A dynamic image detection device for railway vehicle operation failure

Abstract

The utility model provides a kind of railway vehicle operation fault dynamic image detection device, comprising: speedometer, it is arranged in detection area, and it is used to measure the running rate of vehicle;Undercarriage shooting device, it is arranged in detection area and located inside track, including undercarriage camera and anti-shake damper, wherein, undercarriage camera is used to shoot the undercarriage image of vehicle, anti-shake damper is used to constrain undercarriage camera.The utility model can be according to the vehicle driving rate measured by speedometer, to control adjustment the exposure time and frame rate of the undercarriage camera, and based on the damping size of the self-adjusting magnetorheological damper of the advancing speed of railway vehicle, clear, complete image can be ensured to be collected.

Description

Technical Field

[0001] This utility model relates to the field of fault detection technology, and in particular to a dynamic image detection device for railway vehicle operation faults. Background Technology

[0002] The basic principle of dynamic image detection for railway vehicle operation faults is as follows: High-speed camera arrays are installed in pre-defined detection areas along the railway line, such as the railside and rail core. When a railway vehicle passes by, the high-speed cameras quickly capture images of the undercarriage, sides, and other parts of the train to obtain a large amount of image data. The collected image data can be processed and transmitted using computer and network technology. Using pattern recognition technology, the collected images are compared and fitted with standard sample images in a standard library to automatically select images of key components such as the vehicle bogie, basic braking system, and coupler buffer device. These images are then analyzed to determine if faults exist. This fault detection method can be performed during vehicle operation without stopping the vehicle, resulting in high efficiency.

[0003] However, due to the significant vibrations generated when railway vehicles operate at high speeds, the cameras under the vehicles may shake, resulting in blurry images, distorted edges, and loss of details. This is extremely detrimental to the detection of wear, cracks, and other faults in railway vehicle components, making it difficult to accurately identify some minor faults and affecting the safe operation of railway vehicles. Utility Model Content

[0004] This invention provides a dynamic image detection device for railway vehicle operation faults, which avoids the problem of blurry images captured by the undercarriage camera due to the high speed of railway vehicles.

[0005] This utility model provides a dynamic image detection device for railway vehicle operation faults, which includes: A speed measuring instrument is set within the detection area and is used to measure the speed of vehicles. A vehicle under-car imaging device is set within the detection area and located inside the track. It includes a vehicle under-car camera and a shake-stabilizing damper. The vehicle under-car camera is used to capture images of the vehicle's undercarriage, and several shake-stabilizing dampers are provided to assist in constraining the vehicle under-car camera. A controller, electrically connected to the speedometer, is configured to adjust the exposure time and frame rate of the under-vehicle camera based on the vehicle speed measured by the speedometer, and to adjust the damping of each of the image stabilization dampers to adjust the magnitude of the constraint force on the under-vehicle camera.

[0006] In one embodiment, the under-vehicle camera is also equipped with an exposure adjustment knob and a frame rate adjustment knob. The exposure adjustment knob and the frame rate adjustment knob are respectively connected to the drive transmission mechanism and can rotate under the drive of the drive transmission mechanism to adjust the exposure time and frame rate of the under-vehicle camera.

[0007] In one embodiment, the anti-shake damper is a magnetorheological damper, which includes: A cylinder body is fixed on a stationary platform. The cylinder body is filled with magnetorheological fluid, and a coil is installed inside the magnetorheological fluid. An electromagnetic plate is installed on the inner wall of the cylinder body. The piston rod has one end axially telescopically mounted inside the cylinder, and the other end extends out of the cylinder and is fixedly connected to the camera. When current is passed through the coil, the electromagnetic plate generates a magnetic field that can act on the magnetorheological fluid; the magnetorheological damper changes the viscosity of the magnetorheological fluid by changing the magnitude of the current passed through the coil, thereby changing the damping force.

[0008] In one implementation, the coil is connected to a resistor regulator; the resistor regulator is configured to change the damping of the magnetorheological damper by adjusting the current flowing through the coil by changing its own resistance.

[0009] In one embodiment, the resistor regulator includes: The control housing has a guide rod fixed inside, and a thrust electromagnetic plate that is electrically connected to an external power supply device is fixedly installed on the inner bottom wall. The control plate is slidably sleeved outside the guide rod, and a thrust permanent magnet plate is fixedly installed on one end face; A push spring, sleeved on the guide rod, is used to apply a downward elastic force to the control plate; A current-carrying block is provided on one side of the control plate, and a current-carrying strip corresponding to the current-carrying block is fixed on one side of the inner wall of the control shell. The current-carrying strip is connected to the coil. A control conductive contact is provided on the other side of the control plate, and a control resistor rod that is electrically in contact with the control conductive contact is fixed on the inner wall of the control shell. When current is applied to the thrust electromagnetic plate, a magnetic field is generated, which drives the thrust permanent magnet plate away. The control plate moves on the guide rod under the drive of the thrust permanent magnet plate, so as to connect or disconnect the energizing block and the energizing strip, and change the actual resistance value of the control resistor rod.

