A positioning device and method for rapid detection and maintenance of train wheel sets in a rolling stock plant

Abstract

The application discloses a kind of depot train wheelset rapid detection and maintenance positioning device and method, belong to train wheelset detection technical field, rotating jacking mechanism will be contacted with wheelset axle and lift wheelset from the rail of maintenance platform, and drive its rotation, rail and wheel are provided with flange detection component, flange detection component can be continuously checked and explored by mechanical probe rod and ultrasonic probe, wheel side detection component is set on rotating jacking mechanism, wheel side detection component is detected to wheel side by laser scanning detector, flange detection component and wheel side detection component are transmitted to host computer, and the mechanical model of both sides wheel is formed in host computer and shows damage point, host computer controls the stepping motor movement of rotating jacking mechanism, damage point can be selected by host computer screen, and rotating jacking mechanism is controlled to rotate slowly, finally make damage point stay to the exploration point of ultrasonic probe or laser scanning detector, it is convenient for maintenance personnel to identify suspicious damage point.

Description

Technical Field

[0001] This invention belongs to the field of train wheelset testing technology, specifically relating to a rapid testing and maintenance positioning device and method for train wheelsets used in train depots. Background Technology

[0002] Train wheelsets are critical components in rail transit equipment, bearing the load of train operation and guiding the train along the track. Their structural integrity and operational status directly affect the safety and stability of the train. During vehicle maintenance, wheelset condition monitoring is a necessary step to ensure operational safety. Conventional wheelsets mainly consist of hubs, flanges, and bearings. With increased operating time, wheelsets are prone to problems such as out-of-roundness, surface cracks, uneven wear, and abnormal roughness. If these issues are not detected and addressed promptly and accurately, they can lead to serious maintenance hazards. Currently, train manufacturers mostly rely on manual measurement or fixed static testing equipment for wheelset inspection, such as wheelset rulers, roughness gauges, and axle end grinding inspection devices. These methods suffer from low efficiency, poor accuracy, and heavy reliance on manual experience. Furthermore, they often cannot simulate wheelset rotation during inspection, only collecting limited data in a static state, making it difficult to accurately reflect the condition of the wheelsets during operation. Simultaneously, existing defect detection equipment generally lacks visual feedback on abnormal locations, requiring maintenance personnel to repeatedly locate and confirm, which is inefficient and prone to secondary misjudgments. In addition, although some trackside online monitoring systems have high-frequency detection capabilities, they are costly to deploy and complex, making them unsuitable for rapid deployment and maintenance in vehicle depot environments.

[0003] Therefore, there is an urgent need to develop a wheelset inspection system with high structural integration, rapid deployment, dynamic simulation capabilities, and automatic damage point location indication, in order to meet the demands of modern rail vehicle maintenance for intelligence, precision, and high efficiency. Summary of the Invention

[0004] The purpose of this invention is to provide a rapid inspection and maintenance positioning device and method for train wheelsets used in train depots. A rotary lifting mechanism abuts against the wheelset axle and lifts the wheelset from the rails of the maintenance platform, driving it to rotate and simulating its motion. A wheel flange detection component is installed between the rails and the wheel. During wheel rotation, the wheel flange detection component continuously probes using a mechanical probe and an ultrasonic probe. Simultaneously, a wheel side detection component is also installed on the rotary lifting mechanism. The wheel side detection component uses a laser scanning detector to detect the wheel side, including the wheel flange. The detection components and wheel side detection components upload the detection data to the host computer, which then forms a mechanical model of both wheels and displays the damage points. The host computer controls the movement of the stepper motor in the rotary lifting mechanism. Damage points can be selected through the host computer screen. After the damage point is selected, the host computer drives the rotary lifting mechanism to rotate slowly. When the damage point passes the wheel flange detection component and the wheel side detection component, the wheel flange detection component and the wheel side detection component actively compare whether the damage point coincides. After the comparison is completed, the damage point of the wheel stops at the detection point of the ultrasonic probe or laser scanning detector.

[0005] This invention is achieved through the following technical solution:

[0006] A rapid inspection and maintenance positioning device for train wheelsets used in train depots includes:

[0007] A rotary lifting mechanism is installed below the axle of the wheelset. The rotary lifting mechanism abuts against the axle and lifts the wheelset, so that the wheel tread maintains a distance from the rail surface. The rotary lifting mechanism is used to drive the wheelset to rotate.

[0008] A wheel flange detection mechanism is installed on the rail and located between the rail and the wheel tread, and is used to detect the damage to the tread and wheel flange of the two wheels.

[0009] A wheel side detection assembly is mounted on a rotary lifting mechanism and is used to detect side damage to two wheels.

