Non-pulling wheel railway wheel visual detection equipment and detection method

Abstract

The invention relates to the field of visual detection, in particular to non-falling wheel railway wheel visual detection equipment and a detection method.The non-falling wheel railway wheel visual detection equipment comprises a ground rail and a diving mechanism, the diving mechanism is arranged in the middle of the ground rail, the horizontal position of the diving mechanism is lower than that of the ground rail, and non-falling wheel detection is conducted on a railway vehicle through multiple sets of cameras; surface defect detection and size detection can be carried out on the axle end face, the hub outer surface, the hub tread, the rim face and the axle of the railway wheel, and the safety of vehicle operation and maintenance is guaranteed. The wheel is comprehensively detected in a non-pulling wheel mode, and the defects that an existing non-pulling wheel detection mechanism is only used for detecting and turning a part of the position of the wheel and does not have the function of estimating the service life of the wheel at the same time are overcome.

Description

Technical Field

[0001] The present invention relates to the field of visual inspection, in particular to a visual inspection device and method for wheels on underfloor railways. Background Art

[0002] Current wheel inspection and maintenance technologies for railway vehicles primarily rely on regular manual inspections or specialized online testing equipment. These methods often require the wheels to be removed from the train for inspection, which is not only time-consuming and labor-intensive but also prone to secondary damage to the wheels and related components during the assembly and disassembly process. Furthermore, traditional wheel inspection equipment largely relies on contact sensors, which have limitations in terms of accuracy and durability, particularly in high-load environments, where wear and error accumulation are common.

[0003] Non-contact inspection equipment is increasingly being used in railway wheel inspection. These devices typically utilize laser, ultrasonic, or infrared detection technologies, allowing them to inspect wheel wear, geometry, and surface defects without removing the wheels from the vehicle. However, existing non-contact inspection equipment often only targets a single area when conducting comprehensive inspections of various wheel components, such as the rim, tread, and axle, failing to comprehensively inspect the entire wheel system. Furthermore, existing non-contact inspection equipment typically only provides basic defect identification and lacks in-depth analysis of test results. Analyzing test data trends, estimating wheel lifespans, and providing maintenance recommendations still rely heavily on manual experience.

[0004] Furthermore, some existing technologies for wheel lathing use fixed lathing tools to process the wheel surface. While this method improves efficiency to a certain extent, it still lacks precision and flexibility. Traditional lathing equipment generally lacks intelligent detection and feedback mechanisms, making it unable to monitor the wheel's machining status in real time and automatically adjust the lathing depth. This can lead to over- or under-machining, potentially affecting the wheel's lifespan and safety.

[0005] Based on this, the present invention provides a visual inspection device and method for wheels of underfloor railway vehicles to solve the above-mentioned technical problems. Summary of the Invention

[0006] The object of the present invention is to provide a visual inspection device and method for wheels of underfloor railway vehicles, so as to solve the problems raised by the above-mentioned background technology.

[0007] To achieve the above object, the present invention provides the following technical solutions:

[0008] A visual inspection device for wheels on underfloor railways comprises a ground rail and a submersible mechanism. The submersible mechanism is disposed in the middle of the ground rail and at a lower level than the ground rail. The submersible mechanism comprises an in-position detector and a lifting mechanism for lifting a railway vehicle body. Rotating mechanisms are provided on both sides of the ground rail, each equipped with an encoder. The rotating mechanism is sleeved on a wheel axle end and cooperates with the lifting mechanism to rotate the wheel axially.

[0009] The diving mechanism also includes a left wheel rim surface detection camera and a right wheel rim surface detection camera, a left tread detection camera A and a left tread detection camera B, a right tread detection camera A and a right tread detection camera B, and a first shaft detection device A, a first shaft detection device B, a second shaft detection device A and a second shaft detection device B. The left wheel rim surface detection camera and the right wheel rim surface detection camera, the first shaft detection device A, the first shaft detection device B, the second shaft detection device A and the second shaft detection device B are connected by a linear sliding mechanism for controlling vertical movement, and the left tread detection camera A, the left tread detection camera B, the right tread detection camera A and the right tread detection camera B are fixedly arranged with the diving mechanism;

[0010] The left wheel rim surface detection camera and the right wheel rim surface detection camera, the left tread detection camera A, the left tread detection camera B, the right tread detection camera A and the right tread detection camera B are 2D cameras for identifying surface defects of the wheel rim surface and the tread; the first shaft rod detection device A, the first shaft rod detection device B, the second shaft rod detection device A and the second shaft rod detection device B are 3D cameras for obtaining point cloud information of the shaft rod to judge the straightness and inclination of the shaft rod.

