Track damage detection experiment system based on vehicle-mounted acoustic emission technology

Abstract

The utility model discloses a rail damage detection experiment system based on a vehicle-mounted acoustic emission technology, and belongs to the technical field of vehicle-mounted acoustic emission detection experiments. And the track load condition of the train passing through the track can be simulated. Comprising a steel rail base, an operation support and a rolling wheel set. The steel rail base provides necessary mechanical support for the whole system, the steel rail on the steel rail base can prefabricate various damages, richer experimental data are provided, the running support is matched with the steel rail base to guide the rolling wheels to roll on the steel rail, and the pressure between wheel rails is adjusted through an external hydraulic machine, so that the steel rail base can be used for prefabricating various damages. A wheel rail state during real train operation is simulated, a rolling wheel set rolls on a steel rail to generate an acoustic emission phenomenon, an acoustic emission signal acquired by an acoustic emission sensor is transmitted to an acoustic emission acquisition system through a conductive slip ring, a rolling state of a roller is recorded through a rotary encoder, and necessary priori knowledge is provided for a vehicle-mounted acoustic emission experiment. And stable and reliable experimental research of the vehicle-mounted acoustic emission technology in a laboratory environment is realized.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicle-mounted acoustic emission detection experiments, and in particular relates to a track damage detection experimental system based on vehicle-mounted acoustic emission technology. Background Art

[0002] With the rapid development of rail transit, ensuring the safety and reliability of train operations has become a key focus of the industry. Track health is directly related to the smooth operation of trains and the safety of passengers. Track damage, especially subtle cracks that are difficult to detect, can rapidly expand and lead to major accidents. Traditional methods for detecting track damage, such as visual inspection, ultrasonic testing, and magnetic particle testing, while effective, are often limited to scheduled maintenance windows due to labor and time constraints, making continuous and efficient monitoring impossible.

[0003] In recent years, acoustic emission technology has demonstrated significant potential in rail damage detection due to its non-contact and highly sensitive nature. By capturing the acoustic signals released by changes in internal material stress, acoustic emission sensors can promptly detect and locate potential damage in the track. However, acoustic emission occurs when external stress reaches a certain threshold. The generation of acoustic emission signals cannot be manually controlled, and the amplitude is relatively low. Electromagnetic acoustic emission technology, which actively stimulates acoustic emission in materials through external excitation, can controllably generate higher-amplitude acoustic emission signals. This represents a promising development direction for acoustic emission technology in the field of damage detection.

[0004] Existing applications of acoustic emission technology for track damage detection primarily rely on fixed trackside acoustic emission sensors. However, this is limited by the limited detection range of static acoustic emission sensors, which undoubtedly restricts the comprehensiveness and timeliness of track monitoring. In contrast, vehicle-mounted acoustic emission detection technology, with its ability to monitor damage in real time, offers broader application prospects.

[0005] However, installing acoustic emission sensors on train platforms for onboard testing presents numerous challenges. Vehicle vibration, speed fluctuations, varying track conditions, and interference from external noise all hinder the application of onboard acoustic emission technology in track damage detection. Further in-depth research on onboard acoustic emission technology is urgently needed, but existing experimental systems lack a stable and reliable experimental environment and cannot adequately simulate the track conditions experienced by actual trains. Utility Model Content

[0006] In order to overcome the deficiencies of the above-mentioned background technology, the present invention provides a track damage detection experimental system based on vehicle-mounted acoustic emission technology, which can simulate the load conditions of the track when a train passes through the track, and provide a necessary and good experimental environment for vehicle-mounted acoustic emission detection technology.

[0007] The technical solution adopted by this utility model is:

[0008] A track damage detection experimental system based on vehicle-mounted acoustic emission technology includes a rail base, a running bracket and a rolling wheel set; the rail base is laid on the ground, the running bracket is rotatably mounted on the rail base, and the rolling wheel set is mounted on the running bracket. The running bracket cooperates with the rail base to guide the rolling wheel set to move to simulate a real train operating environment. Different rail cracks are prefabricated on the rails of the rail base, and the rolling wheel set can collect information.