[0010] The host computer is connected to the rotary lifting mechanism, the wheel flange detection mechanism, and the wheel side detection component. The host computer receives wheel information data transmitted by the wheel flange detection mechanism and the wheel side detection component and establishes mechanical models of the two wheels. A damage point on the wheel is arbitrarily selected in the mechanical model. The host computer sends a movement command to the rotary lifting mechanism and re-examines the wheel through the wheel flange detection mechanism or the wheel side detection component to determine the location of the damage point. After the damage point location is determined, the host computer sends a stop command to the rotary lifting mechanism, causing the wheel damage point to stop at the detection point location of the wheel flange detection mechanism or the wheel side detection component.

[0011] Preferably, the rotary lifting mechanism includes a base plate and two sets of lifting drive assemblies, which are respectively connected to the base plate and are spaced apart on the base plate; each lifting drive assembly includes a hydraulic jack and two sets of rotation drive assemblies, which are disposed on the top of the hydraulic jack and are spaced apart from each other, and both sets of rotation drive assemblies abut against the axle and cooperate with each other to drive the axle to rotate.

[0012] Preferably, the rotation drive assembly includes a fixed plate, a stepper motor, a drive wheel, and two support rods. The top of the hydraulic jack is provided with a mounting plate. Both the support rods and the fixed plate are mounted on the mounting plate. The two support rods are spaced apart. The drive wheel is disposed between the support rods and is rotatably connected to the support rods through a shaft and bearings. The stepper motor is mounted on the fixed plate. The shaft of the drive wheel passes through the support rods and is connected to the stepper motor. The stepper motor is used to drive the drive wheel to rotate. The distance between the two drive wheels is less than the outer diameter of the wheel axle.

[0013] Preferably, the wheel flange detection mechanism includes two wheel flange detection components, which are correspondingly installed on the rails below the two wheels. Each wheel flange detection component includes a positioning plate, a communication control box, an ultrasonic probe, and a displacement probe assembly. The communication control box, ultrasonic probe, and displacement probe assembly are all mounted on the positioning plate, which is located on the rails. The ultrasonic probe and displacement probe assembly are electrically connected to the communication control box. The ultrasonic probe is located at one end of the positioning plate, with its probe end facing the wheel tread. The displacement probe assembly is mounted on the positioning plate and located on one side of the communication control box. The communication control box receives data from the ultrasonic probe and displacement probe assembly and sends it to a host computer.

[0014] Preferably, the positioning plate is provided with two lugs on both the left and right sides, and a limiting plate is provided below each lug. The limiting plate is connected to the lug by bolts and nuts, and the limiting plate abuts against the lower jaw of the rail head to fix the positioning plate on the rail.

[0015] Preferably, the displacement probe assembly includes a probe body, an adjusting plate, and an adjusting screw. The probe body is mounted on the adjusting plate, and a slider is provided at the bottom of the adjusting plate. A groove is provided on the positioning plate, and the groove is arranged along the transverse direction of the positioning plate. The slider cooperates with the groove, and the groove limits the slider. A limiting part is provided on one side of the positioning plate, and the adjusting screw passes through the limiting part and is threadedly connected to the adjusting plate.

[0016] Preferably, the wheel-side detection assembly includes two laser scanning detectors, which are respectively mounted on the mounting plates of two hydraulic jacks, and both laser scanning detectors are oriented towards the wheel closest to them.

[0017] Preferably, the mounting plate is provided with a mounting groove, and the laser scanning detector is disposed in the mounting groove; a pin is provided in the mounting groove, and a mounting base is provided below the laser scanning detector. The mounting base is provided with a socket, the socket is engaged with the pin, and the pin engages with the mounting groove to position the laser scanning detector.

[0018] A method for rapid inspection and maintenance positioning of train wheelsets used in train depots, comprising the following steps, using the aforementioned rapid inspection and maintenance positioning device for train wheelsets in train depots:

[0019] S1: The train wheelset is lifted by the rotating lifting mechanism, and the train wheelset is driven to rotate so that the wheel flange detection mechanism and wheel side detection component can collect wheel information. After the wheel information is collected, the host computer controls the rotating lifting mechanism to stop.

[0020] S2: The wheel flange detection mechanism collects information data on the wheel flanges of the train wheelset and sends it to the host computer;

[0021] S3: The wheel-side detection component collects information data from the inner side of the wheels in the train wheelset and sends it to the host computer;

[0022] S4: The mechanical model of the wheel is established in the host computer using the information data collected by the wheel flange detection mechanism and the wheel side detection component;

[0023] S5: The mechanical model uses different colors to reflect the degree of damage at the damage point. The damage point is selected in the mechanical model, and the host computer controls the rotating lifting mechanism to rotate again to compare and confirm the damage point. Finally, the damage point stops at the information collection point of the wheel flange detection mechanism or wheel side detection component.