[0010] As one implementation, railside imaging devices are respectively installed within the detection area and on both sides of the track along its width direction to capture images of the vehicle's bogie. The railside imaging devices include: The support frame is fixed relative to the ground, and its height is adapted to the height of the bogie; A trackside camera is mounted on a support frame, and the camera's shooting direction is horizontal. A supplementary camera is mounted on a support frame and located above and below the track-side camera, with the shooting direction of the supplementary camera tilted horizontally.

[0011] As one implementation method, it also includes: The crosswind detection mechanism is set up in the detection area and located outside the track to detect the strength of the crosswind at the side of the moving vehicle. A supplementary switch is configured to turn the supplementary camera on or off based on the strength of the crosswind and the vehicle's operating speed.

[0012] As one implementation, the supplementary switch includes: A starter housing has a limit slide rod fixed on its inner wall. A trigger plate is slidably sleeved on the outside of the limit slide rod. A push spring sleeved on the outside of the limit slide rod is fixedly installed on the lower end face of the trigger plate and the bottom of the inner wall of the starter housing. A feedback permanent magnet plate is fixedly installed on the upper end of the trigger plate. A feedback electromagnetic plate is fixedly installed on the top of the inner wall of the starter housing, which is opposite to the feedback permanent magnet plate. A synchronizing rod is fixedly connected to the upper end of the control plate. The upper end of the synchronizing rod passes through the upper end of the control shell and extends into the start-up shell. A start-up switch is fixedly connected to the upper end of the synchronizing rod and is disposed opposite to the trigger plate. When the start switch contacts the trigger plate, the controller controls the supplementary camera to turn on.

[0013] As one implementation, the lateral wind detection mechanism includes: A wind cup, mounted on a rotating shaft, is adapted to drive the rotating shaft to rotate under the action of a lateral wind located on the side of the vehicle. A generator is connected to the rotating shaft and can generate current under the drive of the rotating shaft. The controller determines the strength of the lateral wind based on the magnitude of the current generated in the generator.

[0014] In one implementation, the speed measuring instrument is positioned upstream of the detection area and outside the track, along the vehicle's direction of travel.

[0015] Compared with the prior art, the advantages of this utility model are: 1. In this embodiment, when a railway vehicle passes a speedometer during operation, the speedometer can detect the vehicle's speed. When the speedometer detects that the vehicle's speed is too high, the controller controls to shorten the exposure time of the undercarriage camera and increase the frame rate of the undercarriage camera; conversely, when the speedometer detects that the vehicle's speed is too low, the controller controls to extend the exposure time of the undercarriage camera and reduce the frame rate of the undercarriage camera to ensure that clear and complete images are acquired.

[0016] 2. By adding damping to the undercarriage camera using a magnetorheological damper, the image quality acquired by the camera can be effectively prevented from being affected by vibrations generated during railway vehicle movement. Furthermore, the damping magnitude of the magnetorheological damper can be automatically adjusted based on the railway vehicle's speed. The faster the railway vehicle travels, the greater the damping of the magnetorheological damper; conversely, the slower the railway vehicle travels, the smaller the damping of the magnetorheological damper. This avoids unnecessary excessive constraints on the undercarriage camera under low-speed, low-vibration conditions, preventing issues such as image viewing angle deviations. By flexibly adjusting the installation stability of the undercarriage camera, the accuracy and completeness of image acquisition under different speeds and vibration conditions can be ensured.

[0017] 3. In this embodiment, it is possible to monitor in real time whether the direction of travel of the railway vehicle is affected by crosswinds. When crosswinds act on the railway vehicle and reach a preset threshold, the supplementary camera in the trackside shooting device is activated in time to form a camera array to take pictures of the vehicle from multiple angles. Through image stitching technology, the images from different angles are stitched together to form a complete side image of the vehicle. This avoids the railway vehicle body from swaying due to crosswinds, which would cause the angle of the side image of the vehicle captured by the camera to change, some parts may be obscured, or the image may be distorted, affecting the observation of the overall structure and components of the vehicle. At the same time, it can automatically adjust the activation threshold of the camera array based on the travel speed of the railway vehicle, so that under the same crosswind conditions, the faster the railway vehicle travels, the lower the activation threshold of the camera array. Attached Figure Description

[0018] The present invention will be described in more detail below based on embodiments and with reference to the accompanying drawings.