[0009] Compared with the prior art, the present invention has the following beneficial effects:

[0010] 1. The rail base of this utility model provides the necessary mechanical support for the entire system. The rails on the rail base can be prefabricated with various damages, providing richer experimental data. The running bracket cooperates with the rail base to guide the rollers to roll on the rails. The pressure between the wheel and rail is adjusted by an external hydraulic press, simulating the wheel-rail state of a real train. The rolling wheels on the rails generate acoustic emissions. The acoustic emission signals collected by the acoustic emission sensor are transmitted to the acoustic emission acquisition system via a conductive slip ring, and the roller rolling state is recorded by a rotary encoder, providing the necessary prior knowledge for vehicle-mounted acoustic emission experiments. This enables stable and reliable experimental research on vehicle-mounted acoustic emission technology in a laboratory environment.

[0011] 2. The utility model can adjust the pressure between the wheel and rail through an external hydraulic press, simulate the wheel-rail coupling pressure of a real train, and provide an experimental environment for vehicle-mounted acoustic emission technology under different wheel-rail coupling conditions.

[0012] 3. The utility model can obtain an acoustic emission signal with a higher controllable signal-to-noise ratio through an adjustable probe bracket and an external electromagnetic excitation probe through electromagnetic acoustic emission technology, providing a guarantee for experimental research on vehicle-mounted electromagnetic acoustic emission technology.

[0013] 4. The utility model can simulate various crack damages that may appear on the actual running track of the train through the prefabricated damages on the rails, providing better and more experimental samples for the research of vehicle-mounted acoustic emission technology.

[0014] 5. The present invention can obtain the rolling angle of the roller on the rail in real time through the angle sensor installed on the rolling wheel group, and then obtain the position information of the roller. Combined with the pre-determined damage location, it can be determined whether the acoustic emission signal is a damage signal, providing the necessary prior information for experimental research on vehicle-mounted acoustic emission technology.

[0015] 6. The utility model can collect the acoustic emission signals generated on the rails by installing an acoustic emission sensor on the roller in the rolling wheel group. The acoustic emission sensor is connected to the acoustic emission signal collection system through a conductive slip ring to overcome the interference of the roller rotation on the acoustic emission signal transmission, thereby realizing the collection and transmission of vehicle-mounted acoustic emission signals and providing reliable hardware support for experimental research on vehicle-mounted acoustic emission technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0017] Figure 2 This is a schematic diagram of the rail base structure of the utility model;

[0018] Figure 3 This is a schematic diagram of the running bracket structure of the utility model;

[0019] Figure 4 This is a schematic structural diagram of the rolling wheel set of the utility model;

[0020] Figure 5 This is a schematic diagram of the connection structure of the support shaft portion of the utility model;

[0021] Figure 6 This is a schematic diagram of the installation of the acoustic emission sensor of the utility model;

[0022] Wherein: 1. Rail base; 101. Table; 102. Linear guide; 103. Rail pressure plate; 104. Limit column; 105. Rail; 106. Pressure sensor; 107. Sensor pad;

[0023] 2. Running bracket; 201. Guide column; 202. Guide column fixing plate; 203. Slider; 204. Transition pad; 205. Pressure cylinder; 206. Moving frame;

[0024] 3. Rolling wheel assembly; 301. Rotary encoder; 302. Conductive slip ring; 303. Rolling bearing; 304. Bearing seat; 305. Linear bearing; 306. Connecting plate; 307. Probe extension frame; 308. Connecting pad; 309. Probe bracket; 310. Bearing cover; 311. Support shaft; 312. Roller; 313. Acoustic emission sensor. DETAILED DESCRIPTION

[0025] In order to better understand the purpose, structure and function of the present invention, the present invention is described in further detail below with reference to the accompanying drawings.

[0026] like Figures 1 to 6As shown, the utility model provides a track damage detection experimental system based on vehicle-mounted acoustic emission technology, comprising a rail base 1, a running bracket 2 and a rolling wheel set 3; the running bracket 2 is rotatably mounted on the rail base 1, and the rolling wheel set 3 is mounted on the running bracket 2 and can reciprocate along the rail base 1.