[0024] Preferably, in step S1, the information collection process of driving the train wheelset to rotate by the rotating lifting mechanism includes two stages; the first stage is to perform a rapid and comprehensive scan, with the wheelset rotating at 30 rpm for 3-5 minutes, so that the wheel flange detection component and the wheel side detection component can quickly identify suspicious areas; the second stage is to perform a focused and detailed inspection, with the rotating lifting mechanism reducing the rotation speed to 10 rpm for 2-3 minutes.

[0025] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0026] 1) In this invention, a rotating lifting mechanism abuts against the axle of the wheelset and lifts the wheelset from the rails of the maintenance platform. The mechanism can drive the wheelset to rotate, simulating its motion. A wheel flange detection component is installed between the rails and the wheel. During wheel rotation, the wheel flange detection component continuously probes using a mechanical probe and an ultrasonic probe. Simultaneously, a wheel side detection component is also installed on the rotating lifting mechanism. The laser scanning detector of the wheel side detection component probes the side of the wheel. The wheel flange detection component and the wheel side detection component upload the detection results to a host computer, where a mechanical model of both wheels is formed and damage points are displayed. The host computer controls the movement of the stepper motor in the rotary lifting mechanism. Damage points can be selected in the mechanical model. After the damage points are selected, the host computer drives the rotary lifting mechanism to rotate slowly. When the damage points pass the wheel flange detection component or the wheel side detection component, the host computer actively compares whether the damage points coincide with the wheel flange detection component and the wheel side detection component. After the comparison is completed, the wheel damage points stop at the detection point position of the ultrasonic probe or laser scanning detector, realizing a three-in-one detection mechanism of dynamic detection, model positioning and automatic parking. This facilitates maintenance personnel to quickly identify and repair wheel damage points, which can significantly improve maintenance efficiency.

[0027] 2) In this invention, the rotating lifting mechanism abuts against the wheel axle and drives the wheels on both sides to rotate synchronously. The damage point data of the wheels on both sides can be compared, and the mechanical models of the wheels on both sides can be established at the same time. This makes it easy to judge the overall stress of the wheelset during long-term operation. At the same time, the wheelsets on both sides can be inspected and maintained at the same time, so that the wheelset can maintain dynamic mechanical balance during operation and improve the safety of train operation.

[0028] 3) In this invention, different colors are used in the mechanical model of the wheel to reflect the degree of damage in different areas of the wheel, so that maintenance personnel can intuitively see the damage of the wheelset. The mechanical model data can also be recorded, which facilitates the coordination and arrangement of subsequent maintenance cycles by maintenance personnel and can improve maintenance efficiency. Attached Figure Description

[0029] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the assembly structure of the train wheelset rapid detection and maintenance positioning device in this invention.

[0031] Figure 2 This is a schematic diagram of the lifting drive assembly in this invention.

[0032] Figure 3 This is a schematic diagram of the rim detection component in this invention.

[0033] Figure 4 for Figure 1 Schematic diagram of the structure at point A in the middle.

[0034] Figure 5 This is a diagram of the mechanical model of the wheel tread.

[0035] Figure 6 This is a mechanical model diagram of the side of a wheel.

[0036] The components are: 1-hydraulic jack, 11-mounting plate, 111-mounting groove, 2-rotation drive assembly, 21-support rod, 22-fixed plate, 23-drive wheel, 24-stepper motor, 3-wheel flange detection assembly, 31-positioning plate, 311-support lug, 312-limiting plate, 313-limiting part, 314-slide groove, 32-communication control box, 33-ultrasonic probe, 34-probe body, 35-adjusting plate, 351-slider, 36-adjusting screw, 4-laser scanning detector, 41-mounting base, 5-base plate. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some embodiments of the present invention, but not all embodiments.

[0038] Example 1:

[0039] A rapid inspection and maintenance positioning device for train wheelsets used in vehicle manufacturing, such as Figure 1 and Figure 2 As shown, it includes:

[0040] The rotary lifting mechanism is located below the axle of the wheelset. The rotary lifting mechanism abuts against the axle and lifts the wheelset, so that the wheel tread is kept at a distance from the rail surface. The rotary lifting mechanism is used to drive the wheelset to rotate.

[0041] Wheel flange inspection mechanism: The wheel flange inspection mechanism is set on the rail and located between the rail and the wheel tread, and is used to inspect the damage to the tread and wheel flange of the two wheels.

[0042] Wheel side inspection assembly, which is mounted on the rotary lifting mechanism, is used to detect the side damage of the two wheels;

[0043] The host computer, rotary lifting mechanism, wheel flange detection mechanism, and wheel side detection component are all connected to the host computer. The host computer receives wheel information data transmitted by the wheel flange detection mechanism and the wheel side detection component and establishes mechanical models of the two wheels. In the mechanical model, an arbitrary damage point of the wheel is selected. The host computer sends a movement command to the rotary lifting mechanism and uses the wheel flange detection mechanism or the wheel side detection component to re-examine the wheel to determine the location of the damage point. After the damage point location is determined, the host computer sends a stop command to the rotary lifting mechanism, so that the damage point of the wheel stops at the detection point location of the wheel flange detection mechanism or the wheel side detection component.