[0011] Preferably, the first shaft detection device A, the first shaft detection device B, the second shaft detection device A and the second shaft detection device B further include a 2D camera for identifying surface defects of the shaft.

[0012] Preferably, the left tread detection camera A, the left tread detection camera B, the right tread detection camera A and the right tread detection camera B further include a 3D camera for detecting the taper of the tread.

[0013] Preferably, any side of the ground rail further includes a left coding recognition camera and a right coding recognition camera for identifying the coding number of the wheel.

[0014] Preferably, the two side surfaces of the ground rail further include a left hub surface detection camera and a right hub surface detection camera for detecting defects on the outer surface of the hub.

[0015] Preferably, the imaging areas of the left hub surface detection camera and the right hub surface detection camera cover at least the radius of the wheel, and are used to calculate and compare the length differences of multiple wheel radii.

[0016] Preferably, the linear sliding mechanism further comprises a horizontal linear sliding mechanism having at least three degrees of freedom in the horizontal and vertical directions.

[0017] Preferably, a universal joint is installed at the top of the linear sliding mechanism, and the left wheel rim surface detection camera, the right wheel rim surface detection camera, the left tread detection camera A, the left tread detection camera B, the right tread detection camera A, the right tread detection camera B, the first shaft detection device A, the first shaft detection device B, the second shaft detection device A and the second shaft detection device B are fixed to the linear sliding mechanism through a universal joint.

[0018] Preferably, the underfloor wheel railway wheel visual inspection equipment further comprises a plurality of turning mechanisms, which are used to perform turning processing on the outer surfaces of the wheels and axles.

[0019] Based on the above system, the present invention also proposes a comprehensive inspection and turning method for wheels on underfloor railways, comprising the following steps:

[0020] S1. The railway car is parked on the ground rail, and the rotating mechanism and the wheel form a fixed structure. The wheel can be rotated under the action of the rotating mechanism and the rotation signal can be recorded by the encoder;

[0021] S2. The left and right coding recognition cameras on the side of the ground rail identify and record the wheels, ensuring data retention and the changing trends of various wheel parameters;

[0022] S3. Visual inspection of the wheel's axle end surface, axle surface, rim surface, hub surface, and hub tread surface by the left wheel rim surface inspection camera, the right wheel rim surface inspection camera, the left tread inspection camera A, the left tread inspection camera B, the right tread inspection camera A, the right tread inspection camera B, the first shaft detection device A, the first shaft detection device B, the second shaft detection device A, the second shaft detection device B, the left hub surface inspection camera, and the right hub surface inspection camera to determine whether the above surfaces have defects;

[0023] S4. Scan the shaft by the 3D camera in the first shaft detection device A, the first shaft detection device B, the second shaft detection device A and the second shaft detection device B to determine the straightness and inclination of the shaft;

[0024] S5. By left tread detection camera A, left tread detection camera B, right tread detection camera A and right tread detection camera B in the 3D camera to scan the tread to determine the taper of the tread;

[0025] S6 records the above monitoring information and drives the rotating mechanism to rotate the wheel by a fixed angle to repeat the detection process S3 to S6 until the wheel is 360 degrees traversed and tested. According to the test results, it is determined whether there is a part that needs to be turned. If there is a part that needs to be turned, the rotating mechanism is driven to rotate and the wheel tread and rim surface are turned with the turning equipment;

[0026] S7. If the defect type or location cannot be resolved by turning equipment, the defect information will be recorded and a manual process will be prompted;

[0027] S8. After the turning is completed, the inspection process from S3 to S6 is repeated until the 360-degree inspection is completed. After confirming that the wheel has no defects or has defects that cannot be further processed, the work is stopped. Combined with the defect monitoring data of this time and the historical monitoring data, a comprehensive analysis is performed. According to the axle defect detection data, the stress intensity factor control method is adopted, combined with the extended finite element technology and the virtual crack closure method technology to simulate crack propagation, evaluate the fatigue crack propagation speed and propagation law in the near-sill area of ​​the axle steel, and use the FIP damage parameters to comprehensively evaluate the service life of the axle.