[0027] The rail base 1 is laid on the ground to provide overall support for the experimental system. By prefabricating different rail cracks on the rails 105 of the rail base 1, more experimental samples are provided for the research of vehicle-mounted acoustic emission technology.

[0028] The rolling wheel group 3 is the main research object of the experimental system. By installing an acoustic emission sensor 313 on the roller 312 of the rolling wheel group 3 to collect acoustic emission signals, the real-time position information of the roller 312 is obtained through the rotary encoder 301, providing necessary prior information for the vehicle-mounted acoustic emission experiment. The probe bracket 309 in the rolling wheel group 3 can be used to carry an electromagnetic excitation probe to conduct experiments on vehicle-mounted electromagnetic acoustic emission technology.

[0029] The running bracket 2 is an important auxiliary mechanism. The slider 203 of the running bracket 2 cooperates with the linear guide 102 to guide the movement of the rolling wheel group 3 to simulate the real train operation environment. The pressure between the roller 312 and the rail 105 is adjusted by an external hydraulic press, providing different experimental conditions for the research of vehicle-mounted acoustic emission technology.

[0030] like Figure 1 、 Figure 2 As shown, the rail base 1 includes a table 101, a linear guide 102, a rail pressure plate 103, a limit column 104, a rail 105, a pressure sensor 106 and a sensor pad 107; the table 101 is placed on the ground, and the table 101 is provided with bolt holes connected to the ground bolts to provide fixation and support for the entire experimental system. The rail 105 is placed in the center above the table 101 and is fixed by ten rail pressure plates 103. One end of the rail 105 is bolted to the sensor pad 107 and the pressure sensor 106. The pressure sensor 106 is parallel to the upper surface of the rail 105 through the sensor pad 107, which is convenient for the subsequent measurement and adjustment of the pressure between the wheel and rail. Two linear guides 102 parallel to the rail 105 are symmetrically placed on the left and right sides of the rail 105. The linear guide 102 is fixed to the table 101 with bolts.

[0031] Each linear guide rail 102 is provided with a limit column 104 at both ends and is connected by bolts. The two linear guide rails 102 and the four limit columns 104 are all installed on the table 101. The limit columns 104 limit the movement of the rolling wheel group 3 to ensure the stability and safety of the experimental system.

[0032] like Figure 1 、 Figure 3As shown, the running support 2 includes a guide column 201, a guide column fixing plate 202, a slider 203, a transition pad 204, a pressure cylinder 205 and a moving frame 206.

[0033] The four sliders 203 are slidably matched with the two linear guide rails 102. The four sliders 203 are connected to the mobile frame 206 through the transition pads 204. The mobile frame 206 is a box-shaped metal part. Through the cooperation of the sliders 203 and the linear guide rails 102, it can move linearly along the placement direction of the rails 105.

[0034] The pressure cylinder 205 is vertically bolted to the inner bottom surface of the top plate of the mobile frame 206. The lower end of the pressure cylinder 205 is connected to the rolling wheel assembly 3. The state of the pressure cylinder 205 is adjusted by an external hydraulic press. The rolling wheel assembly 3 is further pressurized or depressurized via the connecting plate 306 to adjust the pressure between the wheel and the rail. The two guide post fixing plates 202 are arranged on both sides of the pressure cylinder 205 and are slidably mounted inside the mobile frame 206. At least one guide post 201 is installed between the guide post fixing plate 202 and the top plate of the mobile frame 206. Multiple guide posts 201 are evenly distributed around the pressure cylinder 205.