[0044] The wheel flange detection mechanism includes two sets of wheel flange detection components 3. A rotary lifting mechanism lifts the wheelset, causing the two wheels to leave the rails. Then, the wheel flange detection components 3 are installed between the wheels and the rails. The wheel side detection components are installed on the rotary lifting mechanism. The wheel flange detection components 3 and the wheel side detection mechanism are connected to the host computer. When the rotary lifting mechanism drives the two wheels to rotate, the wheel flange detection components 3 and the wheel side detection components perform ultrasonic and probe contact detection on the wheel tread and wheel flange to detect whether there are any damage points on the wheel flange and tread. The host computer uses the data fed back by the wheel flange detection components 3 to establish a mechanical model containing the wheel flange and tread through a real-time digital twin modeling method, and displays suspected damage points through color differences. The real-time digital twin modeling method refers to a modeling method that integrates data obtained from ultrasonic probes, displacement measurement probes, and laser scanning during the rotation of the wheelset, and verifies it through reference points, so that the digital twin mechanical model and the actual wheelset state are kept synchronized in real time in terms of morphological features and damage distribution.

[0045] Similarly, the wheel side detection component uses laser scanning detector 4 to perform laser visual recognition on the inner sides of the two wheels and uploads the data to the host computer. The host computer uses relevant algorithms to build a side mechanical model of the wheel and displays suspicious damage points. The two sets of models are combined to obtain an overall model of the wheel tread, rim, and side. After selecting suspicious damage on the rim, tread, or side of the wheel in the host computer, the host computer controls the rotating lifting mechanism to drive the two wheels to rotate. When the damage point passes the ultrasonic probe 33 or the laser scanning detector 4, the host computer compares the size and shape of the damage point in the mechanical model with the detected damage point through the rim detection component 3 and the wheel side detection component. After confirming that the damage point is consistent, the host computer sends a stop command to the rotating lifting mechanism, so that the damage point of the wheel stops at the near point of the ultrasonic probe 33 or the focal point of the laser scanning detector 4. This realizes a three-in-one detection mechanism of dynamic detection, model positioning, and automatic parking, which facilitates maintenance personnel to quickly identify suspicious damage points and can significantly improve maintenance efficiency. When selecting a damage point at a time, only one point on the rim, tread, or side of the wheel can be selected for exploration and comparison.

[0046] The rotary jacking mechanism includes a base plate 5 and two sets of jacking drive components. The two sets of jacking drive components are connected to the base plate 5 respectively. The two sets of jacking drive components are spaced apart on the base plate 5. The length of the base plate 5 is less than the distance between the two rails.

[0047] The lifting drive assembly includes a hydraulic jack 1 and two sets of rotary drive assemblies 2. The rotary drive assemblies 2 are located on top of the hydraulic jack 1, and the two sets of rotary drive assemblies 2 are spaced apart. Both sets of rotary drive assemblies 2 abut against the axle and cooperate with each other to drive the axle to rotate. The two hydraulic jacks 1 rise synchronously, so that both sets of rotary drive assemblies 2 abut against the bottom of the axle. The host computer uses a PID algorithm to control the rising synchronization error to ≤0.5mm, ensuring that the axle's levelness meets the ±0.1° dynamic balance requirement.

[0048] The rotation drive assembly 2 includes a fixed plate 22, a stepper motor 24, a drive wheel 23, and two support rods 21. A mounting plate 11 is provided on the top of the hydraulic jack 1. Both the support rods 21 and the fixed plate 22 are mounted on the mounting plate 11, with the two support rods 21 spaced apart. The drive wheel 23 is positioned between the support rods 21 and rotatably connected to them via a shaft and bearings. Two bearings are embedded in the two support rods 21 respectively. The two drive wheels 23 are spaced apart. The stepper motor 24 is mounted on the fixed plate 22. The four wheels are also spaced apart; the shaft of the drive wheel 23 passes through the support rod 21 and is connected to the stepper motor 24. The stepper motor 24 is used to drive the drive wheel 23 to rotate. The housing of the stepper motor 24 is welded to the fixing plate 22. The fixing plate 22 and the support rod 21 are both welded to the mounting plate 11. The distance between the two drive wheels 23 is less than the outer diameter of the wheel axle. The host computer controls the four stepper motors 24 to rotate synchronously and drive the wheel axle to rotate smoothly in the forward or reverse direction, so that the wheel flange detection component 3 and the wheel side detection component can check the damage points of the wheel.

