A wheel tread defect detection system

Abstract

This invention provides a wheel tread defect detection system, comprising at least two detection mechanisms arranged on a single-sided track. Each detection mechanism is used to detect wheel tread defects. Each detection mechanism includes a base plate, a positioning plate, a detection plate, and an elastic component. The positioning plate and the detection plate are connected via a first limiting sliding component, and the elastic component is located between the positioning plate and the detection plate. The positioning plate and the base plate are connected via a second limiting sliding component, and the detection plate and the base plate are connected via a third limiting sliding component. This invention provides a wheel tread defect detection system that ensures the stability of the detection plate's movement and improves the overall detection accuracy of the system.

Description

Technical Field

[0001] This invention relates to the field of rail transit inspection tools, and more specifically, to a wheel tread defect detection system. Background Technology

[0002] During operation, wheel treads are highly susceptible to defects such as abrasion, peeling, and rolling, which exert additional impact on the rails, reducing their lifespan and potentially causing cracks and fractures. In addition to impacting the rails, abrasion defects also cause shocks and vibrations to the vehicle itself, damaging the bearings. Therefore, detecting defects such as abrasion and radial runout on wheel treads is crucial for ensuring the safe operation of trains.

[0003] Currently, most inspection devices use the contact method to perform online dynamic detection of defects such as radial runout and tread wear on train wheels. To ensure the same preload on the inspection plate when inspecting different wheels, Chinese patent ZL2018220585971 discloses a height adjustment device for a wheel tread defect inspection pedal using the contact method. This device includes a drive plate, a slide rail mechanism, and a drive mechanism. The drive mechanism drives the drive plate to move up and down, thereby moving the pedal up and down as well, allowing for adjustment of the initial pedal height to meet the inspection requirements of wheels with different flange heights. However, the drive plate and the base plate are only connected by the drive mechanism. When the drive mechanism drives the drive plate to adjust the pedal height, the drive plate and pedal are prone to tipping over. During the inspection process, when the pedal moves downwards under the pressure of the wheel, it is also prone to tipping over. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a wheel tread defect detection system that ensures the stability of the movement of the detection plate of the detection mechanism and improves the detection accuracy of the entire detection system.

[0005] To solve the above-mentioned technical problems, embodiments of the present invention provide a wheel tread defect detection system, including at least two detection mechanisms arranged on a single side rail, wherein the detection mechanisms are used to detect wheel tread defects;

[0006] The testing mechanism includes a base plate, a positioning plate, a testing plate, and an elastic component. The positioning plate and the testing plate are connected by a first limiting sliding component, and the elastic component is located between the positioning plate and the testing plate. The positioning plate is mounted on the base plate by a second limiting sliding component. The testing plate and the base plate are connected by a third limiting sliding component.

[0007] As a further improvement of this embodiment of the invention, a pre-inspection mechanism is also included, which is arranged on the same side rail as the detection mechanism. During the inspection, the pre-inspection mechanism is located upstream of the detection mechanism in the direction of travel. The pre-inspection mechanism is used to detect the flange height of the wheel to be inspected.

[0008] As a further improvement of this embodiment of the invention, the pre-inspection mechanism has the same structure as the detection mechanism.

[0009] As a further improvement of this embodiment of the invention, the distance between the pre-inspection mechanism and the first detection mechanism is not less than the minimum bogie wheelbase of the train under test.

[0010] As a further improvement of this embodiment of the invention, it also includes two spaced-apart wheel sensors, which are located upstream of the pre-inspection mechanism in the driving direction during detection.

[0011] As a further improvement of this embodiment of the invention, an electrical control cabinet is also included, which is installed beside the track. The electrical control cabinet houses a controller, a motion control module, an analog signal acquisition module, and a high-speed digital input / output module. The controller is connected to the motion control module, which is connected to a servo driver. The servo driver is connected to the drive components of the pre-inspection mechanism and the detection mechanism, respectively. The controller is also connected to the analog signal acquisition module, which is connected to the displacement sensors of the detection mechanism and the pre-inspection mechanism via transmitters. Finally, the controller is connected to the high-speed digital input / output module, which is connected to a wheel sensor.

[0012] The motion control module is used to receive control commands from the controller and send control signals to the servo driver, which drives the driving components of the detection mechanism and / or pre-inspection mechanism to move, thereby raising and lowering the positioning plate.

