A structural vibration response dynamic detection device suitable for a high-speed railway closed sound barrier

Abstract

The utility model provides a kind of structural vibration response dynamic detection device suitable for high-speed railway closed sound barrier, belong to railway infrastructure detection field;Detection device includes 3D scanning group, installation platform, industrial computer and pulse mileage trigger module;Industrial computer is electrically connected with 3D scanning group and pulse and mileage trigger module respectively by bus, pulse and mileage trigger module is electrically connected with 3D scanning group;3D scanning group is inductively attached in left side window glass inside above detection wheel pair place by electromagnetic chuck on installation platform.The utility model can carry out real-time, full section monitoring to closed sound barrier when train high-speed operation, compared with traditional static detection device, improve detection efficiency and accuracy.

Description

Technical Field

[0001] This utility model relates to a dynamic detection device for structural vibration response of enclosed sound barriers for high-speed railways, belonging to the field of railway technology, and particularly to the field of railway infrastructure detection technology. Background Technology

[0002] With the rapid development of high-speed railways, the noise impact of train operation on the surrounding environment and safety issues have attracted widespread attention. Sound barriers, as an important facility along high-speed railways, are mainly used to reduce the noise generated by trains during operation, thereby minimizing disturbance to residents along the line and improving the overall environmental friendliness of the railway. Especially in the high-speed railway environment, the aerodynamic effects, vibrations, and noise impacts generated when trains pass at high speeds are more significant. Therefore, the structural stability and long-term noise reduction performance of high-speed railway sound barriers have become key concerns in railway operation and maintenance.

[0003] Railway noise barriers are generally divided into enclosed noise barriers and vertical noise barriers. Compared to vertical noise barriers, enclosed noise barriers, with their fully or semi-enclosed design, offer more efficient noise reduction performance and are particularly suitable for scenarios with high environmental noise requirements, as well as sections where strict noise control measures are necessary. Enclosed noise barriers effectively isolate noise sources from the external environment through their structure, significantly reducing noise diffusion. Furthermore, due to the complex structural design of enclosed noise barriers, their structural maintenance and dynamic performance monitoring are more crucial.

[0004] Enclosed sound barriers are subjected to strong aerodynamic pressure and vibration when high-speed trains pass by, which may cause slight displacement, structural loosening, or localized damage. The structural response of sound barriers during high-speed train passage is complex, depending on factors such as material properties, installation location, and external weather conditions. Existing inspection methods mainly rely on periodic static inspections, which can detect some obvious damage or anomalies, but cannot reflect the true dynamic behavior of enclosed sound barriers when trains pass. Traditional inspection methods struggle to capture changes in displacement, vibration, and structural stress under dynamic conditions.

[0005] Therefore, with the continuous increase in train speed, the dynamic response monitoring of sound barriers has become an urgent problem to be solved in railway maintenance. Especially in the enclosed sound barriers of high-speed railways, due to their complex structure and high-speed operating environment, traditional static detection methods can no longer meet the actual needs. There is an urgent need for a device that can monitor the dynamic response of the sound barrier in real time when the train passes at high speed, so as to improve detection accuracy and safety. Utility Model Content

[0006] This invention provides a dynamic detection device for the structural vibration response of enclosed sound barriers for high-speed railways. It enables dynamic detection of enclosed sound barriers while trains are running at high speeds. By employing a multi-3D scanning group structure, 3D scanning technology is used to acquire three-dimensional information of the sound barrier at different locations and times, accurately capturing its dynamic response. Multiple 3D scanning groups installed in the detection vehicle scan different locations of the enclosed sound barrier in real time as the train passes. Each 3D scanning group is responsible for capturing the three-dimensional point cloud image of the sound barrier in its area. Through the collaborative work of multiple 3D scanning groups, a comprehensive 3D scan of the entire enclosed sound barrier is achieved. The collected 3D point cloud data is integrated using image stitching technology to form an overall three-dimensional model of the enclosed sound barrier. By deploying multiple sets of equipment, the transient response of the sound barrier at key moments when the train passes is captured. By scanning the dynamic state at these key moments, the dynamic response results of the sound barrier at different times are reflected, thereby analyzing the vibration, displacement, and other structural changes of the sound barrier when the train passes.