[0019] Figure 1 This is a front view schematic diagram of a dynamic image detection device for railway vehicle operation faults; Figure 2 This is a schematic diagram showing the positional relationship between the speed measuring instrument, the undercarriage camera, and the trackside camera relative to the track. Figure 3 This is a schematic diagram of the under-vehicle camera device; Figure 4This is a schematic diagram showing the connection between the exposure adjustment knob, the frame rate adjustment knob, and the drive transmission mechanism. Figure 5 This is a schematic diagram of the trackside camera device; Figure 6 This is a schematic diagram of the crosswind detection mechanism; Figure 7 This is a schematic diagram of the internal structure of the wind direction confirmation and control mechanism; Figure 8 This is a cross-sectional view of the resistor regulator and the supplementary switch.

[0020] Figure label: 1. Speed ​​measuring instrument; 2. Under-vehicle camera; 21. Embedded frame; 22. Magnetorheological damper; 23. Under-vehicle camera; 3. Track-side shooting device; 31. Support frame; 32. Track-side camera; 33. Supplementary camera; 4. Camera parameter adjustment device; 41. Exposure adjustment knob; 42. Frame rate adjustment knob; 43. Stepper motor; 44. Gearbox; 45. Sprocket assembly; 46. Driven gear; 47. Drive gear; 5. Lateral wind detection mechanism; 51. U-shaped vertical plate; 52. Rotating shaft; 53. Wind vane; 54. Wind cup; 55. Generator; 56. Transmission gear assembly; 6. Wind direction confirmation and conduction mechanism; 61. Insulating circular shell; 62. Arc-shaped electrical contact plate; 63. Arc-shaped conductive block; 7. Resistance regulator; 71. Control shell; 72. Guide rod; 73. Control plate; 74. Thrust permanent magnet plate; 75. Thrust electromagnetic plate; 76. Extrusion spring; 77. Current block; 78. Current strip; 79. Control resistance rod; 710. Control conductive contact piece; 8. Supplementary switch; 81. Starter housing; 82. Limiting slide bar; 83. Trigger plate; 84. Push spring; 85. Feedback permanent magnet plate; 86. Feedback electromagnetic plate; 87. Synchronizing rod; 88. Starter switch. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings.

[0022] This utility model provides a dynamic image detection device for railway vehicle operation faults, which includes a speed measuring instrument 1, a vehicle undercarriage imaging device 2, and a controller.

[0023] like Figure 1 and Figure 2As shown, the speed measuring instrument 1 is used to measure the running speed of the vehicle, and the speed measuring instrument 1 is set in the detection area; preferably, along the vehicle's traveling direction, the speed measuring instrument 1 is set upstream of the detection area and outside the track.

[0024] like Figures 1 to 3 As shown, the undercarriage imaging device 2 is set in the detection area and located inside the track. It includes a pre-embedded frame 21, an undercarriage camera 23 and a shake-stabilizing damper set on the pre-embedded frame 21. The undercarriage camera 23 is used to capture images of the undercarriage of the vehicle, and several shake-stabilizing dampers are set to cooperate in constraining the undercarriage camera 23.

[0025] The controller is electrically connected to the speedometer 1. The controller is configured to adjust the exposure time and frame rate of the under-vehicle camera 23 according to the vehicle speed measured by the speedometer 1, and to adjust the damping of each image stabilization damper to adjust the magnitude of the constraint force on the under-vehicle camera 23.

[0026] If the vehicle travels too fast and the camera's exposure time is too long, the vehicle will travel a large distance within a unit of exposure time, resulting in image motion blur. If the vehicle travels too slowly and the camera captures images at too high a frame rate, it will cause data redundancy and will also affect image quality due to factors such as changes in lighting.

[0027] In this embodiment, when a railway vehicle passes the speedometer 1 during operation, the speedometer 1 can detect the vehicle's speed. When the speedometer 1 detects that the vehicle's speed is too high, the controller controls to shorten the exposure time of the undercarriage camera 23 and increase the frame rate of the undercarriage camera 23; correspondingly, when the speedometer 1 detects that the vehicle's speed is too low, the controller controls to extend the exposure time of the undercarriage camera 23 and decrease the frame rate of the undercarriage camera 23, so as to ensure that clear and complete images are acquired.

[0028] like Figure 3 and Figure 4 As shown in the embodiment of this utility model, a camera parameter adjustment device 4 is provided on the under-vehicle camera 23. The camera parameter adjustment device 4 includes an exposure adjustment knob 41, a frame rate adjustment knob 42, and a drive transmission mechanism. The exposure adjustment knob 41 and the frame rate adjustment knob 42 are electrically mounted on the under-vehicle camera 23, and the exposure adjustment knob 41 and the frame rate adjustment knob 42 are respectively connected to the drive transmission mechanism and can rotate under the drive of the drive transmission mechanism to adjust the exposure time and frame rate of the under-vehicle camera 23.