[0035] like Figure 1 、 Figure 4 、 Figure 5 and Figure 6 As shown, the rolling wheel assembly 3 includes a rotary encoder 301, a conductive slip ring 302, a bearing seat 304, a linear bearing 305, a connecting plate 306, a probe extension frame 307, a connecting pad 308, a probe bracket 309, a support shaft 311, a roller 312 and an acoustic emission sensor 313;

[0036] The rolling wheel group 3 is connected to the pressure cylinder 205 of the running bracket 2 through the connecting plate 306. The pressure between the wheel and rail is adjusted by transmitting the pressure of the pressure cylinder 205. The left and right ends of the connecting plate 306 are respectively connected to a bearing seat 304 by bolts. The bearing seat 304 is a "T"-shaped metal part.

[0037] A linear bearing 305 is installed above each bearing seat 304. Through the cooperation between the linear bearing 305 and the guide column 201 of the running bracket 2, the rolling wheel group 3 can move up and down along the direction of the guide column 201. The pressure between the wheel and rail is stably and reliably adjusted by the pressure cylinder 205. A rolling bearing 303 is installed below each bearing seat 304 and is dustproofed by a bearing cover 310.

[0038] The support shaft 311 cooperates with two rolling bearings 303. The axial direction of the support shaft 311 is left and right. A roller 312 is installed in the middle section of the support shaft 311. The roller 312 is placed above the rail 105. A conductive slip ring 302 and a rotating sleeve inside the rotary encoder 301 are installed at one end of the support shaft 311. The rotary encoder 301 is a sleeve-type rotary encoder. The outer side of the rotary encoder 301 is fixed to the surface of the bearing seat 304, and an external single-chip controller is connected to obtain the movement angle and position of the roller 312 in real time. A probe extension bracket 307 is installed on the front side of the bearing seat 304. The probe extension bracket 307 is connected to the probe bracket 309 through a connecting pad 308. The position of the probe bracket 309 can be changed by adjusting the size of the connecting pad 308. The probe bracket 309 is used to install an external electromagnetic excitation probe for experimental research on vehicle-mounted electromagnetic acoustic emission technology damage detection. At the same time, the lift-off distance of the electromagnetic excitation probe from the rail surface can be changed by adjusting the probe bracket 309 up and down, allowing experimental research on various electromagnetic excitation conditions. The wheel surface of the roller 312 is equipped with an acoustic emission sensor 313 for experimental research on vehicle-mounted acoustic emission technology. When the roller 312 rolls on the rail 105, the acoustic emission sensor 313 transmits the acoustic emission signal smoothly and efficiently to the external acoustic emission signal collection equipment through the conductive slip ring 302.

[0039] The rail base 1 provides the necessary mechanical support for the experimental system, and guides the rolling wheel group 3 to move along the rail 105 through the cooperation between the slider 203 in the running bracket 2 and the linear guide 102 in the rail base 1. The roller 312 rolls on the rail 105 to simulate the actual train operation process and generate an acoustic emission signal. The electromagnetic excitation probe can be connected to the probe bracket 309 to generate an electromagnetic acoustic emission signal, which is collected by the acoustic emission sensor 313 installed on the roller 312. The acoustic emission sensor 313 transmits the acoustic emission signal to the acoustic emission acquisition system through the conductive slip ring 302.

[0040] Various damages can be prefabricated on the rail 105 to simulate various crack damages that may occur on the actual train running track, providing better and more experimental samples for the research of vehicle-borne acoustic emission technology.

[0041] The pressure of the pressure cylinder 205 is adjusted by an external hydraulic press. By cooperating with the connecting plate 306 in the rolling wheel group 3 and the guide column 201 and the linear bearing 305, the pressure between the roller 312 and the rail 105 is changed. This simulates the wheel-rail coupling relationship of a real train and provides an experimental environment for vehicle-mounted acoustic emission technology under different wheel-rail coupling conditions.

[0042] By using the adjustable probe bracket 309 and connecting an external electromagnetic excitation probe, an acoustic emission signal with a higher controllable signal-to-noise ratio is obtained through electromagnetic acoustic emission technology, providing a guarantee for experimental research on vehicle-mounted electromagnetic acoustic emission technology.

