Wheel wear monitoring device based on visual inspection

Abstract

The utility model discloses a wheel wear monitoring device based on visual inspection, which belongs to the technical field of wheel detection and comprises four sets of image acquisition units arranged in pairs along two sides of a railway track, each image acquisition unit comprises a sensor module, a linear structure light module linked with the sensor module and an image acquisition module, the sensor module is arranged at the bottom of the track, the linear structure light module and the image acquisition module are arranged on the outer side of the track, and vibration reduction structures are arranged at the bottoms of the linear structure light module and the image acquisition module respectively. Four sets of image acquisition unit sensor modules are symmetrically arranged on the two sides of a track and can sense arrival of a train and send starting signals to a line structure light module and the image acquisition modules, the line structure light module irradiates line structure light to a wheel tread, and the four image acquisition modules acquire images of different parts of the wheel tread. Detection of the whole circumference of the wheel is completed; the influence of wheel rail impact vibration on the detection result is reduced through the vibration reduction structure, and the image data efficiency and the measurement precision are improved.

Description

Technical Field

[0001] This utility model belongs to the field of wheel detection technology, and specifically relates to a wheel wear monitoring device based on visual detection. Background Technology

[0002] In recent years, my country's heavy-haul railway transportation has achieved leapfrog development, with train speeds continuously increasing, headway shortening, and freight capacity growing daily. When trains speed along high-speed tracks, the wheelsets bear the impact of multiple mechanical forces from the car body and the track surface, easily leading to irreversible wear on the wheelset treads. When wear reaches a certain level, the wheelset's guiding and load-bearing capacity is severely reduced, making it highly susceptible to derailments and other accidents when passing curves or encountering sudden situations, seriously threatening the lives and property of passengers.

[0003] Traditional train wheel inspection procedures are complex, relying mainly on manual labor for inspection, recording, and report generation, which is prone to errors and inefficiency. Traditional manual inspection methods use calipers, employing a combination of micrometers and vernier calipers. While achieving a measurement accuracy of 0.2mm, the need for manual reading leads to low efficiency and susceptibility to subjective errors. Furthermore, the inspection requires clamping the wheelset tread, resulting in offline inspection and dependence on operator skill. Therefore, automatic monitoring technologies are increasingly being used. Among these, vision-based wheel tread image monitoring devices are relatively advanced, but some shortcomings still remain.

[0004] Currently, wheelset inspection technologies both domestically and internationally are mainly divided into two major systems: vehicle-mounted and trackside. Vehicle-mounted tread inspection can only monitor a single train, requiring the installation of monitoring devices in each carriage, resulting in extremely high monitoring costs, and the system reliability is significantly affected by the operating environment. Trackside tread inspection is highly susceptible to the impact and vibration of wheel-rail systems, has a high failure rate in image data acquisition, and its measurement accuracy is severely limited by environmental factors. Utility Model Content

[0005] To address the above problems, this invention provides a wheel wear monitoring device based on visual inspection.

[0006] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0007] A vision-based wheel wear monitoring device includes two sets of monitoring components arranged along both sides of a railway track. Each set of monitoring components includes four image acquisition units. The image acquisition units on both sides of the track are symmetrically arranged and are used to detect the tread of the train wheels from both front and rear directions. The image acquisition units of the four sets of monitoring components are all connected to a main control unit.

[0008] The image acquisition unit includes a line structured light module, an image acquisition module, and a sensor module. The line structured light module is used to illuminate the wheel tread with line structured light. The image acquisition modules of the four image acquisition units are used to acquire images of different parts of the wheel tread. The sensor module is located at the bottom of the track and is used to sense the arrival of the train. The line structured light module and the image acquisition module are located on the outside of the track and are electrically connected to the sensor module. The bottom of the line structured light module and the image acquisition module are respectively provided with vibration damping structures.

[0009] Furthermore, the vibration damping structure includes a longitudinal vibration damping structure and a transverse vibration damping structure. The line structured light module is mounted on a support base at the bottom of the longitudinal vibration damping structure. The support base of the longitudinal vibration damping structure is connected to a support plate via a bracket. The transverse vibration damping structure is mounted on the top of the longitudinal vibration damping structure. The line structured light module and the image acquisition module are respectively connected to the transverse vibration damping structure.