[0028] Compared with the prior art, the present invention has the following beneficial effects:

[0029] The present invention uses a method of performing comprehensive inspection of wheels without the wheels falling off, which solves the shortcomings of existing inspection mechanisms without the wheels falling off that only inspect and turn parts of the wheels and do not have the ability to predict the service life of the wheels. When the wheels are not falling off, it is difficult to achieve real-time, comprehensive and high-precision inspection of key parts of the wheels. There is a need for an integrated device and method that can perform all-round inspection of the wheel rim, tread, axle and other parts without disassembling the wheels, and combine the turning function to perform automatic repair processing when defects are detected to ensure the safe operation of railway vehicles. This technology should have a high degree of automation capability, accurate defect detection capability and effective wheel life prediction function to improve the efficiency of inspection and maintenance, while reducing the necessity of manual intervention. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a schematic diagram of the layout of the detection camera of the present invention;

[0031] Figure 2 This is a top view schematic diagram of the test platform ground rail and diving mechanism of the present invention;

[0032] Figure 3 It is a schematic flow chart of the static detection method of the present invention;

[0033] Figure 4 It is a schematic diagram of the flow of dynamic detection of the present invention.

[0034] Legend:

[0035] 1. Left coding recognition camera; 2. Left hub surface detection camera; 3. Right coding recognition camera; 4. Right hub surface detection camera; 5. Left tread detection camera A; 6. Left tread detection camera B; 7. Right tread detection camera A; 8. Right tread detection camera B; 9. First shaft detection device A; 10. First shaft detection device B; 11. Second shaft detection device A; 12. Second shaft detection device B; 13. Left rim surface detection camera; 14. Right rim surface detection camera. DETAILED DESCRIPTION

[0036] The following will be combined with the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.

[0037] Example 1

[0038] See also Figures 1 to 2 The present invention provides a visual inspection device for wheels on underfloor railways, comprising a ground rail and a submersible mechanism. The submersible mechanism is disposed in the middle of the ground rail and at a lower level than the ground rail. The submersible mechanism includes an in-position detector and a lifting mechanism. The lifting mechanism is used to lift the railway vehicle body. Both sides of the ground rail include rotating mechanisms, each of which is provided with an encoder. The rotating mechanism is sleeved on the end of the wheel shaft and cooperates with the lifting mechanism to rotate the wheel axially.

[0039] Among them, it should be noted that the diving mechanism also includes a left wheel rim surface detection camera 13 and a right wheel rim surface detection camera 14, a left tread detection camera A5 and a left tread detection camera B6, a right tread detection camera A7 and a right tread detection camera B8, and a first shaft detection device A9, a first shaft detection device B10, a second shaft detection device A11 and a second shaft detection device B12. The left wheel rim surface detection camera 13 and the right wheel rim surface detection camera 14, the first shaft detection device A9, the first shaft detection device B10, the second shaft detection device A11 and the second shaft detection device B12 are connected by a linear sliding mechanism for controlling vertical movement, and the left tread detection camera A5, the left tread detection camera B6, the right tread detection camera A7 and the right tread detection camera B8 are fixed to the diving mechanism;

[0040] It should also be noted that the left wheel rim surface detection camera 13 and the right wheel rim surface detection camera 14, the left tread detection camera A5, the left tread detection camera B6, the right tread detection camera A7 and the right tread detection camera B8 are 2D cameras for identifying surface defects of the wheel rim surface and the tread; the first shaft rod detection device A9, the first shaft rod detection device B10, the second shaft rod detection device A11 and the second shaft rod detection device B12 are 3D cameras for obtaining point cloud information of the shaft rod to judge the straightness and inclination of the shaft rod.