[0007] The above-mentioned objective of this utility model is achieved through the following technical solution:

[0008] A dynamic detection device for structural vibration response of enclosed sound barriers for high-speed railways is characterized by comprising a 3D scanning group, an installation platform, an industrial control computer, and a pulse mileage triggering module. The industrial control computer is electrically connected to the 3D scanning group and the pulse mileage triggering module via a bus, and the pulse mileage triggering module is electrically connected to the 3D scanning group. The 3D scanning group is installed on the inside of the left-side window glass above the wheelset of the test vehicle via an electromagnetic chuck on the installation platform. The installation platform includes support rods, a base plate, bolt fastening blocks, an electromagnetic chuck, a chuck connecting rod pressure block, a first module bracket, a second module bracket, and a third module bracket. The support rods are connected by bolt fastening blocks. The base plate is located below the overall frame of the installation platform and is connected to the support rods via bolt fastening blocks on both sides. The first module bracket, the second module bracket, and the third module bracket are fixed to the base plate by bolts, and the electromagnetic chuck and the chuck connecting rod pressure block are connected by threads. The chuck connecting rod pressure block and the support rods are connected by a bolt fastening block locking structure.

[0009] Preferably, there are four 3D scanning groups, namely a first 3D scanning group, a second 3D scanning group, a third 3D scanning group, and a fourth 3D scanning group.

[0010] Preferably, the 3D scanning group includes a first 3D scanning module, a second 3D scanning module, and a third 3D scanning module; the first 3D scanning module is installed on the lower side of the train, the second 3D scanning module is installed on the upper side of the train, and the third 3D scanning module is installed on the top of the train.

[0011] Preferably, the first 3D scanning module, the second 3D scanning module, and the third 3D scanning module are all composed of a 3D scanning camera and a laser, and are assembled into a complete module by tooling.

[0012] Preferably, the 3D scanning cameras and lasers in the first, second, and third 3D scanning modules each have independent signal transmission cables to output data, which are then extended and aggregated on the bus and connected to the industrial control computer for data transmission; at the same time, the industrial control computer is electrically connected to the pulse and mileage triggering module through the bus.

[0013] Preferably, the first 3D scanning group is attached to the inside of the left-side window glass above the wheel set of the first compartment of the inspection vehicle by an electromagnetic chuck on the mounting platform; the second 3D scanning group is attached to the inside of the left-side window glass above the wheel set of the third compartment of the inspection vehicle by an electromagnetic chuck on the mounting platform; the third 3D scanning group is attached to the inside of the left-side window glass above the wheel set of the seventh compartment of the inspection vehicle by an electromagnetic chuck on the mounting platform; and the fourth 3D scanning group is attached to the inside of the left-side window glass above the wheel set of the eighth compartment of the inspection vehicle by an electromagnetic chuck on the mounting platform.

[0014] Preferably, the pulse and mileage triggering module includes a pulse encoder and a pulse decoder. The pulse encoder is connected to the pulse decoder, and the pulse decoder is connected to the industrial control computer. The decoded pulse signal is transmitted to the industrial control computer to realize that the 3D scanning group performs synchronous sampling at equal intervals at appropriate times and locations.

[0015] Preferably, the pulse and mileage triggering module is connected to the first, second, third, and fourth 3D scanning groups, and coordinates with them to perform synchronous sampling at equal intervals. This enables the first, second, third, and fourth 3D scanning groups to work synchronously. The pulse signal is transmitted to the pulse decoder and decoded into usable data, which is then transmitted to the industrial control computer and each 3D scanning group to trigger the first, second, third, and fourth 3D scanning groups to collect data at appropriate times and locations.

[0016] Preferably, the 3D scanning camera is installed between the first module bracket and the second module bracket, and is provided with a slide rail to confine the 3D scanning camera between the first module bracket and the second module bracket, and the angle is adjusted by the slide rail. The laser is installed between the second module bracket and the third module bracket, and is provided with a slide rail to confine the laser between the second module bracket and the third module bracket, and the angle is adjusted by the slide rail.