[0029] In one implementation, the drive transmission mechanism includes a stepper motor 43 fixedly mounted on the under-vehicle camera 23, two gearboxes 44, and two sets of sprocket assemblies 45. Specifically, the output ends of the two gearboxes 44 are respectively connected to the exposure adjustment knob 41 and the frame rate adjustment knob 42 via the sprocket assemblies 45; the input ends of the two gearboxes 44 are each provided with a driven wheel, and the two driven wheels respectively mesh with the driving wheel coaxially fixed on the output shaft of the stepper motor 43.

[0030] In use, the speed measuring instrument 1 feeds back the detected railway vehicle speed data to the controller. The controller synchronously controls the stepper motor 43 to move. The stepper motor 43 drives the drive gear 47 to rotate. Through the meshing of the drive gear 47 and the driven gear 46, the transmission gearbox 44 and the sprocket assembly 45 synchronously drive the exposure adjustment knob 41 and the frame rate adjustment knob 42 to rotate and adjust the rotation angle, so as to adjust the exposure time and frame rate of the undercarriage camera 23.

[0031] like Figure 3 As shown in the embodiment of this utility model, the anti-shake damper can be a magnetorheological damper 22, which includes a cylinder and a piston rod.

[0032] The cylinder is fixed on the pre-embedded frame 21. The cylinder is filled with magnetorheological fluid and a coil is installed inside the magnetorheological fluid. An electromagnetic plate is installed on the inner wall of the cylinder. One end of the piston rod is axially extendable and retractable inside the cylinder, while the other end extends out of the cylinder and is fixedly connected to the camera. When current is passed through the coil, the electromagnetic plate generates a magnetic field that can act on the magnetorheological fluid. The magnetorheological damper 22 changes the viscosity of the magnetorheological fluid by changing the current passed through the coil, thereby changing the damping force.

[0033] By increasing the damping of the undercarriage camera 23 through the magnetorheological damper 22, the image quality acquired by the undercarriage camera 23 can be effectively avoided due to vibrations generated during railway vehicle movement. Simultaneously, the damping magnitude of the magnetorheological damper 22 can be automatically adjusted based on the railway vehicle's speed. The faster the railway vehicle travels, the greater the damping of the magnetorheological damper 22; conversely, the slower the railway vehicle travels, the smaller the damping of the magnetorheological damper 22. This avoids unnecessary excessive constraints on the undercarriage camera 23 under conditions of low vehicle speed and minimal vibration, preventing problems such as image viewing angle deviation. By flexibly adjusting the installation stability of the undercarriage camera 23, the accuracy and completeness of image acquisition by the undercarriage camera 23 under different speeds and vibration conditions can be ensured.

[0034] The coil is connected to the resistor regulator 7; the resistor regulator 7 is configured to change the current flowing through the coil by changing its own resistance, thereby changing the damping of the magnetorheological damper 22.

[0035] When no current flows through the coil, the magnetorheological fluid is in a Newtonian fluid state. The damping force of the damper is mainly generated by the viscous friction between the piston and the cylinder and the viscous resistance of the magnetorheological fluid. At this time, the damping force is relatively small. When current is passed through the coil of the magnetorheological damper 22, a magnetic field is generated. Under the action of the magnetic field, the magnetic particles in the magnetorheological fluid will be polarized and attract each other, forming chain-like or columnar structures. This causes a significant change in the rheological properties of the magnetorheological fluid, and its apparent viscosity increases rapidly, and the damping force also increases accordingly. According to Ampere's law, the current through the coil is directly proportional to the strength of the generated magnetic field. That is, the larger the supply current, the stronger the magnetic field strength generated by the coil. For the magnetorheological damper 22, a stronger magnetic field... The field enables the magnetic particles in the magnetorheological fluid to be better polarized and aggregated, forming a more compact and stable structure, which in turn more effectively hinders the movement of the piston, allowing the damper to generate greater damping force. This allows the magnetic field strength of the magnetorheological damper 22 to be changed when the vehicle speed increases and vibration intensifies (when the speed of railway vehicles increases, the frequency and impact force of the interaction between the wheels and the track will increase, and factors such as track unevenness and switches will be amplified at high speeds, causing the vibration amplitude and frequency of railway vehicles to increase). This increases the damping force, more effectively absorbs and dissipates vibration energy, reduces the vibration amplitude of the undercarriage camera 23, and also avoids always using the maximum damping strength to reduce the vibration of the undercarriage camera 23. If maximum damping is used from the beginning, the high damping characteristics of the magnetorheological damper 22 may cause unnecessary excessive constraint on the under-vehicle camera 23 when the vehicle passes at low speed. This could damage internal components of the camera and related equipment, such as lens displacement and sensor damage, affecting the normal operation and lifespan of the under-vehicle camera 23. At the same time, under maximum damping, the magnetorheological damper 22 may make the camera's stability adjustment too rigid, causing the camera to be unable to adapt to slight changes in vehicle movement. This could lead to problems such as image perspective deviation and object edge distortion during shooting, affecting the accuracy and integrity of the image and hindering subsequent detection and analysis of vehicle faults.