[0010] Furthermore, the longitudinal vibration damping structure includes an inverted Y-shaped support base, a top plate, two first side rods, and two second side rods. The two first side rods are parallel to the two second side rods. The upper ends of the two first side rods and the two second side rods are rotatably connected to the upper and lower ends of the top plate on both sides, respectively. The lower ends of the two first side rods are rotatably connected to the ends of the first support plate of the support base on both sides. The lower ends of the two second side rods are rotatably connected to the middle junction of the support base on both sides. The lower end of the second support plate of the support base is rotatably connected to the support base. The middle part of the third support plate of the support base is connected to the lower end of the longitudinal vibration damper. The upper end of the longitudinal vibration damper is rotatably connected to the middle part of the connecting rod between the two first side rods.

[0011] Furthermore, the lateral vibration damping structure includes lateral vibration dampers, a fixed block, and a fixed rod. There are two lateral vibration dampers, symmetrically arranged on both sides of the fixed block. The upper end of the lateral vibration damper is rotatably connected to the upper ends of both sides of the fixed block, and the lower end of the lateral vibration damper is rotatably connected to the lower ends of both sides of the fixed block through the fixed rod. The fixed block is set on the top plate, and a double-ear seat is provided in the middle of the fixed block. The mounting plate of the image acquisition module is rotatably connected to the double-ear seat through a damping shaft, and the lower end of the line structured light module is rotatably connected to the double-ear seat through a damping shaft.

[0012] Furthermore, both the longitudinal and lateral vibration dampers are hydraulic spring vibration dampers.

[0013] Furthermore, the sensor module includes a proximity sensor and a magnetic sensor that can be linked with the image acquisition module. The proximity sensor is located on the outer bottom edge of the track to detect the approach of the train; the magnetic sensor is located on the inner side of the track and is connected to the bottom edge of the track via a mounting bracket.

[0014] Furthermore, the line structured light module is a laser capable of emitting line structured light beams.

[0015] Furthermore, the image acquisition module is an industrial area scan camera.

[0016] Furthermore, the line structured light module is tilted towards the wheel at an elevation angle of 45°, and the line structured light modules of the two sets of monitoring components arranged front and back along the same side of the track face each other, so as to illuminate the front and back sides of the wheel tread respectively; the image acquisition module is set close to the outer side of the track, so as to acquire images of the wheel tread.

[0017] The technological advancements achieved by this invention compared to existing technologies are as follows:

[0018] This invention utilizes four symmetrically arranged image acquisition units on both sides of the track to detect the treads of train wheels from both front and rear directions. The sensor module detects the approaching train and sends a start signal to the structured light module and image acquisition module. The structured light module illuminates the wheel treads with structured light, and the four image acquisition modules capture images of different parts of the wheel treads, completing the full circumference detection of the wheel. Simultaneously, the structured light module and image acquisition module employ vibration damping structures during the detection process to reduce the impact of wheel-rail impact vibration on the detection results, improving image data efficiency and thus measurement accuracy. This invention uses image acquisition units to detect wheel tread damage and transmits the detection data to the main control unit in the central control room, facilitating data analysis and timely intervention by technicians to ensure train operation safety. Attached Figure Description

[0019] The accompanying drawings are provided to further understand the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention and do not constitute a limitation thereof.

[0020] In the attached diagram:

[0021] Figure 1 A schematic diagram illustrating the application status of a vision-based wheel wear monitoring device provided in an embodiment of this utility model;

[0022] Figure 2 for Figure 1 The main view in direction A;

[0023] Figure 3 This is a schematic diagram showing the connection between the image acquisition module and the vibration reduction structure in an embodiment of this utility model;

[0024] Figure 4 The middle part is a schematic diagram of the connection between the linear structure optical module and the vibration reduction structure in this embodiment of the present invention;

[0025] Figure 5 for Figure 3 A schematic diagram of the transverse vibration damping structure in the B direction;

[0026] Figure 6 This is a schematic diagram showing the projection positions of different linear structure optical modules in this utility model;

[0027] Figure 7 This is a schematic diagram of the wheel tread area captured by a single industrial area scan camera in this utility model.

[0028] In the picture:

[0029] 100-track, 101-wheel; 200-detection assembly; 300-longitudinal vibration damping structure; 400-lateral vibration damping structure;

[0030] 1-Line structured light module; 2-Image acquisition module; 3-Sensor module; 31-Proximity sensor; 32-Magnetic sensor; 4-Support; 5-Support base; 6-Top plate; 7-First side rod; 8-Second side rod; 9-Longitudinal vibration damper; 10-Connecting rod; 11-Transverse vibration damper; 12-Fixing block; 13-Fixing rod; 14-Mounting plate; 15-Double ear seat; 16-Mounting base; 17-Support plate; 18-Sleeper. Detailed Implementation

[0031] The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this utility model will be described below with reference to the accompanying drawings.