[0049] Stepper motor 24 is electrically connected to the host computer. The host computer controls the start and stop of stepper motor 24. If the wheel flange detection component 3 detects a damage point on the wheel tread, the host computer selects the damage point and controls the wheel to rotate slowly. The wheel flange detection component 3 is then used to probe and confirm the damage point again, and data is compared on the host computer. Subsequently, the host computer controls the rotation of stepper motor 24 according to the algorithm, so that the damage point on the tread is located near the ultrasonic probe 33 of the wheel flange detection component 3, which facilitates quick location repair by maintenance personnel. The wheel side detection component locates the damage point on the side of the wheel in the same way as the wheel flange detection component 3, and will not be described in detail here.

[0050] Example 2:

[0051] This embodiment further defines the rim detection mechanism based on the above embodiments, such as... Figure 1 and Figure 3As shown, the wheel flange detection mechanism includes two sets of wheel flange detection components 3, which are respectively installed under the two wheels. The wheel flange detection component 3 includes a positioning plate 31, a communication control box 32, an ultrasonic probe 33, and a displacement probe assembly. The communication control box 32, the ultrasonic probe 33, and the displacement probe assembly are all installed on the positioning plate 31, which is installed on the rail. The positioning plate 31 has two lugs 311 on both the left and right sides. Each lug 311 has a limit plate 312 below it. The limit plate 312 is limited by bolts and nuts. The limit plate 312 can rotate on the bolts to adjust the direction. The limit plate 312 is connected to the lug 311 by bolts and nuts. The limit plate 312 abuts against the lower jaw of the rail head and tightens the nut, thereby fixing the positioning plate 31 on the rail.

[0052] Both the ultrasonic probe 33 and the displacement probe assembly are electrically connected to the communication control box 32. The ultrasonic probe 33 is set at one end of the positioning plate 31 and welded to the end of the positioning plate 31. The ultrasonic probe 33 is electrically connected to the communication control box 32. The probing end of the ultrasonic probe 33 is set towards the wheel tread. When the wheel rotates, the ultrasonic probe 33 can probe the entire wheel tread and rim. The displacement probe assembly is set on the positioning plate 31 and located on one side of the communication control box 32. The displacement probe assembly is also electrically connected to the communication control box 32. The communication control box 32 receives the data information fed back by the ultrasonic probe 33 and the displacement probe assembly and sends it to the host computer.

[0053] The displacement probe assembly includes a probe body 34, an adjusting plate 35, and an adjusting screw 36. The probe body 34 is a conventional torsion spring reset type probe. The probe body 34 is mounted on the adjusting plate 35. A slider 351 with a trapezoidal structure is provided at the bottom of the adjusting plate 35. A groove 314 is provided on the positioning plate 31, which is arranged along the lateral direction of the positioning plate 31. The slider 351 cooperates with the groove 314, and the slider 351 can slide laterally on the positioning plate 31 along the groove 314. The groove 314 limits the slider 351. A limiting part 313 is provided on one side of the positioning plate 31. The adjusting screw 36 passes through the limiting part 313 and is threadedly connected to the adjusting plate 35. Rotating the adjusting screw 36 can drive the adjusting plate 35 to move left and right, thereby adjusting the contact position between the probe in the probe body 34 and the wheel tread, so that the probe can perform a whole-body inspection of the wheel tread. The other parts of this embodiment are the same as those in the above embodiment, and will not be described again here.

[0054] Example 3:

[0055] This embodiment, based on the above embodiments, further defines the wheel-side detection component, such as... Figure 1 and Figure 4As shown, the wheel side detection component includes two laser scanning detectors 4, which are respectively mounted on the mounting plates 11 of the two hydraulic push rods 1. Both laser scanning detectors 4 are oriented towards the wheel closest to them. When the wheel rotates, they can comprehensively detect the damage points on the side of the wheel and send the detection data to the host computer.

[0056] The mounting plate 11 is provided with a mounting groove 111, which is located between the support rods 21 of the two sets of rotation drive components 2. The laser scanning detector 4 is set in the mounting groove 111, and a mounting base 41 is provided at the bottom of the laser scanning detector 4. The laser scanning detector 4 is fixed in the mounting groove 111 by the mounting base 41. A pin is provided in the mounting groove 111, and a socket is provided at the bottom of the mounting base 41. The pin and the socket are engaged to keep the laser scanning detector 4 stable in the mounting groove 111.

[0057] Example 4:

[0058] A method for rapid inspection and maintenance positioning of train wheelsets used in train depots involves using a rapid inspection and maintenance positioning device for train wheelsets. First, a rotating lifting mechanism lifts the train wheelset, driving it to rotate and enabling the wheel flange detection mechanism and wheel side detection component to collect wheel information. After the wheel information collection is complete, the host computer controls the rotating lifting mechanism to stop. The wheel flange detection mechanism collects information data about the wheel flanges of the train wheelset and sends it to the host computer, while the wheel side detection component collects information data about the inner surface of the wheelset and sends it to the host computer. A mechanical model of the wheel is then established in the host computer based on the information data collected by the wheel flange detection mechanism and the wheel side detection component.