[0036] The following explains how the resistor regulator 7 adjusts the current flowing through the coil by changing its own resistance value.

[0037] As one implementation method, such as Figure 8As shown, the resistance regulator 7 includes a control housing 71, a control plate 73, a push spring 76, a energizing block 77, an energizing strip 78, a control conductive contact 710, and a control resistor rod 79. The guide rod 72 is fixed inside the control housing 71, and the thrust electromagnetic plate 75 is fixedly mounted on the bottom wall of the control housing 71 and electrically connected to an external power supply. The control plate 73 is slidably sleeved on the outside of the guide rod 72, and the thrust permanent magnet plate 74 is mounted on one end face of the control plate 73 facing the thrust electromagnetic plate 75. The push spring 76 is sleeved on the guide rod 72 and applies a downward elastic force to the control plate 73. The energizing block 77 is located on one side of the control plate 73, and the energizing strip 78 is fixed to one side of the inner wall of the control housing 71 and correspondingly positioned to the energizing block 77; the energizing strip 78 is connected to a coil. The control conductive contact 710 is located on the other side of the control plate 73, and the control resistor rod 79 is fixed to the inner wall of the control housing 71 and makes electrical contact with the control conductive contact 710.

[0038] The adjustment principle of the resistor regulator 7 is as follows: when the current is applied to the thrust electromagnetic plate 75, a magnetic field is generated and the thrust permanent magnet plate 74 is driven away. The control plate 73 moves on the guide rod 72 under the drive of the thrust permanent magnet plate 74, so that the energizing block 77 and the energizing bar 78 are connected or disconnected, and the actual resistance value of the control resistor rod 79 is changed. The resistor regulator 7 further adjusts the current applied to the coil by changing its own resistance value, thereby changing the damping of the magnetorheological damper 22.

[0039] Specifically, when a railway vehicle passes by and requires detection, causing the speed measuring instrument 1 to react, the controller, based on the vehicle speed information fed back by the speed measuring instrument 1, controls the power supply equipment to supply power to the thrust electromagnetic plate 75. The energized thrust electromagnetic plate 75 generates the same magnetism as the thrust permanent magnet plate 74, thereby driving the control plate 73 to move upwards along the guide rod 72, overcoming the elastic force of the push spring 76. This upward movement of the control plate 73 causes the energized block 77 and the energized strip 78 to contact, thus connecting the power supply circuit of the magnetorheological damper 22 at the bottom of the undercarriage camera 23. Under the influence of the magnetic field, the viscosity and damping characteristics of the magnetorheological fluid inside the magnetorheological damper 22 can change rapidly. Simultaneously, as the control plate 73 moves upwards, it causes the control conductive contact 710 to slide on the control resistor rod 79, reducing the resistance of the control resistor rod 79 and increasing the current flowing into the coil of the magnetorheological damper 22, thereby improving the damping of the magnetorheological damper 22.

[0040] The faster the railway vehicle travels, the more current the controller supplies to the thrust electromagnetic plate 75, which in turn makes the magnetism of the thrust electromagnetic plate 75 stronger, causing the control plate 73 to move upward a greater distance, and causing the control conductive contact 710 to slide a greater distance on the control resistor rod 79, which in turn makes the resistance of the control resistor rod 79 smaller. Furthermore, the control conductive contact 710 and the control resistor rod 79 are connected in series in the power supply circuit of the magnetorheological damper 22, which increases the power supply current of the magnetorheological damper 22, thereby improving the damping of the magnetorheological damper 22.

[0041] like Figure 2 and Figure 5 As shown, in this embodiment of the invention, a trackside imaging device 3 is respectively installed in the detection area on both sides of the track along the width direction to capture images of the vehicle's bogie. The trackside imaging device 3 includes a support frame 31, a trackside camera 32, and a supplementary camera 33. The support frame 31 is fixed relative to the ground, and its height is adapted to the height of the bogie. The trackside camera 32 is mounted on the support frame 31, and its shooting direction is horizontal. The supplementary camera 33 is mounted on the support frame 31 and located above and below the trackside camera 32, and its shooting direction is inclined to the horizontal direction.