[0013] The analog signal acquisition module is used to acquire the analog signal output by the displacement sensor, convert the analog signal into a digital signal, and then transmit it to the controller through the PLC bus interface.

[0014] The high-speed digital input / output module is used to receive signals from the wheel sensors, convert them, and then transmit them to the controller via the PLC bus interface.

[0015] As a further improvement of this embodiment of the invention, the working states of the detection system include a dormant state, a state to be detected, and a detection state;

[0016] When no train passes through the detection system; or when a train passes through the detection system but the system activation conditions are not met, the detection system is in a dormant state.

[0017] When a train passes by the detection system and the system activation conditions are met, the detection system enters the detection state from the dormant state.

[0018] When the first wheel of the train passes the pre-inspection mechanism, the detection system enters the detection state from the waiting-to-be-inspected state.

[0019] As a further improvement of this embodiment of the invention, when the detection system is in a dormant state, the detection plates of both the pre-inspection mechanism and the detection mechanism are located at the lowest point;

[0020] When the detection system enters the detection state, the detection plate of the pre-inspection mechanism rises to the first preset height, and the detection plates of the detection mechanism all rise to the second preset height; the first preset height is 1-2mm less than the minimum wheel flange height on the detection line, and the second preset height is the median value of the wheel flange height of all wheels on the detection line;

[0021] When the detection system is in detection mode, when the first wheel or the front wheel of the first bogie passes the pre-inspection mechanism, the pre-inspection mechanism detects the flange height h1 of the first wheel or the front wheel of the first bogie, and the detection plates of all detection mechanisms are raised and lowered to a pre-pressure position adapted to the measured flange height h1; all wheels of the first wheel or the first bogie pass through the detection mechanism in sequence, and the detection plates of the detection mechanisms are pressed down in sequence, completing the detection of all wheels of the first wheel or the first bogie; during the process of all wheels of the first wheel or the first bogie passing through the detection mechanism in sequence, the front wheel of the second wheel or the second bogie passes through the pre-inspection mechanism, and the pre-inspection mechanism detects the flange height h2 of the second wheel or the front wheel of the second bogie, and the detection plates of the detection mechanisms that the first wheel or the first bogie has passed through are raised and lowered to a pre-pressure position adapted to the measured flange height h2; all wheels of the second wheel or the second bogie pass through the detection mechanism in sequence, and the detection plates of the detection mechanisms are pressed down in sequence, completing the detection of all wheels of the second wheel or the second bogie; the detection of all wheels is completed in sequence.

[0022] As a further improvement of this invention, when the detection system is transitioning from the state to the detection state, or when the detection system is in the detection state, if the action time of the pre-inspection mechanism or the detection mechanism exceeds a preset time threshold, then the pre-inspection mechanism and all detection mechanisms located on the same side as the pre-inspection mechanism or the detection mechanism that has exceeded the time limit will stop working.

[0023] As a further improvement of this embodiment of the invention, when the detection system is in the detection state, the detection system activates a three-level protection mechanism, which includes a first-level protection, a second-level protection, and a third-level protection.

[0024] Level 1 protection: The lifting and lowering of the detection plate of the pre-inspection mechanism or the detection mechanism can only be within the range limited by the servo soft coordinate.

[0025] The second level of protection adds a limit switch outside the coordinate range of the servo software. If the lifting range of the detection plate of the pre-inspection mechanism and the detection mechanism exceeds the range of the first level of protection and still does not stop, the limit switch will limit the lifting range of the detection plate of the pre-inspection mechanism or the detection mechanism.

[0026] The third level of protection occurs when both the first and second level protections fail, or when the lifting and lowering of the detection plate of the pre-inspection or testing mechanism fails to stop. When the detection plate of the pre-inspection or testing mechanism reaches the mechanical hard limit and the driving force that drives the lifting and lowering of the detection plate of the pre-inspection or testing mechanism cannot break through the mechanical hard limit, the system will issue a fault message, and all pre-inspection and testing mechanisms on the fault side will stop working.

[0027] Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

[0028] (1) By setting at least two detection mechanisms, it can be ensured that the detection length is not less than the maximum wheel circumference, while avoiding the two adjacent wheels being located on the same detection mechanism, which would affect the detection results.

