wire (19); The fixing plate (2) is arranged above the spring bar (6), and both ends of the fixing plate (2) are shorter than the contact plate (11) of the measuring assembly (1) to avoid the spikes (5), and the waterproof plug (16) faces the inner side of the track.

2. A railway vehicle wheel tread out-of-roundness measuring mechanism according to claim 1, characterized in that: There are two rail assemblies (3); The rail assembly (3) comprises an inner rail (31) and an outer rail (32); The inner rail (31) and the outer rail (32) are arranged on both sides of the steel rail (7) relative to each other, and the inner rail (31) and the outer rail (32) are detachably connected via a bolt and nut mechanism, and the bolt and nut mechanism is arranged below the steel rail (7); A No. 1 connecting through hole is processed at the lower portion of the inner clamping rail (31), and a No. 2 connecting through hole is processed at the lower portion of the outer clamping rail (32), and the No. 1 connecting through hole and the No. 2 connecting through hole are coaxially arranged opposite to each other, and the threaded end of the bolt in the bolt-nut mechanism passes through the No. 1 connecting through hole and the No. 2 connecting through hole in sequence and is arranged in a nut in the bolt-nut mechanism, and the nut is thread-fastened to the bolt.

3. A railway vehicle wheel tread out-of-roundness measuring mechanism according to claim 2, characterized in that: The top surface of the contact plate (11) is lower than the top of the track, and the distance from the top of the track does not exceed half of the minimum difference between the wheel rim diameter and the tread diameter of the rail vehicle.

4. The mechanism for measuring the out-of-roundness of a railway vehicle wheel tread according to claim 3, characterized in that: The side clearance between the contact plates of adjacent displacement measuring components (1) on the fixed plate (2) does not exceed 1 mm.

5. A railway vehicle wheel tread out-of-roundness measuring mechanism according to claim 4, characterized in that: The upper surface of the bottom fixing plate (15) is processed with a strip groove (110), the center line of the strip groove (110) along the width direction is arranged to coincide with the center line of the fixing plate (2) along the width direction, and the signal output end of the displacement sensor (14) is connected to the waterproof plug (16) via a wire (19) arranged in the strip groove.

6. A railway vehicle wheel tread out-of-roundness measuring mechanism according to claim 5, characterized in that: A limiting flange (171) is provided at the bottom of the outer circumferential side wall of the sliding bearing (17) along the circumferential direction, and a bearing fixing seat (111) is sleeved on the upper part of the outer circumferential side wall of the sliding bearing. The bearing fixing seat (111) is arranged at the upper end of the limiting flange (171), and two sides of the bearing fixing seat (111) extend downward to be fixedly connected to the upper surface of the bottom fixing plate (15).

7. A railway vehicle wheel tread out-of-roundness measuring mechanism according to claim 6, characterized in that: A through groove is machined on one side of the bearing fixing seat (111), and the through groove and the strip groove (110) form a waterproof plug fixing area. A waterproof plug fixing seat (112) is provided in the fixing area. The waterproof plug fixing seat (112) is fixedly connected to the bearing fixing seat (111) and the bottom fixing plate (15). A waterproof plug (16) is fixedly connected to the waterproof plug fixing seat (112), and a signal output end of the displacement sensor (14) is connected to the waterproof plug (16) via a wire (19).

8. A railway vehicle wheel tread out-of-roundness measuring mechanism according to claim 7, characterized in that: A limiting ring (113) is provided between the sensor fixing seat (18) and the sliding sleeve (12), the limiting ring (113) being fixedly connected to the lower part of the inner circumferential side wall of the sliding sleeve (12), an annular protrusion being provided on the outer circumferential surface of one end of the sensor fixing seat (18) away from the bottom fixing plate (15), the limiting ring (113) being arranged at the lower part of the annular protrusion in the sensor fixing seat, the vertical end of the sensor fixing seat (18) being inserted into the limiting ring (113), and the outer circumferential side wall of the vertical end of the sensor fixing seat (18) being slidably connected to the inner circumferential side wall of the limiting ring (113), the elastic reset member (13) being arranged between the limiting ring (113) and the bottom fixing plate (15), one end of the elastic reset member (13) being fixedly connected to the bottom of the limiting ring (113), and the other end of the elastic reset member (13) being fixedly connected to the upper surface of the bottom fixing plate (15).

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