[0042] When the railway vehicle approaches the undercarriage camera 23 and the trackside camera 32, the controller controls the undercarriage camera 23 and the trackside camera 32 to take pictures, capturing images of different parts of the vehicle during the movement. The detected train information and image information are then integrated and presented to the inspection terminal in the dynamic inspection room. The dynamic inspection personnel in the room analyze the passing information and image information to judge and predict vehicle faults, thus realizing image detection of vehicle faults.

[0043] Both the trackside camera 32 and the supplementary camera 33 are equipped with an exposure adjustment knob 41 and a frame rate adjustment knob 42. The controller simultaneously controls the rotation of the exposure adjustment knob 41 and the frame rate adjustment knob 42 on each camera to simultaneously adjust the exposure time and frame rate of the undercarriage camera 23, the trackside camera 32, and the supplementary camera 33.

[0044] like Figure 6 and Figure 8 As shown, the dynamic image detection device for railway vehicle operation faults in this embodiment of the present invention also includes a side wind detection mechanism 5 and a supplementary switch 8. The side wind detection mechanism 5 is disposed in the detection area and located outside the track, and is used to detect the wind force of the side wind located on the side of the moving vehicle; the supplementary switch 8 is configured to turn the supplementary camera 33 on or off according to the wind force of the side wind and the running speed of the vehicle.

[0045] The supplementary switch 8 includes a start-up housing 81, with a limit slide rod 82 fixed to its inner wall. A trigger plate 83 is slidably sleeved on the limit slide rod 82. A push spring 84 is sleeved on the limit slide rod 82. One end of the push spring 84 is fixed to the lower end face of the trigger plate 83, and the other end is fixed to the bottom of the inner wall of the start-up housing 81. A feedback permanent magnet plate 85 is fixedly installed on the upper end of the trigger plate 83, and a feedback electromagnetic plate 86, which is opposite to the feedback permanent magnet plate 85, is fixedly installed on the top of the inner wall of the start-up housing 81. A synchronization rod 87 is fixedly connected to the upper end of the control plate 73. The upper end of the synchronization rod 87 passes through the upper end of the control plate 71 and extends into the start-up housing 81. A start-up switch 88, which is opposite to the trigger plate 83, is fixedly connected to the upper end of the synchronization rod 87. When the start-up switch 88 contacts the trigger plate 83, the controller controls the supplementary camera 33 to open.

[0046] The crosswind detection mechanism 5 includes a U-shaped upright plate 51, with a rotating shaft 52 rotatably sleeved at the upper end of the U-shaped upright plate 51. A wind cup 54 is installed on the rotating shaft 52, which rotates under the action of crosswinds located on the side of the vehicle. A miniature generator 55 is fixedly inserted at the upper end of the U-shaped upright plate 51. The input end of the generator 55 is connected to the wind cup 54 through a gear transmission assembly. The rotation of the wind cup 54 drives the rotating shaft 52 to rotate, and the gear transmission assembly drives the input shaft of the generator 55 to rotate and generate current. The controller determines the strength of the crosswind based on the magnitude of the current generated in the generator 55.

[0047] like Figure 6 and Figure 7 As shown, a wind direction confirmation and conduction mechanism 6 is also installed on the lateral wind detection mechanism 5. Specifically, the wind direction confirmation and conduction mechanism 6 includes an insulating circular shell 61 fixedly installed on the inner wall of the upper end of the U-shaped vertical plate 51. The lower end of the rotating shaft 52 extends into the insulating circular shell 61 and is rotatably connected to the insulating circular shell 61. Two arc-shaped electrical contact plates 62 are symmetrically fixedly installed on the inner wall of the insulating circular shell 61. An arc-shaped conductive block 63, which is arranged corresponding to the position of the arc-shaped electrical contact plate 62, is fixedly connected to the shaft wall of the rotating shaft 52 located inside the insulating circular shell 61.

[0048] Figure 5 The basic principle of how the supplementary camera 33 is activated is as follows: like Figures 6 to 8As shown, the lateral wind detection mechanism 5 monitors the wind force and direction in the environment in real time. When there is a lateral wind force relative to the direction of travel of the railway vehicle, the wind vane 53 will work with the rotating shaft 52 to drive the arc-shaped conductive block 63 to contact the arc-shaped electrical contact plate 62. The arc-shaped conductive block 63 and the arc-shaped electrical contact plate 62 are connected in series in the power supply circuit of the feedback electromagnetic plate 86, and the energized block 77 and the energized strip 78 are also connected in series in the power supply circuit of the feedback electromagnetic plate 86. When a railway vehicle passes by and there is a lateral wind force relative to the railway vehicle, the power supply circuit of the feedback electromagnetic plate 86 will be connected, so that the feedback electromagnetic plate 86 is energized and generates the same magnetism as the feedback permanent magnet plate 85, thereby generating a downward pressure on the trigger plate 83, causing the trigger plate 83 to move downward along the limit slide bar 82 against the elastic force of the push spring 84.