[0043] Through an external single-chip microcomputer controller, the rotary encoder 301 is controlled to obtain the rolling angle of the roller on the rail in real time, and then the position information of the roller is obtained. Combined with the pre-determined damage position, it is determined whether the acoustic emission signal is a damage signal, providing necessary prior information for the experimental research of vehicle-mounted acoustic emission technology.

[0044] By installing an acoustic emission sensor 313 on the roller 312 in the rolling wheel group 3, the acoustic emission signal generated on the rail 105 is collected. The acoustic emission sensor 313 is connected to the acoustic emission signal collection system through the conductive slip ring 302, thereby overcoming the interference of the rotation of the roller 312 on the transmission of the acoustic emission signal, realizing the collection and transmission of vehicle-mounted acoustic emission signals, and providing reliable hardware support for the experimental research of vehicle-mounted acoustic emission technology.

[0045] The following is a detailed description of the workflow of the present invention, based on a multi-sensor fusion experiment of a vehicle-mounted electromagnetic acoustic emission technology. Two different types of damage have been prefabricated on the rail 105:

[0046] Step 1: First, in order to address the problem that vehicle-mounted acoustic emission technology is more susceptible to wheel-rail rolling noise, a multi-sensor fusion experiment is conducted to enhance the acoustic emission signal through the complementary information of multiple sensors. For this experimental study, a special acoustic emission coupling agent is applied to the roller 312 in the rolling wheel group 3 at intervals of 120°, and three acoustic emission sensors 313 are symmetrically installed. A special magnetic sensor fixture is installed on each of the three acoustic emission sensors 313 to ensure that the contact between the acoustic emission sensor 313 and the roller 312 is stable and reliable when the roller 312 moves. Then, the acoustic emission sensor 313 is connected to the conductive slip ring 302 through a shielded coaxial cable, and the output end of the conductive slip ring 302 is connected to the acoustic emission signal Acquisition system, and configure and initialize the acoustic emission signal acquisition system; secondly, in order to improve the amplitude of the acoustic emission signal and actively obtain the acoustic emission signal, research on vehicle-mounted electromagnetic acoustic emission technology is carried out, an electromagnetic excitation probe is installed on the probe bracket 309, and the electromagnetic excitation probe is connected to the external excitation source. By adjusting the relative positions of the probe extension bracket 307, the connecting pad 308 and the probe bracket 309, the electromagnetic excitation probe is placed in front of the roller 312 and directly above the rail 105, and the probe bracket 309 is adjusted to make the distance between the electromagnetic excitation probe and the upper surface of the rail 105, and obtain a suitable lifting distance. Under the premise of ensuring that the electromagnetic excitation probe does not scratch the rail 105, the lifting distance is reduced as much as possible to increase the electromagnetic excitation intensity.

[0047] Step 2: By prefabricating two different types of damage on the rail 105, acoustic emission signals of different rail damages and acoustic emission signals of structurally healthy rails are obtained, and research on the application of vehicle-mounted acoustic emission technology in the field of rail detection is carried out. In order to distinguish the three acoustic emission sensor signals collected by the acoustic emission signal acquisition system, damage acoustic emission signals and healthy acoustic emission signals are obtained. The rotary encoder is controlled by the single-chip microcomputer controller to measure the rolling angle of the roller 312, and the position information of the roller 312 is calculated by the single-chip microcomputer controller. The positions of the two different types of damage prefabricated on the rail 105 are then compared to distinguish the damage acoustic emission signals from the healthy acoustic emission signals, and further research on the application of vehicle-mounted acoustic emission technology in the field of rail detection is carried out.