[0032] like Figure 1 , Figure 2 As shown in the figure, this utility model provides a vision-based wheel wear monitoring device, comprising four sets of monitoring components 200 arranged on both sides of a railway track 100. Each set of monitoring components 200 includes four image acquisition units, which are symmetrically arranged on both sides of the track 100 and used to detect the tread surfaces of the train wheels 101 from both front and rear directions. The image acquisition units of all four sets of monitoring components 200 are connected to a main control unit (not shown in the figure). By symmetrically arranging four sets of monitoring components on both sides of the track, the four image acquisition units of each set of monitoring components detect the circumference of the tread surfaces of the train wheels and transmit the detection data to the main control unit in the central control room. This facilitates data analysis by technicians, enabling timely measures to be taken to ensure train operation safety.

[0033] As a preferred structure, such as Figure 1As shown, the image acquisition unit includes a line structured light module 1, an image acquisition module 2, and a sensor module 3. The line structured light module 1 illuminates the wheel tread surface with line structured light, and the image acquisition modules 2 of the four image acquisition units acquire images of different parts of the wheel tread surface. The sensor module 3 is located at the bottom of the track 100 and is used to sense the arrival of the train. The line structured light module 1 and the image acquisition module 2 are located on the outside of the track 100 and are both electrically connected to the sensor module 3. The bottom of the line structured light module 1 and the image acquisition module 2 are respectively provided with vibration damping structures. The vibration damping structures reduce the impact of vibrations generated during train operation on the line structured light module 1 and the image acquisition module 2, ensuring that the light from the line structured light module 1 can accurately illuminate the tread surface and that the image acquisition module 2 can capture images stably, thereby improving detection accuracy and data accuracy.

[0034] In specific embodiments of this utility model, such as Figure 3 , 4 As shown, the vibration damping structure includes a longitudinal vibration damping structure 300 and a transverse vibration damping structure 400. The line structured light module 1 is mounted on a support base 5 at the bottom of the longitudinal vibration damping structure 300. The support base 5 of the longitudinal vibration damping structure 300 is connected to a support plate 17 on the outside of the track 100 via a support 4. In this embodiment, the support plate 17 is connected to the sleeper 18 at the bottom of the track. The transverse vibration damping structure is mounted on top of the longitudinal vibration damping structure. The line structured light module 1 and the image acquisition module 2 are respectively connected to the transverse vibration damping structure. The longitudinal vibration damping structure reduces the impact of longitudinal impact force, and the transverse vibration damping structure reduces the impact of transverse impact force, achieving a balanced effect between the line structured light module 1 and the image acquisition module 2.

[0035] In the specific production process, such as Figure 3 As shown, the longitudinal vibration damping structure 300 includes an inverted Y-shaped support base 5, a top plate 6, two first side rods 7, and two second side rods 8. The two first side rods 7 are parallel to the two second side rods 8. The upper ends of the two first side rods 7 and the two second side rods 8 are rotatably connected to the upper and lower ends of the top plate 6, respectively. The lower ends of the two first side rods 7 are rotatably connected to the ends of the first support plate of the support base 5, respectively. The lower ends of the two second side rods 8 are rotatably connected to the two sides of the junction at the middle of the support base 5. The lower end of the second support plate of the support base 5 is rotatably connected to the support 4 via a damping shaft. The middle of the third support plate of the support base 5 is connected to the lower end of the longitudinal vibration damper 9. The upper end of the longitudinal vibration damper 9 is rotatably connected to the middle of the connecting rod 10 between the two first side rods 7. The longitudinal vibration damper 10 is a hydraulic spring vibration damper. The parallelogram structure, consisting of a support base, a top plate, two first side rods, and a second side rod, ensures that the linear structure light module 1 or image acquisition module 2 at the top of the longitudinal damper can only move along the axial direction of the parallelogram during compression or rebound, thus avoiding lateral displacement.

[0036] like Figure 3 , 5 As shown, the lateral vibration damping structure 400 includes lateral vibration dampers 11, a fixing block 12, and a fixing rod 13. Two lateral vibration dampers 11 are symmetrically arranged on both sides of the fixing block 12. The upper ends of the lateral vibration dampers 11 are rotatably connected to the upper ends of both sides of the fixing block 12, and the lower ends of the lateral vibration dampers 11 are rotatably connected to the lower ends of both sides of the fixing block 12 via the fixing rod 13. The fixing block 12 is mounted on the top plate 6, and a double-ear seat 15 is provided in the middle of the fixing block 12. The mounting plate 14 of the image acquisition module 2 is rotatably connected to the double-ear seat 15 via a damping shaft, and the lower end of the line structured light module 1 is rotatably connected to the double-ear seat 15 via a damping shaft. The lateral vibration damper 12 is a hydraulic spring vibration damper. The lateral vibration damping structure described above can use the springs on both sides of the lateral vibration damper to offset the lateral vibration force and reduce the lateral impact. When deflecting to the left, the left spring applies a pushing force and the right spring applies a pulling force to ensure that the linear structured light module 1 and the image acquisition module 2 remain balanced.