[0049] Simultaneously, the wind cup 54 rotates under the influence of ambient wind, driving the input end of the micro generator 55 to rotate through the transmission gear assembly 56. The micro generator 55 generates current that is fed back to the controller. The controller controls the power supply equipment to deliver different amounts of power current to the feedback electromagnetic plate 86 based on the ambient wind force. For example, the stronger the ambient wind, the greater the current generated by the micro generator 55, and the greater the current signal received by the controller. This, in turn, controls the power supply equipment to input more power to the feedback electromagnetic plate 86, making the magnetism of the feedback electromagnetic plate 86 stronger. Consequently, the trigger plate 83 moves downward a greater distance. At the same time, the speed of the railway vehicle causes the control plate 73 to move upward. The control plate 73, in conjunction with the synchronizing rod 87, drives the start switch 88 to move upward relative to it, thereby changing the distance between the start switch 88 and the trigger plate 83. This ensures that under the same lateral wind conditions, the faster the railway vehicle travels, the lower the activation threshold for the supplementary camera 33.

[0050] When the trigger plate 83 is pressed on the start switch 88, the controller controls the supplementary camera 33 to start shooting the side of the railway vehicle. When the railway vehicle is affected by the lateral wind, the vehicle body will sway left and right, which will cause the angle of the side image of the vehicle captured by the camera to change. Some parts will be blocked or the image will be distorted, affecting the observation of the overall structure and components of the vehicle. After the supplementary camera 33 is activated, the supplementary camera and the trackside camera simultaneously capture images from multiple different angles, forming a camera array to capture multi-angle images of the vehicle. Then, through image stitching technology, the images from different angles are stitched together to form a complete side image of the vehicle. Using image correction algorithms, the image deformed due to the vehicle's swaying is corrected to restore it to a normal perspective and proportion. Using a camera array can address the issue that when railway vehicles sway left and right due to crosswinds, a single-angle camera may not be able to capture all parts of the vehicle's side completely and accurately. However, the camera array can capture images from multiple angles simultaneously, comprehensively capturing all parts of the vehicle's side and reducing the problem of parts being obscured due to swaying. This ensures that the overall structure and components of the vehicle are clearly recorded. When the crosswind has little impact on the swaying of railway vehicles, only the trackside camera 32 is used for shooting. This not only reduces the inspection cost but also reduces the pressure on data transmission, storage, and processing. The captured images can be analyzed and processed more quickly, improving inspection efficiency. This method is suitable for situations with low crosswinds and minimal vehicle swaying, and can meet basic vehicle inspection needs.

[0051] Based on this, the activation threshold of the camera array is adjusted according to the speed of the railway vehicle. The faster the railway vehicle travels, the greater the impact of the same lateral wind force on the vehicle's sway. According to the principles of aerodynamics, the air force acting on a vehicle during travel is proportional to the square of the vehicle speed. When the vehicle speed increases, even if the magnitude of the lateral wind force remains unchanged, the resultant aerodynamic force acting on the side of the vehicle will increase significantly. This is because the relative speed between the air and the vehicle increases, and the pressure difference and shear force exerted by the air on the side of the vehicle will be more pronounced, making it easier to push the vehicle to sway laterally. Adjusting the activation threshold of the camera array in conjunction with the influence of the railway vehicle speed can achieve more timely and effective detection.

[0052] Although the present invention has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of the invention. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A dynamic image detection device for railway vehicle operation faults, characterized in that, include: A speed measuring instrument is set within the detection area and is used to measure the speed of vehicles. A vehicle under-car imaging device is set within the detection area and located inside the track. It includes a vehicle under-car camera and a shake-stabilizing damper. The vehicle under-car camera is used to capture images of the vehicle's undercarriage, and several shake-stabilizing dampers are provided to assist in constraining the vehicle under-car camera. A controller, electrically connected to the speedometer, is configured to adjust the exposure time and frame rate of the under-vehicle camera based on the vehicle speed measured by the speedometer, and to adjust the damping of each of the image stabilization dampers to regulate the magnitude of the constraint force on the under-vehicle camera.

2. The dynamic image detection device for railway vehicle operation faults according to claim 1, characterized in that, The under-vehicle camera is also equipped with an exposure adjustment knob and a frame rate adjustment knob. The exposure adjustment knob and the frame rate adjustment knob are respectively connected to the drive transmission mechanism and can rotate under the drive transmission mechanism to adjust the exposure time and frame rate of the under-vehicle camera.