[0041] In this embodiment, it should also be noted that the first shaft detection device A9, the first shaft detection device B10, the second shaft detection device A11 and the second shaft detection device B12 also include a 2D camera for identifying surface defects of the shafts.

[0042] In this embodiment, it should also be noted that the left tread detection camera A5, the left tread detection camera B6, the right tread detection camera A7 and the right tread detection camera B8 also include a 3D camera for detecting the taper of the tread.

[0043] In this embodiment, it should also be noted that any side of the ground rail further includes a left coding recognition camera 1 and a right coding recognition camera 3 for identifying the coding number of the wheel.

[0044] In this embodiment, it should also be noted that the two side surfaces of the ground rail further include a left hub surface detection camera 2 and a right hub surface detection camera 4 for detecting defects on the outer surface of the hub.

[0045] In this embodiment, it should also be noted that the imaging areas of the left hub surface detection camera 2 and the right hub surface detection camera 4 at least cover the radius of the wheel, and are used to calculate and compare the length differences of multiple wheel radii.

[0046] In this embodiment, it should also be noted that the linear sliding mechanism also includes a horizontal linear sliding mechanism, which has at least three degrees of freedom in the horizontal and vertical directions.

[0047] In this embodiment, it should also be noted that a universal joint is installed at the top of the linear sliding mechanism, and the left wheel rim surface detection camera 13, the right wheel rim surface detection camera 14, the left tread detection camera A5, the left tread detection camera B6, the right tread detection camera A7, the right tread detection camera B8, the first shaft detection device A9, the first shaft detection device B10, the second shaft detection device A11 and the second shaft detection device B12 are fixed to the linear sliding mechanism through a universal joint.

[0048] Furthermore, the underfloor railway wheel visual inspection equipment further includes a plurality of turning mechanisms, which are used to perform turning processing on the outer surfaces of the wheels and axles.

[0049] Example 2

[0050] See also Figures 3 and 4 Based on the above system, the present invention also proposes a comprehensive detection and turning method for wheels on underfloor railways, which specifically includes the following steps:

[0051] S1. Lift the railway car parked on the ground rails. The rotating mechanism and the wheels form a fixed structure. The wheels can rotate under the action of the rotating mechanism, and the rotation signal can be recorded by the encoder.

[0052] S2. The wheel is identified and recorded by the left coding recognition camera 1 and the right coding recognition camera 3 on the side of the ground rail to ensure data retention and changes in various parameters of the wheel;

[0053] S3. Visual inspection of the wheel's axle end surface, axle surface, rim surface, hub surface, and hub tread surface by the left wheel rim surface detection camera 13, the right wheel rim surface detection camera 14, the left tread detection camera A5, the left tread detection camera B6, the right tread detection camera A7, the right tread detection camera B8, the first shaft detection device A9, the first shaft detection device B10, the second shaft detection device A11, the second shaft detection device B12, the left hub surface detection camera 2, and the right hub surface detection camera 4 to determine whether the above surfaces have defects;

[0054] S4. Scan the shaft by the 3D camera in the first shaft detection device A9, the first shaft detection device B10, the second shaft detection device A11 and the second shaft detection device B12 to determine the straightness and inclination of the shaft;

[0055] S5. By left tread detection camera A5, left tread detection camera B6, right tread detection camera A7 and right tread detection camera B8, the 3D camera scans the tread to determine the taper of the tread;

[0056] S6 records the above monitoring information and drives the rotating mechanism to rotate the wheel by a fixed angle to repeat the detection process S3 to S6 until the wheel is 360 degrees traversed and tested. According to the test results, it is determined whether there is a part that needs to be turned. If there is a part that needs to be turned, the rotating mechanism is driven to rotate and the wheel tread and rim surface are turned with the turning equipment;

[0057] S7. If the defect type or location cannot be resolved by turning equipment, the defect information will be recorded and a manual process will be prompted;

[0058] S8. After the turning is completed, the inspection process from S3 to S6 is repeated until the 360-degree inspection is completed. After confirming that the wheel has no defects or has defects that cannot be further processed, the work is stopped. Combined with the defect monitoring data of this time and the historical monitoring data, a comprehensive analysis is performed. According to the axle defect detection data, the stress intensity factor control method is adopted, combined with the extended finite element technology and the virtual crack closure method technology to simulate crack propagation, evaluate the fatigue crack propagation speed and propagation law in the near-sill area of ​​the axle steel, and use the FIP damage parameters to comprehensively evaluate the service life of the axle.