[0017] The advantages of this utility model are:

[0018] This utility model relates to a dynamic detection device for the structural vibration response of enclosed sound barriers for high-speed railways. Through the coordinated work of multiple 3D scanning groups, it can capture the dynamic response of the enclosed sound barrier in real time when a train passes by at high speed, and monitor the dynamic performance of the sound barrier structure under the influence of train wind in the entire enclosed sound barrier section.

[0019] Compared with traditional static testing methods, this utility model's dynamic detection device for structural vibration response of enclosed sound barriers for high-speed railways can upgrade the monitoring of the sound barrier structure affected by train wind from partial sampling to full-section testing. Utilizing 3D scanning technology to acquire three-dimensional point cloud data, and through data stitching and processing modules, it can generate a complete three-dimensional model of the enclosed sound barrier, enabling precise detection of different areas of the sound barrier, avoiding data omissions or blind spots, and achieving comprehensive monitoring of the entire cross-section, greatly improving detection efficiency. Based on synchronous testing with the testing vehicle, it can simultaneously complete the sound barrier testing task during existing train operation testing plans, reducing interference with railway operations and the need for track maintenance windows. It also features automatic anomaly detection, capable of analyzing the vibration amplitude and displacement changes of the sound barrier in real time. When an anomaly is detected (such as excessive vibration or displacement exceeding a threshold), it will automatically trigger an alert, reminding relevant personnel to review and maintain the equipment.

[0020] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this does not imply any limitation on the scope of protection of the present invention. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of the dynamic detection device for structural vibration response of a closed sound barrier for high-speed railway, according to Embodiment 1 of this utility model.

[0022] Figure 2 This is a schematic diagram of the 3D scanning group in the dynamic detection device for structural vibration response of a closed sound barrier for high-speed railway, according to Embodiment 1 of this utility model.

[0023] Figure 3 This is a schematic diagram of the 3D module mounting platform in the dynamic detection device for structural vibration response of a closed sound barrier for high-speed railway, according to Embodiment 1 of this utility model.

[0024] Figure 4 This is a schematic diagram showing the arrangement of the 3D scanning group inside the vehicle in the dynamic detection device for structural vibration response of a high-speed railway enclosed sound barrier, which is applicable to Embodiment 1 of this utility model.

[0025] Figure 5This is a schematic diagram of the installation structure of each scanning module in the 3D scanning group of the dynamic detection device for structural vibration response of a high-speed railway enclosed sound barrier, which is an embodiment of the present invention.

[0026] Main component names:

[0027] 1. First 3D Scanning Group 1-1 First 3D Scanning Module

[0028] 1-1-1 High-resolution 3D scanning camera 1-1-2 Laser

[0029] 1-2 Second 3D Scanning Module; 1-3 Third 3D Scanning Module

[0030] 2 Second 3D Scan Group 3 Third 3D Scan Group

[0031] 4. Fourth 3D Scanning Group; 5. Industrial Control Computer

[0032] 6. Pulse and odometer trigger module 7-1 Electromagnetic chuck

[0033] 7-2 Bolt fastening block; 7-3 First module bracket

[0034] 7-4 Second Module Support 7-5 Third Module Support

[0035] 7-6 Supporting members; 7-7 Base plate

[0036] 7-8 suction cup connecting rod pressure block Detailed Implementation

[0037] Unless otherwise specified, the components used in the following embodiments are all conventional components available on the market in this field, their connections are all conventional connections, the software or programs used are conventional software or programs, or improvements based on conventional software or programs, and the detection methods are conventional detection methods or improvements based on conventional detection methods; the improvement of this utility model lies in the hardware.