[0059] The mechanical model of the wheel uses different colors to indicate the degree of damage at the damage points. Damage points are selected in the mechanical model, and the host computer controls the rotating lifting mechanism to rotate again to compare and confirm the damage points. Finally, the damage points are positioned at the information collection points of the wheel flange detection mechanism or wheel side detection component.

[0060] The establishment of the wheel mechanical model includes two stages. The first stage involves a rapid and comprehensive scan. The host computer sends a motion command to the rotating lifting mechanism, which drives the wheelset to rotate. The rotation speed of the wheelset in the first stage is 30 rpm, and the duration is 3-5 minutes, allowing the wheel flange detection component 3 and the wheel side detection component to quickly identify suspicious areas. The second stage involves a focused and detailed inspection. The rotation speed of the rotating lifting mechanism is reduced to 10 rpm, and the sampling density of the wheel flange detection component and the wheel side detection component is increased by 3 times compared to the first stage. The duration is 2 minutes, and the mechanical model of the two wheels is established.

[0061] The host computer includes a data acquisition module, a preprocessing module, a modeling module, a defect assessment module, and a positioning control module. The data acquisition module is electrically connected to the stepper motor drive unit in the rotary lifting mechanism, the communication control box in the wheel flange detection mechanism, and the laser scanning detector in the wheel side detection assembly, respectively, for synchronously acquiring wheelset rotation angle information, ultrasonic echo signals, displacement probe displacement signals, and laser scanning contour data. The preprocessing module filters, denoises, synchronizes time, and removes outliers from the acquired multi-source signals, and calculates the instantaneous rotation angle of the wheelset at the sampling time based on the stepper motor pulse count or encoder feedback. The modeling module, in a unified coordinate system, uses the preprocessed sampling data and employs a real-time digital twin modeling method to reconstruct the geometric contours and defect morphology of the wheel tread, flange, and sidewalls, thereby forming a mechanical model containing typical damage characteristic parameters. The defect assessment module generates different levels of damage areas based on parameters such as geometric deviations, defect depths, and distribution areas at various locations in the mechanical model, combined with preset maintenance limits. After the user selects the target damage point in the mechanical model, the positioning control module calculates the target rotation angle of the stepper motor based on the correspondence between the model coordinates of that point and the actual angle of the current wheelset, and sends acceleration and deceleration control commands to the rotary lifting mechanism to achieve automatic alignment and stopping of the damage point.

[0062] When the host computer establishes the mechanical model of the wheel flange and tread using the real-time digital twin modeling method, the specific steps include: First, taking the geometric center of the wheelset as the origin and the rotation direction of the wheelset as the circumferential angle. A polar coordinate system is established with the wheel tread and flange radius as the polar diameter r; when the data acquisition module drives the wheel to rotate continuously at a speed of 30 rpm in the first stage, it records the data at preset time intervals. The echo signal from the ultrasonic probe and the displacement signal from the displacement probe are sampled synchronously, and the number of stepper motor pulses or encoder counts at the corresponding time are recorded. The preprocessing module converts the number of pulses at each sampling time into polar angles based on the number of pulses per revolution of the stepper motor. Simultaneously, combining the pre-calibrated sound velocity and the incident angle of the ultrasonic probe, the echo flight time is converted into a radial height value hi at the tread or wheel flange, and this height value is compensated and corrected based on the displacement of the displacement probe, thus obtaining a set of { Sampling points. In the second stage, when performing focused and detailed inspection of suspicious areas at a rotation speed of 10 rpm, the sampling interval is reduced to... This increases the circumferential sampling density within the same circle, thereby obtaining more samples within the same angular range. High-density data. The modeling module performs interpolation fitting and curve smoothing on the sampling points obtained in the two stages according to the polar angle order to obtain continuous polar coordinate profile curves of the wheel flange and tread. The difference between the model and the standard wheelset's factory profile is calculated to determine the geometric deviation at each angular position. The angular intervals with significant deviations are marked as suspected damage areas.

[0063] like Figure 5 and Figure 6 As shown, Figure 5 This is a mechanical model of the wheel tread established by the wheel flange detection component 3 in conjunction with the host computer. Figure 6 The wheel side mechanical model is established by the wheel side detection component in conjunction with the host computer. The outer contour of the mechanical model can show whether the roundness of the wheel is within the normal range, and also whether the wheel has undergone torsional deformation. If obvious shadows appear on the wheel, it means that there may be damage there, which needs to be checked and repaired.