3. The dynamic image detection device for railway vehicle operation faults according to claim 1, characterized in that, The anti-shake damper is a magnetorheological damper, which includes: A cylinder body is fixed on a stationary platform. The cylinder body is filled with magnetorheological fluid, and a coil is installed inside the magnetorheological fluid. An electromagnetic plate is installed on the inner wall of the cylinder body. The piston rod has one end axially telescopically mounted inside the cylinder, and the other end extends out of the cylinder and is fixedly connected to the camera. When current is passed through the coil, the electromagnetic plate generates a magnetic field that can act on the magnetorheological fluid; the magnetorheological damper changes the viscosity of the magnetorheological fluid by changing the magnitude of the current passed through the coil, thereby changing the damping force.

4. The dynamic image detection device for railway vehicle operation faults according to claim 3, characterized in that, The coil is connected to the resistance regulator; The resistor regulator is configured to change the damping of the magnetorheological damper by adjusting the current flowing through the coil by changing its own resistance.

5. The dynamic image detection device for railway vehicle operation faults according to claim 4, characterized in that, The resistor regulator includes: The control housing has a guide rod fixed inside, and a thrust electromagnetic plate that is electrically connected to an external power supply device is fixedly installed on the inner bottom wall. The control plate is slidably sleeved outside the guide rod, and a thrust permanent magnet plate is fixedly installed on one end face; A push spring, sleeved on the guide rod, is used to apply a downward elastic force to the control plate; A current-carrying block is provided on one side of the control plate, and a current-carrying strip corresponding to the current-carrying block is fixed on one side of the inner wall of the control shell. The current-carrying strip is connected to the coil. A control conductive contact is provided on the other side of the control plate, and a control resistor rod that is electrically in contact with the control conductive contact is fixed on the inner wall of the control shell. When current is applied to the thrust electromagnetic plate, a magnetic field is generated, which drives the thrust permanent magnet plate away. The control plate moves on the guide rod under the drive of the thrust permanent magnet plate, so as to connect or disconnect the energizing block and the energizing strip, and change the actual resistance value of the control resistor rod.

6. The dynamic image detection device for railway vehicle operation faults according to claim 5, characterized in that, Within the detection area and on both sides of the track along its width, railside imaging devices are respectively installed for capturing images of the vehicle's bogies. The railside imaging devices include: The support frame is fixed relative to the ground, and its height is adapted to the height of the bogie; A trackside camera is mounted on a support frame, and the camera's shooting direction is horizontal. A supplementary camera is mounted on a support frame and located above and below the track-side camera, with the shooting direction of the supplementary camera tilted horizontally.

7. The dynamic image detection device for railway vehicle operation faults according to claim 6, characterized in that, Also includes: The crosswind detection mechanism is set up in the detection area and located outside the track to detect the strength of the crosswind at the side of the moving vehicle. A supplementary switch is configured to turn the supplementary camera on or off based on the strength of the crosswind and the vehicle's operating speed.

8. The dynamic image detection device for railway vehicle operation faults according to claim 7, characterized in that, The supplementary switch includes a start-up housing, with a limit slide rod fixed to its inner wall, and a trigger plate slidably sleeved on the outside of the limit slide rod. The limiting slide bar is fitted with a push spring. One end of the push spring is fixed to the lower end face of the trigger plate, and the other end is fixed to the bottom of the inner wall of the starting shell. A feedback permanent magnet plate is fixedly installed at the upper end of the trigger plate, and a feedback electromagnetic plate is fixedly installed at the top of the inner wall of the start-up shell, which is opposite to the feedback permanent magnet plate. A synchronizing rod is fixedly connected to the upper end of the control plate. The upper end of the synchronizing rod passes through the upper end of the control shell and extends into the start-up shell. A start-up switch is fixedly connected to the upper end of the synchronizing rod and is disposed opposite to the trigger plate. When the start switch contacts the trigger plate, the controller controls the supplementary camera to turn on.

9. The dynamic image detection device for railway vehicle operation faults according to claim 7, characterized in that, The lateral wind detection mechanism includes: A wind cup, mounted on a rotating shaft, is adapted to drive the rotating shaft to rotate under the action of a lateral wind located on the side of the vehicle. A generator is connected to the rotating shaft and can generate current under the drive of the rotating shaft. The controller determines the strength of the lateral wind based on the magnitude of the current generated in the generator.

10. The dynamic image detection device for railway vehicle operation faults according to claim 1, characterized in that, Along the direction of vehicle travel, the speed measuring instrument is located upstream of the detection area and outside the track.

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