[0048] Step 3: Through the cooperation of the slider 203 in the running bracket 2 and the linear guide 102 in the rail base 1, the roller 312 in the rolling wheel group 3 is guided to roll on the rail 105 to simulate the movement between the wheel and rail when the real train is running. In order to better restore the pressure between the wheel and rail when the real train is running, the pressure of the pressure cylinder 205 in the running bracket 2 is adjusted by an external hydraulic press, and the pressure of the pressure cylinder 205 is transmitted to the roller 312 through the connecting plate 306 connected to the pressure cylinder 205 in the rolling wheel group 3, thereby adjusting the pressure between the wheel and rail. The pressure sensor 106 is adjusted by the sensor pad 107 , the upper surface is level with the upper surface of the rail 105, making it easy to move the roller 312 to the pressure sensor 106 in the rail base 1 through the running bracket 2, and then read the current pressure of the roller 312 through the digital display on the pressure sensor 106 to complete the measurement of the wheel-rail pressure. The pressure of the roller 312 is adjusted by adjusting the pressure control valve of the external hydraulic press so that the reading of the pressure sensor 106 reaches the predetermined pressure, completing the setting of the wheel-rail pressure for the vehicle-mounted acoustic emission experiment. By adjusting the wheel-rail pressure, a variety of different wheel-rail pressures are provided, enriching the experimental data of the vehicle-mounted acoustic emission technology.

[0049] Step 4: After completing the installation of the acoustic emission sensor 313, the connection of the acoustic emission signal acquisition system, the installation of the electromagnetic excitation probe, the connection of the rotary encoder 301, and the setting of the wheel-rail pressure, the experimental preparation work of the track damage detection experimental system based on vehicle-mounted acoustic emission technology of the present invention has been completed. The present invention can be used to conduct track damage detection experiments using vehicle-mounted acoustic emission technology and conduct research on vehicle-mounted acoustic emission technology. First, through the cooperation of the slider 203 and the linear guide 102, the roller 312 is guided to move to one end of the rail 105, and the rotary encoder 301 is reset to zero and the single-chip controller is turned on to record the rolling angle. The acoustic emission signal acquisition system is turned on to start signal acquisition, and the electromagnetic excitation source is turned on to start the electromagnetic excitation probe. Finally, the running bracket 2 is pushed to make the roller 312 start rolling on the rail 105 with a predetermined contact pressure. The roller 312 rolls over two different prefabricated damages on the rail 105 in turn and stops rolling when it rolls to the other end of the rail 105. The acoustic emission signal collected by the acoustic emission signal acquisition system is saved, and the angle change of the roller 312 during the rolling process recorded by the single-chip controller is saved. The electromagnetic excitation source and the external hydraulic press are turned off to complete the multi-sensor fusion experiment of the vehicle-mounted electromagnetic acoustic emission technology. The obtained acoustic emission data and angle change data are used for the research of vehicle-mounted acoustic emission detection technology.

[0050] The above steps are only the operating steps of a multi-sensor fusion experiment of a vehicle-mounted electromagnetic acoustic emission technology based on the present invention. By adjusting the pressure between the wheel and rail, adjusting the electromagnetic excitation probe, selecting different installation methods and models of the acoustic emission sensor 313, and treating the rail 105 on the rail base 1 differently, the present invention can simulate train operation conditions in various different situations, providing a rich, safe and reliable experimental environment for the research of vehicle-mounted acoustic emission detection technology, so that vehicle-mounted acoustic emission detection technology can be efficiently studied theoretically and verified experimentally in a laboratory environment.

[0051] It is understood that the present invention is described by way of certain embodiments, and those skilled in the art will appreciate that various changes or equivalent substitutions may be made to these features and embodiments without departing from the spirit and scope of the present invention. Furthermore, under the guidance of the present invention, these features and embodiments may be modified to suit specific circumstances and materials without departing from the spirit and scope of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are intended to be protected by the present invention.

Claims

1. A track damage detection experimental system based on vehicle-mounted acoustic emission technology, characterized by: The invention comprises a rail base (1), a running bracket (2) and a rolling wheel group (3); the rail base (1) is laid on the ground, the running bracket (2) is rotatably mounted on the rail base (1), the rolling wheel group (3) is mounted on the running bracket (2), the running bracket (2) cooperates with the rail base (1) to guide the rolling wheel group (3) to move to simulate a real train running environment, different rail cracks are prefabricated on the rails (105) of the rail base (1), and the rolling wheel group (3) can collect information.