[0038] Example 1

[0039] like Figure 1 The diagram shown is a structural schematic of the dynamic detection device for structural vibration response of a closed sound barrier for high-speed railways, according to Embodiment 1 of this utility model. Figure 2 The diagram shown is a structural schematic of the 3D scanning group in the dynamic detection device for structural vibration response of a high-speed railway enclosed sound barrier, according to Embodiment 1 of this utility model; Figure 3 The diagram shown is a structural schematic of the 3D module mounting platform in the dynamic detection device for structural vibration response of a high-speed railway enclosed sound barrier, according to Embodiment 1 of this utility model. Figure 4The diagram shows the arrangement of the 3D scanning group inside the vehicle in the dynamic detection device for structural vibration response of a high-speed railway enclosed sound barrier, according to Embodiment 1 of this utility model. Figure 5 The diagram shows the installation positions of each scanning module in the 3D scanning group of the dynamic detection device for structural vibration response of a high-speed railway enclosed sound barrier according to Embodiment 1 of this utility model. Specifically, 1 is the first 3D scanning group, 1-1 is the first 3D scanning module, 1-1-1 is a high-resolution 3D scanning camera, 1-1-2 is a laser, 1-2 is the second 3D scanning module, 1-3 is the third 3D scanning module, 2 is the second 3D scanning group, 3 is the third 3D scanning group, 4 is the fourth 3D scanning group, 5 is an industrial control computer, 6 is a pulse and mileage trigger module, 7-1 is an electromagnetic chuck, 7-2 is a bolt fastening block, 7-3 is the first module support, 7-4 is the second module support, 7-5 is the third module support, 7-6 is a support rod, 7-7 is a base plate, and 7-8 is a chuck connecting rod pressure block.

[0040] The dynamic detection device for structural vibration response of a closed sound barrier for high-speed railway in Embodiment 1 of this utility model includes a first 3D scanning group 1, a second 3D scanning group 2, a third 3D scanning group 3, a fourth 3D scanning group 4, an industrial control computer 5, and a pulse and mileage triggering module 6.

[0041] The industrial computer 5 is electrically connected to the first 3D scanning group 1, the second 3D scanning group 2, the third 3D scanning group 3, the fourth 3D scanning group 4 and the pulse and mileage trigger module 6 via a bus. The pulse and mileage trigger module 6 is electrically connected to the first 3D scanning group 1, the second 3D scanning group 2, the third 3D scanning group 3 and the fourth 3D scanning group 4.

[0042] The first 3D scanning group 1, the second 3D scanning group 2, the third 3D scanning group 3 and the fourth 3D scanning group 4 each include the first 3D scanning module 1-1, the second 3D scanning module 1-2 and the third 3D scanning module 1-3;

[0043] The first 3D scanning module 1-1, the second 3D scanning module 1-2, and the third 3D scanning module 1-3 are all composed of a high-resolution 3D scanning camera 1-1-1 and a laser 1-1-2, and are assembled into a complete module by tooling.

[0044] The high-resolution 3D scanning camera 1-1-1 and laser 1-1-2 in the first 3D scanning module 1-1, the second 3D scanning module 1-2, and the third 3D scanning module 1-3 all have independent signal transmission cables to output data. After being extended and aggregated on the bus, they are connected to the industrial control computer 5 for data transmission. At the same time, the industrial control computer 5 is electrically connected to the pulse and mileage trigger module 6 through the bus to realize synchronous triggering of scanning when the detection device moves or reaches a specific mileage position.

