A railway motor train unit wheel radial runout detection device

Abstract

A railway motor train unit wheel runout detection device belongs to the field of railway vehicle safety detection, and is used to solve the technical problems of complicated operation and low measurement accuracy in railway motor train unit wheel runout detection, and comprises an outer laser displacement sensing module and an inner laser displacement sensing module, the outer laser displacement sensing module is installed on the outer side of the steel rail through a rail clamping module, the inner laser displacement sensing module is installed on the ground on the inner side of the steel rail, the sensing end of the inner laser displacement sensing module and the sensing end of the outer laser displacement sensing module are both arranged towards the side where the steel rail is located, and the inner side of the steel rail is also provided with a trigger sensing module, the trigger sensing module is installed on the rail clamping module and is arranged in cooperation with the measured wheel. The present application is mainly used as a detection device for detecting the runout of the wheels of the railway motor train unit.

Description

Technical Field

[0001] This utility model belongs to the field of railway vehicle safety inspection, specifically relating to a wheel runout detection device for railway EMUs. Background Technology

[0002] Against the backdrop of the rapid expansion of global high-speed rail networks and the continuous increase in the operating speed of high-speed trains, the safety operation and maintenance system of railway high-speed trains faces increasingly stringent challenges. As the core load-bearing component that directly contacts the track, the wheel's operating condition directly determines the overall safety, stability, and ride comfort of the train. Among these, wheel radial runout is a key indicator for measuring wheel performance. This indicator characterizes the radial dimensional deviation of the wheel flange, rim, and other parts relative to the center of rotation during wheel rotation.

[0003] When wheels exhibit excessive radial runout, it not only causes periodic impacts and vibrations between the wheel and rail, accelerating wear on the wheel-rail contact surface and shortening the service life of the wheels and rails, but also leads to vehicle bumps and swaying during high-speed train operation, severely reducing the passenger experience. In extreme cases, excessive radial runout may even disrupt the normal wheel-rail contact relationship, increasing the risk of major safety accidents such as derailments. Therefore, accurate and efficient detection of wheel radial runout in high-speed trains is an indispensable and crucial link in the railway vehicle operation and maintenance system.

[0004] Currently, online inspection technologies for railway wheels have formed a multi-pronged approach both domestically and internationally. For example, ultrasonic testing is commonly used for detecting internal defects in wheels, electromagnetic testing can achieve online monitoring of wheel-rail wear, and eddy current testing is mostly used for surface crack identification. However, in the field of wheel runout detection, the industry still primarily relies on static measurement methods. These methods require the train to be stopped and measurements to be taken manually using contact measuring tools such as dial indicators and micrometers. This not only involves cumbersome procedures and extremely low efficiency, making it difficult to adapt to the high-density operational scheduling needs of high-speed trains, but also suffers from the drawback that measurement accuracy is easily affected by factors such as human skill level and environmental vibrations.

[0005] Meanwhile, the few existing contact-based dynamic wheel runout detection devices, due to the direct contact between the measuring components and the wheel, are susceptible to vibrations and impacts from high-speed operation. Furthermore, the inertia of the measuring rod causes data lag, resulting in extremely poor adaptability to train speeds and failing to meet the dynamic detection requirements of high-speed trains operating at speeds of 200 km / h and above. In addition, traditional detection devices are mostly fixed installations, unable to adjust synchronously with the natural settlement of the rails, easily introducing systematic measurement errors. In conclusion, developing a dynamic, non-contact, and high-precision wheel runout detection device has become an urgent need to overcome existing technological bottlenecks and improve the operation and maintenance level of high-speed railways. Utility Model Content

[0006] This utility model aims to solve the technical problems of cumbersome operation and low measurement accuracy in the detection of wheel runout of railway EMUs, and thus provides a wheel runout detection device for railway EMUs.

[0007] A wheel runout detection device for railway EMUs includes an outer laser displacement sensing module and an inner laser displacement sensing module. The outer laser displacement sensing module is installed on the outer side of the rail via a rail clamping module, and the inner laser displacement sensing module is installed on the ground inside the rail. The sensing ends of both the inner and outer laser displacement sensing modules face the side where the rail is located. A trigger sensing module is also provided on the inner side of the rail, and the trigger sensing module is installed on the rail clamping module and is configured to cooperate with the wheel being tested.