[0029] (2) When the testing mechanism is working, the testing plate moves up and down relative to the positioning plate through the first limiting sliding component, and at the same time, the movement direction of the testing plate is restricted by the third limiting sliding component to prevent the testing plate from tipping over, maintain the stability of the movement of the testing plate, and improve the testing accuracy. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the wheel tread defect detection system according to an embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of the detection mechanism in the detection system of this invention.

[0032] Figure 3 yes Figure 2 A schematic diagram showing the connection between the midsole plate and other components.

[0033] The diagram shows: 101, base plate; 102, detection guide post; 106, positioning fixing seat; 107, positioning slider; 108, positioning guide post; 109, detection fixing seat; 110, displacement bracket; 111, displacement sensor; 201, positioning plate; 301, detection plate; 40, driving component; 50, snap-fit ​​component; 61, pre-inspection mechanism; 62, detection mechanism; 63, electrical control cabinet; 64, wheel sensor; 65, vehicle number recognition device. Detailed Implementation

[0034] The technical solution of the present invention will now be described in detail with reference to the accompanying drawings.

[0035] This invention provides a wheel tread defect detection system, such as... Figure 1 As shown, it includes at least two detection mechanisms 62 installed on one side of the rail, which are used to detect defects in the wheel tread.

[0036] like Figure 2 As shown, the testing mechanism includes a base plate 101, a positioning plate 201, a testing plate 301, and an elastic component. The positioning plate 201 and the testing plate 301 are connected by a first limiting sliding component, and the elastic component is located between the positioning plate 201 and the testing plate 301. The positioning plate 201 and the base plate 101 are connected by a second limiting sliding component. The testing plate 301 and the base plate 101 are connected by a third limiting sliding component.

[0037] The first, second, and third limiting sliding components can all adopt a slider-rail structure. The elastic component supports the detection plate 301. When the positioning plate 201 rises and falls, the elastic component drives the detection plate 301 to rise and fall together, thus adjusting the detection height of the detection plate 301. During detection, the elastic component allows the detection plate 301 to rise without being pressed down, thereby changing the downward displacement of the detection plate as the contact point between the wheel tread and the rail changes, thus detecting defects in the wheel tread.

[0038] When a single testing mechanism is in operation, during the adjustment of the preload height of the testing plate 301, the positioning plate 201 moves up and down relative to the base plate 101 along the sliding direction defined by the second limiting sliding component. Simultaneously, the testing plate, driven by the positioning plate 201, moves up and down relative to the base plate 101 along the sliding direction defined by the third limiting sliding component. During the testing process, the positioning plate 201 remains stationary, while the testing plate 301 moves up and down relative to the positioning plate 201 along the sliding direction defined by the first limiting sliding component.

[0039] In the detection mechanism of the wheel tread defect detection system of this embodiment, a second limiting sliding assembly is provided between the positioning plate 201 and the base plate 101 to guide and stabilize the lifting and lowering of the positioning plate 201. Through the sliding engagement between the base plate 101 and the positioning plate 201, and between the positioning plate 201 and the detection plate 301, the stability of the positioning plate 201 and the detection plate 301 during lifting and lowering is ensured, thereby improving detection accuracy. A third limiting sliding assembly is provided between the base plate 101 and the detection plate 301. When the detection plate 301 is lifted and lowered, the third limiting sliding assembly restricts the movement direction of the detection plate, preventing it from tipping over, maintaining the stability of the detection plate's movement, and improving detection accuracy.

[0040] The wheel tread defect detection system of this embodiment uses at least two detection mechanisms 62, which can ensure that the detection length is not less than the maximum wheel circumference, while avoiding the two adjacent wheels being located on the same detection mechanism, thus affecting the detection results.

[0041] In the above embodiments, the second limiting sliding component adopts a preferred structure. Specifically, as shown below... Figure 3 As shown, the second limiting sliding assembly includes a positioning fixing seat 106, a matching positioning slider 107 and a positioning slide rail, as well as a matching positioning guide post 108 and a positioning guide sleeve. The positioning fixing seat 106 is mounted on the base plate 101, and the positioning slider 107 is mounted on the positioning fixing seat 106. The top end of the positioning guide post 108 is connected to the positioning fixing seat 106, and the bottom end is connected to the base plate 101. The positioning slide rail and the positioning guide sleeve are mounted on the positioning plate 201. After installation, the positioning guide post 108 passes through the positioning guide sleeve, and the positioning slider 107 is engaged with the positioning slide rail. When adjusting the preload height of the detection plate 301, the positioning plate 201 slides along the positioning slider 107 and the positioning guide post 108, causing the detection plate 301 to rise and fall simultaneously.