[0045] In Embodiment 1 of this utility model, four 3D scanning groups (first 3D scanning group 1, second 3D scanning group 2, third 3D scanning group 3, and fourth 3D scanning group 4) are used. The first 3D scanning group 1 is attached to the inside of the left-side window glass above the wheelset of the first carriage of the inspection vehicle (when the vehicle is traveling forward) by an electromagnetic chuck on the mounting platform; the second 3D scanning group 2 is attached to the inside of the left-side window glass above the wheelset of the third carriage of the inspection vehicle (when the vehicle is traveling forward) by an electromagnetic chuck on the mounting platform; the third 3D scanning group 3 is attached to the inside of the left-side window glass above the wheelset of the third carriage of the inspection vehicle (when the vehicle is traveling forward); the fourth 3D scanning group 4 is attached to the inside of the left-side window glass above the wheelset of the third carriage of the inspection vehicle by an electromagnetic chuck on the mounting platform; the fifth 3D scanning group 4 is attached to the inside of the left-side window glass above the wheelset of the third carriage of the inspection vehicle (when the vehicle is traveling forward); the sixth 3D scanning group 4 is attached to the inside of the left-side window glass above the wheelset of the third carriage of the inspection vehicle by an electromagnetic chuck on the mounting platform; the seventh 3D scanning group 4 is attached to the inside of the left-side window glass above the wheelset of the third carriage of the inspection vehicle (when the vehicle is traveling forward); the fifth 3D scanning group 4 is attached to the inside of the left-side window glass above the wheelset of the third carriage of the inspection vehicle (when the vehicle is traveling forward); the sixth 3D scanning group 4 is attached to the inside of the left-side window glass above the wheelset of the third carriage of the inspection vehicle (when the vehicle is traveling forward); the seventh 3D scanning group 4 is attached to the inside of the left-side window glass above the wheelset of the third carriage of the inspection vehicle (when the vehicle is traveling forward); the eighth 3D scanning group 4 is attached to the inside of the left The electromagnetic chuck on the mounting platform is attached to the inside of the left-side window glass above the wheelset of the seventh carriage of the inspection vehicle (when the vehicle is traveling forward). The fourth 3D scanning group 4 is attached to the inside of the left-side window glass above the wheelset of the eighth carriage of the inspection vehicle (when the vehicle is traveling forward) via the electromagnetic chuck on the mounting platform. Different 3D scanning groups are selected for different vehicle directions: the first 3D scanning group 1 and the second 3D scanning group 2 are used when the vehicle is traveling forward; the third 3D scanning group 3 and the fourth 3D scanning group 4 are used when the vehicle is traveling forward.

[0046] The pulse and mileage trigger module 6 includes a pulse encoder and a pulse decoder. The pulse encoder is connected to the pulse decoder, and the pulse decoder is connected to the industrial control computer 5. The decoded pulse signal is transmitted to the industrial control computer 5 to realize the 3D scanning group to perform synchronous sampling at equal intervals at appropriate times and positions.

[0047] The pulse and mileage trigger module 6 is installed on the front wheel set of the inspection vehicle to measure the vehicle's speed and position, and to provide synchronous sampling trigger signals for the 3D scanning group;

[0048] The pulse and mileage trigger module 6 is used to obtain the moving speed and position of the detection vehicle. It is connected to each 3D scanning group (first 3D scanning group 1, second 3D scanning group 2, third 3D scanning group 3 and fourth 3D scanning group 4) and coordinates with each 3D scanning group (first 3D scanning group 1, second 3D scanning group 2, third 3D scanning group 3 and fourth 3D scanning group 4) to perform synchronous sampling at equal intervals, so as to realize the synchronous operation of the 3D scanning groups (first 3D scanning group 1, second 3D scanning group 2, third 3D scanning group 3 and fourth 3D scanning group 4). The pulse signal is transmitted to the pulse decoder and decoded into usable data and transmitted to the industrial control computer 5 and each 3D scanning group to trigger the 3D scanning groups (first 3D scanning group 1, second 3D scanning group 2, third 3D scanning group 3 and fourth 3D scanning group 4) to collect data at appropriate time and position.

[0049] like Figure 5 As shown, the first 3D scanning module 1-1 is installed on the lower side of the train, the second 3D scanning module 1-2 is installed on the upper side of the train, and the third 3D scanning module 1-3 is installed on the top of the train.

[0050] The pulse and mileage trigger module 6 can ensure the synchronous operation of multiple 3D scanning groups while the train is running, thus avoiding data deviation.