[0008] Furthermore, the rail clamping module includes two rail clamping assemblies, which are arranged sequentially along the length of the rail, and each rail clamping assembly is detachably connected to the rail.

[0009] Furthermore, the rail clamping assembly includes two rail clamping blocks and a bolt and nut mechanism. The two rail clamping blocks are respectively disposed on both sides of the rail, and the top of each rail clamping block is engaged with the bottom of the rail. In the bolt and nut mechanism, the threaded end of the bolt passes through the two rail clamping blocks in sequence and is threadedly connected to the nut in the bolt and nut mechanism. The bolt and nut mechanism provides clamping force to the two rail clamping blocks to ensure the stability of the engagement between the two rail clamping blocks and the rail.

[0010] Furthermore, the outer laser displacement sensing module includes an outer laser displacement sensor module and an outer measurement module base plate. The outer measurement module base plate is mounted on two rail blocks located on the outside of the rail and is fixedly connected to the two rail blocks with bolts. The outer laser displacement sensor module is installed on the top of the outer measurement module base plate, and the sensing end of the outer laser displacement sensor module is set facing the side where the rail is located.

[0011] Furthermore, the outer laser displacement sensor module includes an outer laser displacement sensor housing, which is installed on the top of the outer measuring module base plate. N outer laser displacement sensors are arranged equidistantly along the length of the rail inside the outer laser displacement sensor housing, and the sensing end of each outer laser displacement sensor is set facing the side where the rail is located.

[0012] Furthermore, the value of N ranges from 2 to 4;

[0013] Furthermore, N is 3;

[0014] Furthermore, the inner laser displacement sensing module includes an inner laser displacement sensor and an inner laser displacement sensor mounting bracket. The inner laser displacement sensor mounting bracket is installed vertically on the ground inside the rail. The inner laser displacement sensor is installed on the top of the inner laser displacement sensor mounting bracket, and the sensing end of the inner laser displacement sensor is set facing the side where the rail is located.

[0015] Furthermore, the inner laser displacement sensing module also includes an inner laser displacement sensor cover, which is fastened to the top of the inner laser displacement sensor fixing bracket and is detachably connected to the inner laser displacement sensor fixing bracket.

[0016] Furthermore, the trigger sensing module includes an inner trigger sensor and an inner trigger sensor assembly support. The inner trigger sensor assembly support is installed on the rail block that the train wheel passes over first, and the inner trigger sensor is installed on the top of the inner trigger sensor assembly support. The sensing end of the inner trigger sensor is configured to cooperate with the wheel being tested.

[0017] The beneficial effects of this application compared to the prior art are:

[0018] This application provides a railway EMU wheel radial runout detection device, which employs a non-contact measurement method along the rail and a dynamic passing detection approach. The device uses internal and external laser displacement sensors to directly collect the height difference between the outer wheel rim and the rail top. The laser displacement sensors in the external laser displacement sensing module are evenly distributed and fixed to the outer side of the rail using a rail-clamping installation method to follow rail settlement. This effectively avoids the influence of settlement on radial runout measurement. Furthermore, because this application uses non-contact measurement, it avoids the vibration and impact of contact measurement and the influence of the measuring rod's inertia. This also provides stronger adaptability to vehicle speed and improves detection accuracy. Simultaneously, this application adds a trigger sensor on the inner side of the rail. When the EMU wheel passes, the wheel flange triggers the inner sensor without contact, activating the internal and external laser displacement sensors to dynamically measure the height difference between the outer wheel rim and the rail top, as well as the offset of the inner wheel from the rail. Finally, the radial runout of the EMU wheel is calculated using an internal algorithm. Attached Figure Description

[0019] Figure 1 This is a front view of the overall structure of the wheel runout detection device described in the application;

[0020] Figure 2 This is a side view of the overall structure of the wheel runout detection device described in the application;

[0021] Figure 3 This is a top view of the overall structure of the wheel runout detection device described in the application;

[0022] Figure 4 This is a three-dimensional perspective view of the overall structure of the wheel runout detection device described in the application;

[0023] Figure 5 This is a three-dimensional perspective view of the overall structure of the wheel runout detection device described in the application.