[0042] In the second limiting sliding assembly of this preferred structure, a positioning fixing seat 106 is provided. This seat serves to fix the positioning slider 107 and also to fix the top end of the positioning guide post 108, preventing the top end of the positioning guide post 108 from shaking under force, thus improving the stability of the positioning guide post 108 and effectively preventing the positioning plate 201 from tipping over during lifting. By providing both a compatible positioning slider 107 and positioning slide rail, and a compatible positioning guide post 108 and positioning guide sleeve, the lifting direction of the positioning plate is limited through two sets of compatible sliding mechanisms, further improving the stability of the positioning plate's lifting.

[0043] The third limiting sliding component adopts a preferred structure. Specifically, such as... Figure 3 As shown, the third limiting sliding assembly includes a detection fixing base 109 and a matching detection guide post 102 and detection guide sleeve. The detection fixing base 109 is mounted on the base plate 101. The top end of the detection guide post 102 is connected to the detection fixing base 109, and the bottom end is connected to the base plate 101. The detection guide sleeve is mounted on the detection plate 301. After installation, the detection guide post 102 passes through the detection guide sleeve. When the detection plate 301 rises and falls, the detection guide sleeve slides along the detection guide post 102.

[0044] In the third limiting sliding assembly of this preferred structure, a detection fixing seat 109 is provided to fix the top end of the detection guide post 102, prevent the top end of the detection guide post 102 from shaking under force, improve the stability of the detection guide post 102, and effectively prevent the detection plate 201 from tipping over when it is raised or lowered.

[0045] As a preferred embodiment, the detection mechanism further includes a drive component 40, which is connected to the positioning plate 201 and used to drive the positioning plate 201 to rise and fall relative to the base plate 101, thereby adjusting the detection height of the detection plate 30. The drive component 40 can be a commonly used drive structure such as a motor or cylinder to achieve the lifting and lowering of the positioning plate 201. The detection mechanism in this embodiment also includes a snap-fit ​​component 50, which is connected to both the base plate 101 and the rail, and used to mount the entire detection mechanism on the rail. The snap-fit ​​component 50 can be a snap-fit ​​structure used for mounting on the rail in existing wheel tread defect detection devices.

[0046] The detection mechanism in this embodiment also includes a displacement sensor 111 and a displacement sensing plate arranged opposite to each other, such as Figure 3 As shown, the displacement sensor 111 is mounted on the base plate 101 via the displacement bracket 110, and the displacement sensing plate is mounted on the detection plate 301. Alternatively, the displacement sensor 111 is mounted on the detection plate 301, and the displacement sensing plate is mounted on the base plate 101. During detection, the displacement sensing plate or displacement sensor rises and falls together with the detection plate 301, and the displacement sensor 111 or displacement sensing plate can measure the change in distance between its sensing head and the displacement sensing plate, that is, measure the displacement of the detection plate 301.

[0047] As a preferred embodiment, the detection system of this embodiment further includes a pre-inspection mechanism 61 arranged on the same side rail as the detection mechanism 62. During the inspection, in the direction of travel, the pre-inspection mechanism 61 is located upstream of the detection mechanism 62. The pre-inspection mechanism 61 and the detection mechanism 62 have the same structure, and the pre-inspection mechanism 61 is used to detect the flange height of the wheel to be inspected.

[0048] In this preferred embodiment, the pre-inspection mechanism 61 measures the flange height of the passing wheels. The detection mechanism can be raised or lowered to the pre-pressure position according to the flange height measured by the pre-inspection mechanism. When the wheel to be tested passes through this position, the detection plate can only be pressed down by a preset displacement (pre-pressure amount), so that the pre-pressure amount of all wheels pressing on the detection mechanism is consistent, reducing the impact displacement during the process of the wheel pressing on the detection mechanism, reducing the impact force, ensuring the stability of the detection curve, and improving the detection accuracy.