[0051] The installation platform in this embodiment includes support rods 7-6, a base plate 7-7, bolt fastening blocks 7-2, four electromagnetic chucks 7-1, four chuck connecting rod pressure blocks 7-8, a first module bracket 7-3, a second module bracket 7-4, and a third module bracket 7-5. The support rods 7-6 are connected by bolt fastening blocks 7-2 to form the overall frame of the installation platform. The base plate 7-7 is located below the overall frame of the installation platform and serves as the supporting foundation for module installation. It is connected to the support rods via bolt fastening blocks on both sides to achieve overall stability of the module installation. The first module bracket 7-3, the second module bracket 7-4, and the third module bracket 7-5 are fixed to the base plate 7-7 with bolts. (High-resolution 3D scanning image...) The camera 1-1-1 is installed between the first module bracket 7-3 and the second module bracket 7-4, and is equipped with a slide rail to confine the high-resolution 3D scanning camera 1-1-1 between the first module bracket 7-3 and the second module bracket 7-4. The angle is adjusted by the slide rail. The laser 1-1-2 is installed between the second module bracket 7-4 and the third module bracket 7-5, and is equipped with a slide rail to confine the laser 1-1-2 between the second module bracket 7-4 and the third module bracket 7-5. The angle is adjusted by the slide rail. The electromagnetic chuck 7-1 and the chuck connecting rod pressure block 7-8 are connected by threads to form a whole. The chuck connecting rod pressure block 7-8 and the support rod 7-6 are connected by a bolt fastening block locking structure.

[0052] The installation platform is installed using four electromagnetic chucks 7-1. The suction force of the four electromagnetic chucks 7-1 is turned on or off by electromagnetic control, allowing for rapid adsorption and release on the surface of the carriage.

[0053] The installation platform fixes four 3D scanning groups inside the inspection vehicle, enabling the 3D scanning groups to stably and synchronously collect spatial data of the sound barrier while the inspection train is running. To ensure the stability of each 3D scanning group under high-speed moving conditions, the suction cups on the inside of the window glass fix each 3D scanning module of the four 3D scanning groups inside the inspection vehicle, so that each module can work normally when the inspection vehicle is running at high speed.

[0054] In this invention, four 3D scanning units are fixed to the inside of the train window glass by electromagnetic chucks in the mounting platform. The electromagnetic chucks are high-strength chucks, which can maintain the stability of the equipment during high-speed travel. The overall structure is made of lightweight, high-strength aluminum alloy or carbon fiber materials. It can maintain the stability of the equipment during high-speed travel and prevent the equipment from shifting due to vibration or acceleration changes. The modular bracket of the mounting platform can be flexibly adjusted in angle and height to optimize the detection angle of the 3D scanning units on the sound barrier. At the same time, the overall structure is easy to install and disassemble.

[0055] The present invention, embodiment 1, describes a dynamic detection device for the structural vibration response of a closed sound barrier for high-speed railways. Through a 3D scanning group composed of three (or more) 3D scanning modules, it achieves real-time dynamic detection of the closed sound barrier during high-speed train operation, collects three-dimensional point cloud data, analyzes the vibration and displacement changes of the sound barrier, and detects the structural vibration response of the sound barrier.

[0056] In this embodiment, the industrial control computer has the functions of equipment control, pulse decoding, data acquisition control, data processing and storage; the industrial control computer can simultaneously control multiple 3D scanning groups to perform data acquisition, start or stop acquisition according to pulse decoding information, and store the acquired data and analysis results;

[0057] The structural vibration response dynamic detection device for high-speed railway enclosed sound barriers in Embodiment 1 achieves real-time dynamic detection of high-speed railway sound barriers through the collaborative work of multiple 3D scanning groups. It can accurately capture the vibration and displacement changes of the enclosed sound barrier when a train passes, promptly detect structural problems such as loosening and deformation, and improve the long-term stability and safety of the sound barrier. Compared with traditional static detection methods, this utility model can provide more accurate and real-time detection results, and improves maintenance efficiency through an automatic reminder system.

[0058] The above description is only a preferred embodiment of the present utility model, and therefore cannot be used to limit the scope of the present utility model. All equivalent changes and modifications made in accordance with the scope of the present utility model patent and the contents of the specification should still fall within the scope of the present utility model.