[0024] In the diagram: 1. Outer laser displacement sensor module; 2. Rail assembly; 3. Outer measuring module base plate; 4. Inner trigger sensor; 5. Inner trigger sensor assembly support; 6. Inner laser displacement sensor; 7. Inner laser displacement sensor mounting bracket; 8. Inner laser displacement sensor cover; 9. Rail block; and 10. Bolt and nut mechanism. Detailed Implementation

[0025] Specific implementation method one: Combining Figures 1 to 5 This embodiment describes a railway EMU wheel runout detection device. The detection device includes an outer laser displacement sensing module and an inner laser displacement sensing module. The outer laser displacement sensing module is installed on the outer side of the rail via a rail clamping module, and the inner laser displacement sensing module is installed on the ground inside the rail. The sensing ends of both the inner and outer laser displacement sensing modules face the side where the rail is located. A trigger sensing module is also provided on the inner side of the rail. The trigger sensing module is installed on the rail clamping module and is configured to cooperate with the wheel being tested.

[0026] The rail clamping module includes two rail clamping components 2, which are arranged sequentially along the length of the rail, and each rail clamping component 2 is detachably connected to the rail.

[0027] The rail clamping assembly 2 includes two rail clamping blocks 9 and a bolt and nut mechanism 10. The two rail clamping blocks 9 are respectively disposed on both sides of the rail, and the top of each rail clamping block 9 is engaged with the bottom of the rail. The threaded end of the bolt in the bolt and nut mechanism 10 passes through the two rail clamping blocks 9 in sequence and is threadedly connected to the nut in the bolt and nut mechanism 10. The bolt and nut mechanism 10 provides clamping force to the two rail clamping blocks 9 to ensure the stability of the engagement between the two rail clamping blocks 9 and the rail.

[0028] The outer laser displacement sensing module includes an outer laser displacement sensor module 1 and an outer measuring module base plate 3. The outer measuring module base plate 3 is mounted on two rail clamping blocks 9 located on the outside of the rail and is fixedly connected to the two rail clamping blocks 9 by bolts. The outer laser displacement sensor module 1 is installed on the top of the outer measuring module base plate 3, and the sensing end of the outer laser displacement sensor module 1 is set facing the side where the rail is located.

[0029] The inner laser displacement sensing module includes an inner laser displacement sensor 6 and an inner laser displacement sensor mounting bracket 7. The inner laser displacement sensor mounting bracket 7 is installed vertically on the ground inside the rail. The inner laser displacement sensor 6 is installed on the top of the inner laser displacement sensor mounting bracket 7, and the sensing end of the inner laser displacement sensor 6 is set facing the side where the rail is located.

[0030] The trigger sensing module includes an inner trigger sensor 4 and an inner trigger sensor assembly support 5. The inner trigger sensor assembly support 5 is installed on the rail block 9 that the train wheel passes over first. The inner trigger sensor 4 is installed on the top of the inner trigger sensor assembly support 5, and the sensing end of the inner trigger sensor 4 is configured to cooperate with the wheel being tested.

[0031] The wheel runout detection device provided in this embodiment innovatively adopts a measurement scheme combining inner and outer laser displacement sensors. It can directly collect the height difference between the outer wheel rim and the rail top, and the offset between the inner wheel flange and the rail. The non-contact laser measurement feature completely avoids the mechanical loss caused by vibration and impact in contact measurement, as well as the data lag problem caused by the inertia of the measuring rod. It effectively ensures the real-time performance and accuracy of the data, and has a very wide range of adaptability to operating speeds. It can meet the dynamic detection needs of different levels of EMU trains with speeds from 120km / h to 350km / h, breaking through the speed limit of traditional contact devices. The rail-mounted installation structure allows the outer sensing module to move synchronously with the rail settlement, eliminating the systematic error caused by rail settlement from the source. Even under complex track settlement conditions, it can still maintain millimeter-level detection accuracy.

[0032] In this embodiment, the rail clamping module adopts a detachable snap-fit ​​structure, eliminating the need for destructive modifications to the rails such as drilling and welding. Fixing is achieved simply by tightening bolts and nuts, allowing for installation and disassembly by a single person. This enables flexible deployment to meet the testing needs of different lines and stations, significantly reducing on-site deployment costs and timelines. Furthermore, the modular design facilitates individual component replacement and maintenance. When a sensor or component malfunctions, a spare part can be quickly replaced without requiring a complete factory return for repair, further reducing subsequent maintenance time and costs.