[0049] Further preferably, the distance between the pre-inspection mechanism 61 and the first inspection mechanism 62 is not less than the minimum bogie wheelbase of the train under test. This provides sufficient time for the inspection mechanisms to adjust the preload, ensuring that the first inspection mechanism 62 completes the preload adjustment before the wheels on the preceding bogie leave the pre-inspection mechanism 61 and reach the first inspection mechanism 62, and before the wheels on the following bogie reach the pre-inspection mechanism 61.

[0050] As a preferred example, the detection system in this embodiment further includes two spaced-apart wheel sensors 64, such as... Figure 1As shown, wheel sensors 64 are located upstream of the pre-inspection mechanism 61 in the direction of travel during detection. Two wheel sensors 64 are installed upstream of the pre-inspection mechanism 61. When a wheel passes by the two wheel sensors 64, the two wheel sensors are triggered sequentially. The order in which the two wheel sensors 64 are triggered can be used to determine whether the train is leaving or entering the depot. At the same time, the train speed can be calculated by the time interval between the triggering of the two wheel sensors 64 by the same wheel, combined with the distance between the two wheel sensors. Therefore, based on the train direction and train speed, the system can be controlled to start the detection process.

[0051] Preferably, the detection system in this embodiment further includes a vehicle number recognition device 65, which is located between the wheel sensor 64 and the pre-inspection mechanism 61. The vehicle number recognition device 65 is used to identify the vehicle number of the train.

[0052] The detection system in this preferred embodiment further includes an electrical control cabinet 63, which is installed beside the track. The electrical control cabinet 63 houses a controller, a motion control module, an analog signal acquisition module, and a high-speed digital input / output module. The controller is connected to the motion control module, which is connected to a servo driver. The servo driver is connected to the drive components of both the pre-inspection mechanism and the detection mechanism. The controller is also connected to the analog signal acquisition module, which, through transmitters, is connected to the displacement sensors of both the detection and pre-inspection mechanisms. Finally, the controller is connected to the high-speed digital input / output module, which is connected to the wheel sensors.

[0053] The motion control module receives control commands from the controller and sends control signals to the servo driver, which then drives the drive components of the detection mechanism and / or pre-inspection mechanism to move, thereby raising and lowering the positioning plate.

[0054] The analog signal acquisition module is used to acquire the analog signals output by the displacement sensor, convert the analog signals into digital signals, and then transmit them to the controller through the PLC bus interface.

[0055] The high-speed digital input / output module is used to receive signals from the wheel sensors, convert them, and then transmit them to the controller via the PLC bus interface.

[0056] The detection system in this preferred embodiment has three working states: a dormant state, a state to be detected, and a detection state.

[0057] When no train passes through the detection system, or when a train passes through the detection system but the system activation conditions are not met, the detection system is in a dormant state. The system activation conditions can be set to the train entering the depot and the train's entry speed being within a preset speed range.

[0058] When a train passes by the detection system and the system activation conditions are met, the detection system enters the detection state from the dormant state.

[0059] When the first wheel of the train passes the pre-inspection mechanism, the detection system enters the detection state from the waiting-to-be-inspected state.

[0060] Specifically, when the detection system is in sleep mode, both the pre-inspection mechanism and the detection plate of the detection mechanism are at their lowest points. When the detection system enters the detection standby state, the detection plate of the pre-inspection mechanism rises to a first preset height, and the detection plates of the detection mechanism rise to a second preset height. The first preset height is 1-2 mm less than the minimum flange height on the detection line, ensuring that each wheel makes contact with the pre-inspection mechanism as it passes, allowing the pre-inspection mechanism to measure the flange height of that wheel. The second preset height is the median flange height of all wheels on the detection line. When the detection system is in detection mode, when the first wheel or the front wheel of the first bogie passes through the pre-inspection mechanism, the pre-inspection mechanism detects the flange height h1 of the first wheel or the front wheel of the first bogie. The detection plates of all detection mechanisms are raised and lowered to a pre-pressure position adapted to the measured flange height h1. All wheels of the first wheel or the first bogie pass through the detection mechanism in sequence, and the detection plates of the detection mechanisms are pressed down in sequence, completing the detection of all wheels of the first wheel or the first bogie. During the process of all wheels of the first wheel or the first bogie passing through the detection mechanism in sequence, the front wheel of the second wheel or the second bogie passes through the pre-inspection mechanism. The pre-inspection mechanism detects the flange height h2 of the second wheel or the front wheel of the second bogie. The detection plates of the detection mechanisms that the first wheel or the first bogie has passed through are raised and lowered to a pre-pressure position adapted to the measured flange height h2. All wheels of the second wheel or the second bogie pass through the detection mechanism in sequence, and the detection plates of the detection mechanisms are pressed down in sequence, completing the detection of all wheels of the second wheel or the second bogie. The detection of all wheels is completed in sequence.