[0037] The hydraulic spring dampers used in the aforementioned longitudinal and transverse damping structures achieve vibration reduction through the combined action of hydraulic damping and springs. This is existing technology and can be purchased externally as needed.

[0038] In specific embodiments of this utility model, such as Figure 4 As shown, the sensor module 3 includes a proximity sensor 31 and a magnetic sensor 32 that can be linked with the image acquisition module 2. The proximity sensor 31 is specifically a photoelectric proximity sensor and is fixed to the outer bottom edge of the track 100 through a connecting plate to detect the approach of the train. The magnetic sensor 32 is disposed on the inner side of the track 100 and is connected to the bottom edge of the track 100 through a mounting base 16.

[0039] exist Figure 1 In the illustrated embodiment, the line structured light module 1 is tilted towards the wheel at a 45° elevation angle. Two sets of monitoring components 200 with line structured light modules 1 arranged front-to-back along the same side of the track 100 face each other, illuminating the front and rear sides of the wheel tread 101 respectively. In this embodiment, the line structured light module 1 uses a laser capable of emitting line structured light beams, such as... Figure 6 As shown. Specifically, a single-line laser is used, capable of remaining on for 5 minutes to meet the high-speed capture requirements of the image acquisition module. This single-line laser operates at 12V, with a model number of LETO-C12-650-80mW-L1D1-30-225, and is designed for prolonged operation in harsh environments. Its optical specifications must meet the line width, line length, focal length, and other parameters required for train wheel tread inspection.

[0040] In this embodiment, the image acquisition module 2 is positioned adjacent to the outer side of the track. The image acquisition module 2 uses an industrial area scan camera, with its lens pointing vertically upwards. The diffused field of view of the lens is used to acquire images of the wheel tread surface above the track 100. Alternatively, the industrial area scan camera can be mounted on the side of the laser and tilted towards the wheel tread surface. The industrial area scan camera includes a camera body and a lens at its front end. The lens can adjust the field of view according to shooting needs. The camera body is mounted on top of a longitudinal vibration damping structure via a lateral vibration damping structure, ensuring stable operation in various harsh environments. The industrial area scan camera in this embodiment is existing technology. It utilizes MER2-503-23GM / CP camera driver software to adjust various camera parameters (exposure time, gain, white balance, etc.) to achieve camera settings, control, image acquisition, and processing functions to meet the needs of different shooting scenarios. Simultaneously, it allows real-time viewing of the shooting effect and transmission of image data via the GigE data interface.

[0041] In specific manufacturing, proximity sensor 31 is linked to a laser. When a train enters the working range of the proximity sensor and the magnetic sensor, the proximity sensor detects the approaching train and generates a trigger signal, which then sends a signal to the laser, activating the laser to illuminate the wheel tread. The magnetic sensor is linked to an industrial area scan camera. When magnetic sensor 32 detects the approaching train and generates a trigger signal, it then sends a signal to the industrial area scan camera, activating the camera to capture images of the wheel tread. Figure 6 As shown, the laser emits light at an elevation angle of 45 degrees, projecting the laser onto the wheel contour to form characteristic light stripes; an industrial area scan camera vertically upwards acquires high-speed data of the wheel tread at 170 frames per second. Each industrial area scan camera is responsible for 1 / 4 of the area, and the four cameras work together to monitor the entire wheel tread.

[0042] The application process of this utility model is as follows:

[0043] Four sets of monitoring components 200 are arranged at intervals along both sides of the track. These symmetrically arranged components can detect the tread surfaces of the train wheels 101 from both front and rear directions. Each set of monitoring components 200 has four image acquisition units, utilizing the collaborative operation of four industrial area array cameras and four lasers to achieve high-precision detection. The sensor module detects the train and generates a trigger signal, which, after processing, transmits a level signal to the industrial area array cameras and lasers of the four monitoring components 200, activating them and completing initial parameter configuration. Subsequently, the laser emits structured light onto the wheel tread surface, forming a profile line. By aligning the profile line arrays acquired by the four industrial area array cameras, a complete 3D image of the tread surface can be obtained. Figure 7As shown, the left image shows the working effect of a single industrial area scan camera, and the right image shows the collaborative effect of multiple industrial area scan cameras.