[0059] At the same time, it should be noted that the process of dynamic detection of the present invention is shown in Figure 4 .

[0060] Example 3

[0061] See also Figure 3 In practical applications, the implementation process of the present invention is specifically as follows:

[0062] During operation, the railway vehicle is first driven to a stop directly above the submersible mechanism. The lifting mechanism then lifts the railway vehicle, lifting the wheels off the ground. The rotating mechanism then forms a fixed relationship with the wheels, allowing the rotating mechanism to control the wheels for controlled rotation. Once ready, the left and right code recognition cameras 1 and 3 first identify the wheel model or code. This step primarily determines the detection location, tracks and records the detection results, and retrieves historical detection data for subsequent use.

[0063] After the wheel alignment is completed, the left coding recognition camera 1, the left hub surface detection camera 2, the right coding recognition camera 3, the right hub surface detection camera 4, the left tread detection camera A5, the left tread detection camera B6, the left tread detection camera A7 and the left tread detection camera B8 synchronously or asynchronously inspect the axle end, hub surface and tread of the wheel from both sides of the ground rail. The inspection items include surface defects, the taper of the hub and the radius size of the hub surface.

[0064] The first shaft detection device A9, the first shaft detection device B10, the second shaft detection device A11, the second shaft detection device B12, the left wheel rim surface detection camera 13 and the right wheel rim surface detection camera 14 are respectively lifted up by the linear sliding mechanism provided on the diving mechanism. If a sliding mechanism with multiple degrees of freedom is selected, the horizontal position can also be adjusted. After positioning, the wheel rim surface and the axle are inspected synchronously or asynchronously. The inspection items include defects on the rim surface and the outer surface of the axle, and the straightness and inclination of the axle.

[0065] After completing one inspection, the rotation mechanism is driven to rotate the wheel by a certain angle, which can be 15 to 45 degrees. The encoder signal is then triggered for a new round of inspection on the rotated wheel. This is repeated multiple times until a 360-degree inspection is completed. The above method is the inspection method using an area array camera. If a line array camera is used, it needs to be continuously triggered according to the encoder signal during the rotation process to perform a comprehensive 360-degree inspection of the wheel.

[0066] The above detection method is the process of using the stop state detection method. If you use a linear array camera or do not enter the stop state for detection, you can refer to Figure 4 The process, Figure 4 The figure shows the process of dynamic detection of the present invention. It is necessary to make the rotating mechanism rotate at a preset speed at a constant speed, and the encoder continuously triggers the signal. The linear array camera or the area array camera takes pictures according to the trigger signal until at least 360 degrees of image coverage is achieved.

[0067] After selecting any one of the above two detection methods, a comprehensive collection and analysis of several defects of the wheel can be carried out. After obtaining the corresponding defect types and positions, the rotary cutting mechanism is driven to cooperate with the rotating mechanism to bore the wheel. After the bore is completed, the detection camera of the present invention is driven again to inspect various parts of the wheel to ensure that the wheel after bore is reliable. For some defects that cannot be solved by bore, such as most defects on the axle cannot be solved by bore, alarms and markings can be issued to prompt staff to perform other treatments on the defect.

[0068] In terms of defect detection of axles, the life of the axles can be analyzed based on the current and historical test results. Specifically, the stress intensity factor control method is used, combined with the extended finite element technology and the virtual crack closure method to simulate crack propagation, evaluate the fatigue crack propagation rate and propagation law in the near-sill area of ​​the axle steel, and use the FIP damage parameters to comprehensively evaluate the service life of the axles.