[0061] Generally, a bogie has two sets of wheelsets, one front and one rear, and the flange heights of the two wheels on the same side of the same bogie are basically the same. In this embodiment, it is preferable to adjust the height once for each bogie, rather than once for each wheel, to provide sufficient time for the detection mechanism to adjust the preload, protect the detection mechanism, and ensure high detection accuracy.

[0062] To protect testing and pre-inspection agencies and ensure testing accuracy, if the action time of a pre-inspection agency or testing agency exceeds a preset time threshold during the process of the testing system transitioning from the test-to-test state to the test state, or while the testing system is in the test state, then all pre-inspection agencies and all testing agencies located on the same side as the timed-out pre-inspection agency or testing agency will cease operation.

[0063] In this embodiment, the detection plate of the detection mechanism is adjusted in height to accommodate wheels with different flange heights after the pre-inspection mechanism detects the flange height of the wheel to be inspected, so that the detection plate of the detection mechanism is positioned at the preload value of the wheel to be inspected. To cope with special situations, such as the pre-inspection mechanism misdetecting the flange height or the detection mechanism judging the lifting direction incorrectly, resulting in the preload exceeding the set value, the detection system of this embodiment is equipped with a three-level protection mechanism. When the detection system is in the detection state, the three-level protection mechanism is activated. The three-level protection mechanism includes first-level protection, second-level protection, and third-level protection.

[0064] Specifically:

[0065] The first level of protection ensures that the lifting and lowering of the detection plate of the pre-inspection mechanism or the detection mechanism can only be within the range limited by the servo soft coordinates. This level is achieved by the servo soft coordinates set by the servo driver.

[0066] The second level of protection adds a limit switch outside the coordinate range of the servo software. If the lifting range of the detection plate of the pre-inspection mechanism and the detection mechanism exceeds the range of the first level of protection and still does not stop, the limit switch will limit the lifting range of the detection plate of the pre-inspection mechanism or the detection mechanism.

[0067] The third level of protection occurs when both the first and second level protections fail, or when the lifting and lowering of the detection plate of the pre-inspection or testing mechanism fails to stop. When the detection plate of the pre-inspection or testing mechanism reaches the mechanical hard limit and the driving force that drives the lifting and lowering of the detection plate of the pre-inspection or testing mechanism cannot break through the mechanical hard limit, the system will issue a fault message, and all pre-inspection and testing mechanisms on the fault side will stop working.

[0068] The following is a specific example of using the detection system of this embodiment for detection.

[0069] When two wheel sensors are triggered sequentially, the system determines that a train is entering the depot. It then calculates the train speed. If the entering speed is within the system's speed limit, the system wakes up from sleep mode and enters a standby state. Assuming the flange height of all wheels on the track ranges from 26mm to 30mm, when the system enters the standby state, all pre-inspection mechanism detection plates rise to 24mm from the rail top, and all detection mechanism detection plates rise to 28mm from the rail top. The controller begins collecting data from the displacement sensors of the pre-inspection mechanisms. The train number recognition device 65 identifies the correct train number. If the system determines that the train is leaving the depot or that the speed exceeds the limit, the detection system will not be awakened.