[0064] like Figure 5 and Figure 6 As shown in the diagram, the mechanical model uses different colors to reflect the degree of damage to the wheel. The green area represents normal, undamaged wheel that requires no repair; the blue area represents minor damage that requires continued monitoring; the orange or yellow area represents moderate damage that requires repair within 30 days; the red area represents severe damage that requires repair within 7 days; and the purple area represents a dangerous condition that requires immediate repair or replacement.

[0065] If the damage area in the mechanical model is distributed in a ring shape, such as the red area, the approximate location on the wheel can be determined directly by the color of the mechanical model. If there are darker points in the red ring area, the wheel damage point can be located by selecting the damage point.

[0066] After the wheel is scanned by the wheel flange detection component 3 and the laser scanning detector 4, the data is sent to the host computer. The host computer establishes a mechanical model of the wheel. After the initial mechanical model is established, a reference point verification is required. This verification process can be performed by pre-setting a standard indentation on the wheel as a reference point. The wheelset is driven to rotate to the reference point, and the deviation between the coordinates in the mechanical model and the actual signal peak value is compared using the ultrasonic probe 33 or the laser scanning detector 4 to calibrate the coordinate mapping relationship. During the reference point verification process, the host computer defines the model angle corresponding to the pre-set reference mark on the outer circumference of the wheel as the zero-degree position. A one-to-one mapping relationship between the wheelset model coordinates and the stepper motor pulse counts is established starting from this position. Specifically, when the reference mark passes the ultrasonic probe or the laser scanning detector, the data acquisition module records the pulse count Pc0 of the four stepper motors at this time and normalizes this count value to the model polar angle. During one revolution of the wheelset, the host computer counts the total number of pulses Np of the stepper motor within a single revolution, and determines the relationship between the pulse count Pc at each moment and the model polar angle as follows: This allows for coordinate mapping between the actual rotation angle and the model's polar angle. By comparing the theoretical coordinates of the reference marker in the model with the peak signal position detected by the sensor, the host computer fine-tunes and compensates for this mapping relationship to reduce deviations caused by installation errors and sensor response delays.

[0067] During damage point localization, the rotary lifting mechanism reduces its rotation speed to 5 rpm. As the selected damage point passes the wheel flange detection component 3 and the wheel side detection component, the detection data is compared to determine the damage point's location. If the selected damage point is located on one side of the wheel tread, the wheel's final stopping position is perpendicular to the end face of the ultrasonic probe 33 in the wheel flange detection component 3, minimizing the straight-line distance between the damage point and the ultrasonic probe 33. If the selected damage point is located on the side of one side of the wheel, the wheel's final stopping position coincides with the focused area of ​​the laser scanning detector 4. This method allows maintenance personnel to quickly locate the selected damage point.

[0068] By establishing a mechanical model of the wheelset, the inspection cycle can be planned in advance to ensure that the progress of damage points can be detected in a timely manner, and to determine whether repair or replacement is needed, thereby ensuring the safe operation of the train.

[0069] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., used to indicate the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the product of this invention is usually placed in during use. They are only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0070] Furthermore, the use of terms such as "horizontal" and "vertical" in the description of this invention does not imply that the components are required to be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0071] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0072] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any simple modifications or equivalent changes made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. A rapid inspection and maintenance positioning device for train wheelsets used in vehicle manufacturing plants, characterized in that, include: A rotary lifting mechanism is installed below the axle of the wheelset. The rotary lifting mechanism abuts against the axle and lifts the wheelset, so that the wheel tread maintains a distance from the rail surface. The rotary lifting mechanism is used to drive the wheelset to rotate. A wheel flange detection mechanism is installed on the rail and located between the rail and the wheel tread, and is used to detect the damage to the tread and wheel flange of the two wheels. The wheel flange detection mechanism includes two wheel flange detection components, which are correspondingly installed on the rails below the two wheels. Each wheel flange detection component includes a positioning plate, a communication control box, an ultrasonic probe, and a displacement probe assembly. The communication control box, ultrasonic probe, and displacement probe assembly are all mounted on the positioning plate, which is positioned on the rails. The ultrasonic probe and displacement probe assembly are electrically connected to the communication control box. The ultrasonic probe is located at one end of the positioning plate, with its probe end facing the wheel tread. The displacement probe assembly is mounted on the positioning plate and located to one side of the communication control box. The communication control box receives data from the ultrasonic probe and displacement probe assembly and sends it to a host computer. A wheel side detection assembly is mounted on a rotary lifting mechanism and is used to detect side damage to two wheels. The wheel-side inspection assembly includes two laser scanning detectors, which are respectively mounted on the mounting plates of two hydraulic push rods, and both laser scanning detectors are oriented towards the wheel closest to them. The host computer is connected to the rotary lifting mechanism, the wheel flange detection mechanism, and the wheel side detection component. The host computer receives wheel information data transmitted by the wheel flange detection mechanism and the wheel side detection component and establishes mechanical models of the two wheels. A damage point on the wheel is arbitrarily selected in the mechanical model. The host computer sends a movement command to the rotary lifting mechanism and re-examines the wheel through the wheel flange detection mechanism or the wheel side detection component to determine the location of the damage point. After the damage point location is determined, the host computer sends a stop command to the rotary lifting mechanism, causing the wheel damage point to stop at the detection point location of the wheel flange detection mechanism or the wheel side detection component.