[0069] Specifically, the stress field intensity in the defect vicinity is introduced. The stress field intensity is related to the defect size, far-field stress, the shape and size of the axle, the cyclic deformation on the slip system, etc. The parameters are used to construct the FIP. The expression of FIP is:

[0070]

[0071] in: F IP is the FIP value; μ is the Schmid factor; Δσ is the cyclic stress amplitude; E is the elastic modulus; k is a constant related to the material defect sensitivity, ranging from 0.5 to 1.0; ΔK th is the stress intensity factor amplitude representing the damage initiation; ΔK is the maximum stress intensity factor near the defect; Y is the shape factor; α is the crack depth.

[0072] The defective shaft was tested and the relationship between FIP and fatigue life was obtained as N f =aF IP β , where N f is the fatigue life, a and β are fitting parameters.

[0073] Throughout this specification, references to terms such as "one embodiment," "example," or "specific example" indicate that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. In this specification, schematic representations of these terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0074] The preferred embodiments of the present invention disclosed above are intended only to help illustrate the present invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the present invention to the specific embodiments described. Obviously, many modifications and variations are possible based on the content of this specification. These embodiments are selected and described in detail in this specification to better explain the principles and practical applications of the present invention, thereby enabling those skilled in the art to better understand and utilize the present invention. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. A visual inspection device for wheels on a non-underfloor railway, comprising a ground rail and a diving mechanism, characterized in that: The submersible mechanism is arranged in the middle of the ground rail and its horizontal position is lower than the ground rail. The submersible mechanism includes an in-position detector and a lifting mechanism. The lifting mechanism is used to lift the railway vehicle body. Both sides of the ground rail include a rotating mechanism. An encoder is arranged on the rotating mechanism. The rotating mechanism is sleeved on the wheel shaft end to cooperate with the lifting mechanism to make the wheel axially rotate; The submersible mechanism further comprises a left wheel rim surface detection camera (13) and a right wheel rim surface detection camera (14), a left tread detection camera A (5) and a left tread detection camera B (6), a right tread detection camera A (7) and a right tread detection camera B (8), and a first shaft rod detection device A (9), a first shaft rod detection device B (10), a second shaft rod detection device A (11) and a second shaft rod detection device B (12); the left wheel rim surface detection camera (13) and the right wheel rim surface detection camera (14), the first shaft rod detection device A (9), the first shaft rod detection device B (10), the second shaft rod detection device A (11) and the second shaft rod detection device B (12) are connected via a linear sliding mechanism for controlling vertical movement; the left tread detection camera A (5), the left tread detection camera B (6), the right tread detection camera A (7) and the right tread detection camera B (8) are fixedly arranged with the submersible mechanism; The left wheel rim surface detection camera (13) and the right wheel rim surface detection camera (14), the left tread detection camera A (5), the left tread detection camera B (6), the right tread detection camera A (7) and the right tread detection camera B (8) are 2D cameras for identifying surface defects of the wheel rim surface and the tread; the first shaft rod detection device A (9), the first shaft rod detection device B (10), the second shaft rod detection device A (11) and the second shaft rod detection device B (12) are 3D cameras for acquiring point cloud information of the shaft rod to judge the straightness and inclination of the shaft rod.

2. The visual inspection equipment for wheels on underfloor railways according to claim 1, characterized in that: The first shaft rod detection device A (9), the first shaft rod detection device B (10), the second shaft rod detection device A (11) and the second shaft rod detection device B (12) further include a 2D camera for identifying surface defects of the shaft rod.

3. The visual inspection equipment for wheels on underfloor railways according to claim 2, characterized in that: The left tread detection camera A (5), the left tread detection camera B (6), the right tread detection camera A (7) and the right tread detection camera B (8) further include a 3D camera for detecting the taper of the tread.

4. The visual inspection equipment for wheels on underfloor railways according to claim 3 is characterized by: Any side of the ground rail also includes a left coding recognition camera (1) and a right coding recognition camera (3) for identifying the coding number of the wheel.