Claims

1. A dynamic detection device for structural vibration response of enclosed sound barriers for high-speed railways, characterized in that: The system includes a 3D scanning assembly, a mounting platform, an industrial computer, and a pulse and mileage triggering module. The industrial computer is electrically connected to the 3D scanning assembly and the pulse and mileage triggering module via a bus, and the pulse and mileage triggering module is electrically connected to the 3D scanning assembly. The 3D scanning assembly is mounted on the inside of the left-side window glass above the wheel pair being inspected via an electromagnetic chuck on the mounting platform. The mounting platform includes support rods, a base plate, bolt fastening blocks, an electromagnetic chuck, a chuck connecting rod pressure block, a first module bracket, a second module bracket, and a third module bracket. The support rods are connected to each other via bolt fastening blocks. The base plate is located below the overall frame of the mounting platform and is connected to the support rods via bolt fastening blocks on both sides. The first module bracket, the second module bracket, and the third module bracket are fixed to the base plate with bolts, and the electromagnetic chuck and the chuck connecting rod pressure block are connected by threads. The chuck connecting rod pressure block and the support rods are connected by a bolt fastening block locking structure.

2. The structural vibration response dynamic detection device as described in claim 1, characterized in that, The 3D scanning groups consist of four groups: the first 3D scanning group, the second 3D scanning group, the third 3D scanning group, and the fourth 3D scanning group.

3. The structural vibration response dynamic detection device as described in claim 2, characterized in that, The 3D scanning group includes a first 3D scanning module, a second 3D scanning module, and a third 3D scanning module; the first 3D scanning module is installed on the lower side of the train, the second 3D scanning module is installed on the upper side of the train, and the third 3D scanning module is installed on the top of the train.

4. The structural vibration response dynamic detection device as described in claim 3, characterized in that, The first 3D scanning module, the second 3D scanning module, and the third 3D scanning module are all composed of a 3D scanning camera and a laser, and are assembled into a complete module by tooling.

5. The structural vibration response dynamic detection device as described in claim 4, characterized in that, The 3D scanning cameras and lasers in the first, second, and third 3D scanning modules each have independent signal transmission cables to output data, which are then aggregated on the bus and connected to the industrial control computer for data transmission. At the same time, the industrial control computer is electrically connected to the pulse and mileage triggering module via the bus.

6. The structural vibration response dynamic detection device as described in claim 5, characterized in that, The first 3D scanning group is attached to the inside of the left-side window above the wheel set of the first compartment of the inspection vehicle by an electromagnetic chuck on the mounting platform; the second 3D scanning group is attached to the inside of the left-side window above the wheel set of the third compartment of the inspection vehicle by an electromagnetic chuck on the mounting platform; the third 3D scanning group is attached to the inside of the left-side window above the wheel set of the seventh compartment of the inspection vehicle by an electromagnetic chuck on the mounting platform; and the fourth 3D scanning group is attached to the inside of the left-side window above the wheel set of the eighth compartment of the inspection vehicle by an electromagnetic chuck on the mounting platform.

7. The structural vibration response dynamic detection device as described in claim 6, characterized in that, The pulse and mileage triggering module includes a pulse encoder and a pulse decoder. The pulse encoder is connected to the pulse decoder, and the pulse decoder is connected to the industrial control computer. The decoded pulse signal is transmitted to the industrial control computer to enable the 3D scanning group to perform synchronous sampling at equal intervals at appropriate times and locations.

8. The structural vibration response dynamic detection device as described in claim 7, characterized in that, The pulse and mileage triggering module is connected to the first, second, third, and fourth 3D scanning groups, and coordinates with them to perform synchronous sampling at equal intervals. This enables the first, second, third, and fourth 3D scanning groups to work synchronously. The pulse signal is transmitted to the pulse decoder and decoded into usable data, which is then transmitted to the industrial control computer and each 3D scanning group to trigger the first, second, third, and fourth 3D scanning groups to collect data at appropriate times and locations.

9. The structural vibration response dynamic detection device as described in claim 8, characterized in that, The 3D scanning camera is installed between the first module bracket and the second module bracket, and is provided with a slide rail to confine the 3D scanning camera between the first module bracket and the second module bracket. The angle can be adjusted by the slide rail. The laser is installed between the second module bracket and the third module bracket, and is provided with a slide rail to confine the laser between the second module bracket and the third module bracket. The angle can be adjusted by the slide rail.

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