2. The rapid inspection and maintenance positioning device for train wheelsets used in car factories as described in claim 1, characterized in that, The rotary lifting mechanism includes a base plate and two sets of lifting drive assemblies. The two sets of lifting drive assemblies are respectively connected to the base plate and are spaced apart on the base plate. Each lifting drive assembly includes a hydraulic jack and two sets of rotation drive assemblies. The rotation drive assemblies are located on top of the hydraulic jack and are spaced apart from each other. Both sets of rotation drive assemblies abut against the axle and cooperate with each other to drive the axle to rotate.

3. The rapid inspection and maintenance positioning device for train wheelsets used in car factories as described in claim 2, characterized in that, The rotation drive assembly includes a fixed plate, a stepper motor, a drive wheel, and two support rods. A mounting plate is provided on the top of the hydraulic jack. Both the support rods and the fixed plate are mounted on the mounting plate. The two support rods are spaced apart. The drive wheel is positioned between the support rods and is rotatably connected to them via a shaft and bearings. The stepper motor is mounted on the fixed plate. The shaft of the drive wheel passes through the support rods and is connected to the stepper motor. The stepper motor drives the drive wheel to rotate. The distance between the two drive wheels is less than the outer diameter of the axle.

4. The rapid inspection and maintenance positioning device for train wheelsets used in car factories as described in claim 1, characterized in that, The positioning plate is provided with two lugs on both the left and right sides. Each lug is provided with a limiting plate below it. The limiting plate is connected to the lug by bolts and nuts. The limiting plate abuts against the lower jaw of the rail head to fix the positioning plate on the rail.

5. The rapid inspection and maintenance positioning device for train wheelsets used in car factories as described in claim 4, characterized in that, The displacement probe assembly includes a probe body, an adjusting plate, and an adjusting screw. The probe body is mounted on the adjusting plate, and a slider is provided at the bottom of the adjusting plate. A groove is provided on the positioning plate, and the groove is arranged along the transverse direction of the positioning plate. The slider cooperates with the groove, and the groove limits the slider. A limiting part is provided on one side of the positioning plate, and the adjusting screw passes through the limiting part and is threadedly connected to the adjusting plate.

6. The rapid inspection and maintenance positioning device for train wheelsets used in car factories as described in claim 3, characterized in that, The mounting plate is provided with a mounting groove, and the laser scanning detector is installed in the mounting groove; a pin is provided in the mounting groove, and a mounting base is provided below the laser scanning detector. The mounting base is provided with a socket, and the socket is engaged with the pin. The pin and the mounting groove are engaged to position the laser scanning detector.

7. A method for rapid inspection and maintenance positioning of train wheelsets used in vehicle manufacturing plants, characterized in that, The train wheelset rapid detection and maintenance positioning device for vehicle depots as described in any one of claims 1-6 is used to perform train wheelset detection and maintenance positioning, including the following steps: S1: The train wheelset is lifted by the rotating lifting mechanism, and the train wheelset is driven to rotate so that the wheel flange detection mechanism and wheel side detection component can collect wheel information. After the wheel information is collected, the host computer controls the rotating lifting mechanism to stop. S2: The wheel flange detection mechanism collects information data on the wheel flanges of the train wheelset and sends it to the host computer; S3: The wheel-side detection component collects information data from the inner side of the wheels in the train wheelset and sends it to the host computer; S4: The mechanical model of the wheel is established in the host computer using the information data collected by the wheel flange detection mechanism and the wheel side detection component; S5: The mechanical model uses different colors to reflect the degree of damage at the damage point. The damage point is selected in the mechanical model, and the host computer controls the rotating lifting mechanism to rotate again to compare and confirm the damage point. Finally, the damage point stops at the information collection point of the wheel flange detection mechanism or wheel side detection component.

8. The method for rapid inspection and maintenance positioning of train wheelsets used in car factories as described in claim 7, characterized in that, In step S1, the information collection process of driving the train wheelset to rotate by the rotating lifting mechanism includes two stages; the first stage is to perform a rapid and comprehensive scan, with the wheelset rotating at 30 rpm for 3-5 minutes, so that the wheel flange detection component and the wheel side detection component can quickly identify suspicious areas; the second stage is to perform a focused and detailed inspection, with the rotating lifting mechanism reducing the rotation speed to 10 rpm for 2-3 minutes.

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