[0044] In summary, this invention boasts advantages such as simple and compact structure, low cost, ease of operation, and high detection accuracy. By arranging four sets of monitoring components at intervals on both sides of the track, and utilizing the coordinated operation of four lasers and four industrial area array cameras, it achieves continuous detection of different parts of the circumference of high-speed train wheels. The detection data is transmitted to the main control computer for image processing and analysis, facilitating technicians to identify tread defects and take timely measures to ensure train operation safety. This invention meets the requirements of visualization and dynamic monitoring, improves detection accuracy, and can meet the requirements for detecting wheel tread defects in harsh environments; simultaneously, it reduces manufacturing and operating costs.

[0045] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of the claims of this utility model.

Claims

1. A wheel wear monitoring device based on vision detection, characterized in that: The system includes two sets of monitoring components arranged along both sides of the railway track. Each set of monitoring components includes four image acquisition units. The image acquisition units on both sides of the track are symmetrically arranged and are used to detect the treads of the train wheels from both front and rear directions. The image acquisition units of the four sets of monitoring components are all connected to the main control unit. The image acquisition unit includes a line structured light module, an image acquisition module, and a sensor module. The line structured light module is used to illuminate the wheel tread with line structured light. The image acquisition modules of the four image acquisition units are used to acquire images of different parts of the wheel tread. The sensor module is located at the bottom of the track and is used to sense the arrival of the train. The line structured light module and the image acquisition module are located on the outside of the track and are electrically connected to the sensor module. The bottom of the line structured light module and the image acquisition module are respectively provided with vibration damping structures.

2. The wheel wear monitoring device based on vision detection according to claim 1, characterized in that: The vibration reduction structure includes a longitudinal vibration reduction structure and a transverse vibration reduction structure. The line structured light module is mounted on a support base at the bottom of the longitudinal vibration reduction structure. The support base of the longitudinal vibration reduction structure is connected to a support plate via a bracket. The transverse vibration reduction structure is mounted on the top of the longitudinal vibration reduction structure. The line structured light module and the image acquisition module are respectively connected to the transverse vibration reduction structure.

3. The wheel wear monitoring device based on vision detection according to claim 2, characterized in that: The longitudinal vibration damping structure includes an inverted Y-shaped support base, a top plate, two first side rods, and two second side rods. The two first side rods are parallel to the two second side rods. The upper ends of the two first side rods and the two second side rods are rotatably connected to the upper and lower ends of the top plate on both sides, respectively. The lower ends of the two first side rods are rotatably connected to the ends of the first support plate of the support base on both sides. The lower ends of the second support plate of the support base are rotatably connected to the support base. The middle part of the third support plate of the support base is connected to the lower end of the longitudinal vibration damper. The upper end of the longitudinal vibration damper is rotatably connected to the middle part of the connecting rod between the two first side rods.

4. The wheel wear monitoring device based on vision detection according to claim 3, characterized in that: The lateral vibration damping structure includes lateral vibration dampers, a fixed block, and a fixed rod. There are two lateral vibration dampers, symmetrically arranged on both sides of the fixed block. The upper end of the lateral vibration damper is rotatably connected to the upper ends of both sides of the fixed block. The lower end of the lateral vibration damper is rotatably connected to the lower ends of both sides of the fixed block through the fixed rod. The fixed block is set on the top plate. A double-ear seat is provided in the middle of the fixed block. The mounting plate of the image acquisition module is rotatably connected to the double-ear seat through a damping shaft. The lower end of the line structured light module is rotatably connected to the double-ear seat through a damping shaft.

5. A wheel wear monitoring device based on vision detection according to claim 4, characterized in that: Both the longitudinal and transverse vibration dampers are hydraulic spring vibration dampers.

6. The wheel wear monitoring device based on vision detection according to claim 1, characterized in that: The sensor module includes a proximity sensor and a magnetic sensor that can be linked with the image acquisition module. The proximity sensor is located on the outer bottom edge of the track to detect the approach of the train. The magnetic sensor is located on the inner side of the track and is connected to the bottom edge of the track via a mounting bracket.

7. A wheel wear monitoring device based on vision detection according to claim 1, characterized in that: The line structured optical module is a laser capable of emitting line structured beams.

8. A wheel wear monitoring device based on vision detection according to claim 1, characterized in that: The image acquisition module is an industrial area scan camera.

9. A wheel wear monitoring device based on vision detection according to any one of claims 1-8, characterized in that: The line structured light module is tilted towards the wheel at an elevation angle of 45°. The two sets of monitoring components arranged along the same side of the track have their line structured light modules facing each other, and are used to illuminate the front and rear sides of the wheel tread respectively. The image acquisition module acquires images of the wheel tread.

Images