2. The track damage detection experimental system based on vehicle-mounted acoustic emission technology according to claim 1 is characterized by: The rail base (1) comprises a platform (101), a linear guide rail (102), a rail pressure plate (103), a limiting column (104), a rail (105), a pressure sensor (106) and a sensor pad (107); the platform (101) is placed on the ground, the rail (105) is fixed parallel to the upper surface of the platform (101), a pressure sensor (106) is placed at one end of the rail (105), two linear guide rails (102) parallel to the rail (105) are symmetrically placed on the left and right sides of the rail (105), and limiting columns (104) are provided at both ends of each linear guide rail (102), and the two linear guide rails (102) and the four limiting columns (104) are all mounted on the platform (101).

3. The track damage detection experimental system based on vehicle-mounted acoustic emission technology according to claim 2 is characterized by: The steel rail (105) is fixed on the platform (101) via a steel rail pressing plate (103).

4. The track damage detection experimental system based on vehicle-mounted acoustic emission technology according to claim 2 is characterized by: A sensor pad (107) is provided below the pressure sensor (106), and the pressure sensor (106) is made parallel to the upper surface of the rail (105) through the sensor pad (107). The sensor pad (107) is fixed on one end surface of the rail (105).

5. The track damage detection experimental system based on vehicle-mounted acoustic emission technology according to claim 2 is characterized by: The running bracket (2) comprises a guide column (201), a guide column fixing plate (202), a slider (203), a pressure oil cylinder (205) and a mobile frame (206); four sliders (203) are slidably matched with two linear guide rails (102), and the four sliders (203) are connected to the mobile frame (206); the pressure oil cylinder (205) is vertically fixed on the inner bottom surface of the top plate of the mobile frame (206); the lower end of the pressure oil cylinder (205) is connected to the rolling wheel group (3); the two guide column fixing plates (202) are arranged on both sides of the pressure oil cylinder (205) and slidably installed inside the mobile frame (206); at least one guide column (201) is installed between the guide column fixing plate (202) and the top plate of the mobile frame (206); and a plurality of guide columns (201) are evenly distributed around the pressure oil cylinder (205).

6. The track damage detection experimental system based on vehicle-mounted acoustic emission technology according to claim 5 is characterized by: The four sliders (203) are connected to the movable frame (206) via transition blocks (204).

7. The track damage detection experimental system based on vehicle-mounted acoustic emission technology according to claim 1 is characterized by: The rolling wheel group (3) includes a rotary encoder (301), a conductive slip ring (302), a bearing seat (304), a linear bearing (305), a connecting plate (306), a probe extension frame (307), a connecting pad (308), a probe bracket (309), a support shaft (311), a roller (312) and an acoustic emission sensor (313); the rolling wheel group (3) is connected to the pressure cylinder (205) of the running bracket (2) through the connecting plate (306), and the left and right ends of the connecting plate (306) are respectively connected to a bearing seat (304), and a linear bearing (305) is installed above each bearing seat (304), and the linear bearing (305) cooperates with the guide column (201) of the running bracket (2), and the roller (312) is placed on the rail (105). The invention relates to a method for producing a rotary encoder for rotating axles and a rotary encoder for rotating axles. The method comprises the following steps: a) a first rotating shaft (302) and a second rotating shaft sleeve (301) installed on the upper side of the bearing seat (304); b) a second rotating shaft sleeve (302) and a second rotating shaft sleeve (301) installed on the lower side of the bearing seat (304); c) a second rotating shaft sleeve (301) and a second rotating shaft sleeve (301) installed on the upper side of the bearing seat (304); and e) a second rotating shaft sleeve (302) and a second rotating shaft sleeve (301) installed on the lower side of the bearing seat (304); and f) a second rotating shaft sleeve (302) and a second rotating shaft sleeve (301) installed on the upper ...

8. The track damage detection experimental system based on vehicle-mounted acoustic emission technology according to claim 7 is characterized by: A rolling bearing (303) is installed under each bearing seat (304) and is dustproofed by a bearing cover (310). The support shaft (311) cooperates with the two rolling bearings (303), and a roller (312) is installed in the middle of the support shaft (311).

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