[0070] When a wheel reaches the pre-inspection mechanism, the pre-inspection mechanism measures the flange height of the passing wheel. The controller, after obtaining the flange height of the wheel to be inspected, calculates the required position of the inspection plate of the inspection mechanism based on the detected flange height. The controller drives the motor via a servo driver, moving the inspection plate of the inspection mechanism to the designated position. For example, if the pre-inspection mechanism measures a flange height of 29mm and the preset preload is 2mm, all inspection mechanisms on the same side will rise 1mm from their original position of 28mm from the top of the rail, reaching a position of 27mm from the top of the rail. This 29mm flange height will thus press the inspection mechanism down by 2mm. Then, the wheel continues forward to the inspection mechanism. When the first wheel passes the first inspection mechanism, the second wheel also passes the pre-inspection mechanism, and the system measures the flange height of the second wheel, for example, 30mm. The system then determines the position of the first wheel, and when the first wheel leaves its corresponding inspection mechanism, that mechanism begins to move, descending 1mm to a position of 28mm from the top of the rail. This 30mm flange height will then press the inspection mechanism down by 2mm. In other words, when the first wheel leaves the first detection mechanism, the first detection mechanism lowers by 1mm; when the first wheel leaves the second detection mechanism, the second detection mechanism lowers by 1mm, and so on, until the first wheel leaves the last detection mechanism, at which point the last detection mechanism lowers by 1mm. All the raising and lowering movements of the detection mechanisms must be completed before the second wheel lands. As the wheels pass through the detection mechanisms in sequence, the mechanisms adjust their height sequentially to accommodate the new flange height of the wheel to be detected. During this process, all detection mechanisms move continuously and rapidly, like piano keys constantly rising and falling, until all wheels have passed the detection equipment. When no new flange height is detected by the pre-inspection mechanism, the system detection ends, and all pre-inspection and detection mechanisms lower to their lowest positions and enter a dormant state.

[0071] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the specific embodiments described above. The specific embodiments and descriptions in the specification are merely for further illustrating the principles of the present invention. Various changes and modifications can be made to the present invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed.

Claims

1. A wheel tread defect detection system, characterized in that, Includes at least two detection mechanisms (62) installed on one side of the rail, said detection mechanism (62) being used to detect defects in the wheel tread; The detection mechanism (62) includes a base plate (101), a positioning plate (201), a detection plate (301), and an elastic component. The positioning plate (201) and the detection plate (301) are connected by a first limiting sliding component, and the elastic component is located between the positioning plate (201) and the detection plate (301). The positioning plate (201) is mounted on the base plate (101) by a second limiting sliding component. The detection plate (301) is connected to the base plate (101) by a third limiting sliding component. The mechanism also includes a driving component (40), which is connected to the positioning plate (201) and is used to drive the positioning plate (201) to rise and fall relative to the base plate (101). The driving component (40) is mounted on one side of the base plate (101). The third limiting sliding assembly includes a detection fixing seat (109) and a matching detection guide post (102) and detection guide sleeve; the detection fixing seat (109) is set on the base plate (101), the top end of the detection guide post (102) is connected to the detection fixing seat (109), and the bottom end is connected to the base plate (101); the detection guide sleeve is arranged on the detection plate (301), and the detection guide post (102) passes through the detection guide sleeve; when the detection plate (301) rises and falls, the detection guide sleeve slides along the detection guide post (102).

2. The wheel tread defect detection system according to claim 1, characterized in that, It also includes a pre-inspection mechanism (61) that is laid on the same side rail as the inspection mechanism (62). During the inspection, the pre-inspection mechanism (61) is located upstream of the inspection mechanism (62) in the direction of travel. The pre-inspection mechanism (61) is used to inspect the flange height of the wheel to be inspected.

3. The wheel tread defect detection system according to claim 2, characterized in that, The pre-inspection mechanism (61) and the testing mechanism (62) have the same structure.

4. The wheel tread defect detection system according to claim 2, characterized in that, The distance between the pre-inspection mechanism (61) and the first inspection mechanism (62) is not less than the minimum bogie wheelbase of the train under test.

5. The wheel tread defect detection system according to claim 2, characterized in that, It also includes two spaced wheel sensors (64), which are located upstream of the pre-inspection mechanism (61) in the direction of travel during detection.