5. The visual inspection equipment for wheels on underfloor railways according to claim 4, characterized in that: The two side surfaces of the ground rail also include a left hub surface detection camera (2) and a right hub surface detection camera (4) for detecting defects on the outer surface of the hub.

6. The visual inspection equipment for wheels on underfloor railways according to claim 5, characterized in that: The imaging areas of the left wheel hub surface detection camera (2) and the right wheel hub surface detection camera (4) at least cover the radius of the wheel and are used to calculate and compare the length differences of multiple wheel radii.

7. The visual inspection equipment for wheels on underfloor railways according to claim 6, characterized in that: The linear sliding mechanism also includes a horizontal linear sliding mechanism, which has at least three degrees of freedom in the horizontal and vertical directions.

8. The visual inspection equipment for wheels on underfloor railways according to claim 7, characterized in that: A universal shaft is installed at the top end of the linear sliding mechanism, and the left wheel rim surface detection camera (13), the right wheel rim surface detection camera (14), the left tread detection camera A (5), the left tread detection camera B (6), the right tread detection camera A (7), the right tread detection camera B (8), the first shaft rod detection device A (9), the first shaft rod detection device B (10), the second shaft rod detection device A (11) and the second shaft rod detection device B (12) are fixed to the linear sliding mechanism via a universal shaft.

9. The visual inspection equipment for wheels on underfloor railways according to claim 8, characterized in that: The invention also comprises a plurality of turning mechanisms, which are used for turning the outer surfaces of the wheels and axles.

10. A comprehensive inspection and turning method for wheels of underfloor railways, according to any one of claims 1 to 9, wherein the visual inspection device for wheels of underfloor railways is characterized in that: The following steps are involved: S1. The railway car parked on the ground rail is lifted up, and the rotating mechanism and the wheel form a fixed structure, the wheel can rotate under the action of the rotating mechanism, and the rotation signal can be recorded by the encoder; S2. The wheel is identified and recorded by the left coding recognition camera (1) and the right coding recognition camera (3) on the side of the ground rail to ensure data retention and the changing trend of various parameters of the wheel; S3. Visually inspect the axle end surface, axle surface, rim surface, hub surface and hub tread of the wheel by using the left wheel rim surface inspection camera (13), the right wheel rim surface inspection camera (14), the left tread inspection camera A (5), the left tread inspection camera B (6), the right tread inspection camera A (7), the right tread inspection camera B (8), the first axle rod inspection device A (9), the first axle rod inspection device B (10), the second axle rod inspection device A (11), the second axle rod inspection device B (12), the left wheel hub surface inspection camera (2) and the right wheel hub surface inspection camera (4) to determine whether the above surfaces have defects; S4. Scan the shaft by using the 3D cameras in the first shaft detection device A (9), the first shaft detection device B (10), the second shaft detection device A (11) and the second shaft detection device B (12) to determine the straightness and inclination of the shaft; S5. Scan the tread with the 3D camera in the left tread detection camera A (5), the left tread detection camera B (6), the right tread detection camera A (7) and the right tread detection camera B (8) to determine the taper of the tread; S6. Record the above monitoring information, and drive the rotating mechanism to rotate the wheel at a fixed angle to repeat the detection process from S3 to S6 until the wheel is 360 degrees traversed and tested. Determine whether there is a part that needs to be turned according to the test results. If there is a part that needs to be turned, drive the rotating mechanism to rotate, and cooperate with the turning equipment to turn the wheel tread and rim surface; S7. If it is found that the defect type or defect location cannot be solved by turning and cutting equipment, the defect information will be recorded and a manual processing prompt will be given; S8. After the boring is completed, the inspection process from S3 to S6 is repeated until the 360-degree inspection is completed. After confirming that the wheel has no defects or has defects that cannot be further processed, the work is stopped, and a comprehensive analysis is conducted based on the defect monitoring data of this time and the historical monitoring data. According to the axle defect detection data, the stress intensity factor control method is adopted, and the extended finite element technology and the virtual crack closure method are combined to simulate the crack propagation, evaluate the fatigue crack propagation speed and propagation law of the axle steel near the threshold area, and use the FIP damage parameters to comprehensively evaluate the service life of the axle.

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