6. The wheel tread defect detection system according to claim 2, characterized in that, It also includes an electrical control cabinet (63), which is installed beside the track; the electrical control cabinet (63) is equipped with a controller, a motion control module, an analog signal acquisition module and a high-speed digital input / output module, the controller is connected to the motion control module, the motion control module is connected to a servo driver, the servo driver is connected to the drive components of the pre-inspection mechanism and the detection mechanism respectively; the controller is connected to the analog signal acquisition module, the analog signal acquisition module is connected to the displacement sensor of the detection mechanism and the displacement sensor of the pre-inspection mechanism respectively through a transmitter; the controller is connected to the high-speed digital input / output module, the high-speed digital input / output module is connected to the wheel sensor; The motion control module is used to receive control commands from the controller and send control signals to the servo driver, which drives the driving components of the detection mechanism and / or pre-inspection mechanism to move, thereby raising and lowering the positioning plate. The analog signal acquisition module is used to acquire the analog signal output by the displacement sensor, convert the analog signal into a digital signal, and then transmit it to the controller through the PLC bus interface. The high-speed digital input / output module is used to receive signals from the wheel sensors, convert them, and then transmit them to the controller via the PLC bus interface.

7. The wheel tread defect detection system according to claim 2, characterized in that, The working states of the detection system include sleep state, waiting to be detected state, and detection state; When no train passes through the detection system; or when a train passes through the detection system but the system activation conditions are not met, the detection system is in a dormant state. When a train passes by the detection system and the system activation conditions are met, the detection system enters the detection state from the dormant state. When the first wheel of the train passes the pre-inspection mechanism, the detection system enters the detection state from the waiting-to-be-inspected state.

8. The wheel tread defect detection system according to claim 7, characterized in that, When the detection system is in a dormant state, the detection plates of both the pre-inspection mechanism and the detection mechanism are at their lowest points; When the detection system enters the detection state, the detection plate of the pre-inspection mechanism rises to the first preset height, and the detection plates of the detection mechanism all rise to the second preset height; the first preset height is 1-2mm less than the minimum wheel flange height on the detection line, and the second preset height is the median value of the wheel flange height of all wheels on the detection line; When the detection system is in detection mode, when the first wheel or the front wheel of the first bogie passes the pre-inspection mechanism, the pre-inspection mechanism detects the flange height h1 of the first wheel or the front wheel of the first bogie, and the detection plates of all detection mechanisms are raised and lowered to a pre-pressure position adapted to the measured flange height h1; all wheels of the first wheel or the first bogie pass through the detection mechanism in sequence, and the detection plates of the detection mechanisms are pressed down in sequence, completing the detection of all wheels of the first wheel or the first bogie; during the process of all wheels of the first wheel or the first bogie passing through the detection mechanism in sequence, the front wheel of the second wheel or the second bogie passes through the pre-inspection mechanism, and the pre-inspection mechanism detects the flange height h2 of the second wheel or the front wheel of the second bogie, and the detection plates of the detection mechanisms that the first wheel or the first bogie has passed through are raised and lowered to a pre-pressure position adapted to the measured flange height h2; all wheels of the second wheel or the second bogie pass through the detection mechanism in sequence, and the detection plates of the detection mechanisms are pressed down in sequence, completing the detection of all wheels of the second wheel or the second bogie; the detection of all wheels is completed in sequence.

9. The wheel tread defect detection system according to claim 7, characterized in that, When the detection system transitions from the state to the detection state, or when the detection system is in the detection state, if the action time of the pre-inspection mechanism or the detection mechanism exceeds a preset time threshold, the pre-inspection mechanism and all detection mechanisms located on the same side as the pre-inspection mechanism or the detection mechanism that has exceeded the time limit will stop working.

10. The wheel tread defect detection system according to claim 9, characterized in that, When the detection system is in detection mode, the detection system activates a three-level protection mechanism, which includes a first-level protection, a second-level protection, and a third-level protection. Level 1 protection: The lifting and lowering of the detection plate of the pre-inspection mechanism or the detection mechanism can only be within the range limited by the servo soft coordinate. The second level of protection adds a limit switch outside the coordinate range of the servo software. When the lifting range of the detection plate of the pre-inspection mechanism and the detection mechanism exceeds the range of the first level of protection and still does not stop, the limit switch limits the lifting range of the detection plate of the pre-inspection mechanism or the detection mechanism. The third level of protection occurs when both the first and second level protections fail, or when the lifting and lowering of the detection plate of the pre-inspection or testing mechanism fails to stop. When the detection plate of the pre-inspection or testing mechanism reaches the mechanical hard limit and the driving force that drives the lifting and lowering of the detection plate of the pre-inspection or testing mechanism cannot break through the mechanical hard limit, the system will issue a fault message, and all pre-inspection and testing mechanisms on the fault side will stop working.

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