[0033] In this embodiment, the inner trigger sensing module enables intelligent start and stop of the detection process. When the train wheel passes through the detection area, the wheel flange will non-contactly trigger the inner sensor, which in turn will activate the inner and outer laser displacement sensors to carry out dynamic measurement. This does not require the train to be stopped or any manual intervention. Radial jump data can be collected during the normal operation of the train. The detection efficiency is more than 100 times higher than that of traditional static measurement, perfectly adapting to the high-density operation and maintenance schedule of the train and greatly reducing the loss of operational benefits caused by inspection shutdowns.

[0034] Specific Implementation Method Two: Combining Figures 1 to 5 This embodiment differs from Specific Embodiment 1 in that the outer laser displacement sensor module 1 includes an outer laser displacement sensor housing, which is mounted on the top of the outer measuring module base plate 3. N outer laser displacement sensors are arranged equidistantly along the length of the rail inside the outer laser displacement sensor housing, with the sensing end of each outer laser displacement sensor facing the side where the rail is located. Other components and connections are the same as in Specific Embodiment 1.

[0035] In this embodiment, the value of N ranges from 2 to 4, preferably 3. The N outer laser displacement sensors are arranged in a equidistant manner along the length of the rail, which can realize redundant measurement and cross-verification of data at multiple measuring points, further reducing the measurement deviation caused by single sensor failure or interference. The outer laser displacement sensor housing can effectively protect multiple outer laser displacement sensors to reduce the impact of the working environment on the detection accuracy.

[0036] Specific implementation method three: Combining Figures 1 to 5 This embodiment differs from specific embodiment one in that the inner laser displacement sensing module further includes an inner laser displacement sensor cover 8, which is fastened to the top of the inner laser displacement sensor fixing bracket 7 and is detachably connected to the inner laser displacement sensor fixing bracket 7. Other components and connections are the same as in specific embodiment one.

[0037] In this embodiment, the inner laser displacement sensor cover 8 has a similar function to the outer laser displacement sensor housing, both of which protect the laser displacement sensor and can effectively resist the erosion of harsh outdoor environments such as rain, snow, and sandstorms, ensuring the stable operation of the device under various climatic conditions.

[0038] The present invention has been disclosed above with reference to preferred embodiments, but it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed structure and technical content to create equivalent embodiments without departing from the scope of the present invention. However, any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

[0039] Working principle

[0040] The railway EMU wheel runout detection device provided in this application uses non-contact dynamic measurement as its core. It completes data acquisition and runout calculation by triggering the sensing module to link the laser sensing module. Its specific working process is as follows:

[0041] When the train enters the detection area, the wheel flange first approaches the inner trigger sensor mounted on the rail block where the train wheel first passes. This triggers a sensing signal without physical contact, which then instructs both the outer and inner laser displacement sensing modules to simultaneously enter operational mode. During operation, the three outer laser displacement sensors, equidistantly distributed along the rail length, move synchronously with rail settlement due to their rail-mounted design, accurately collecting the height difference between the outer wheel rim and the rail top. Simultaneously, the inner laser sensor, mounted on a fixed support on the ground inside the rail, simultaneously collects the horizontal offset data between the inner wheel and the rail. Finally, the collected height difference and offset data are input into a computer, and after data fitting and conversion, the radial runout value of the train wheel can be accurately determined, achieving dynamic and high-precision detection of wheel radial runout.

Claims

1. A wheel runout detection device for railway EMUs, characterized in that: The detection device includes an outer laser displacement sensing module and an inner laser displacement sensing module. The outer laser displacement sensing module is installed on the outside of the rail via a rail clamping module, and the inner laser displacement sensing module is installed on the ground inside the rail. The sensing ends of both the inner and outer laser displacement sensing modules face the side where the rail is located. A trigger sensing module is also provided on the inside of the rail, which is installed on the rail clamping module and is configured to cooperate with the wheel being tested.

2. The railway EMU wheel runout detection device according to claim 1, characterized in that: The rail clamping module includes two rail clamping components (2), which are arranged sequentially along the length of the rail, and each rail clamping component (2) is detachably connected to the rail.

3. The railway EMU wheel runout detection device according to claim 2, characterized in that: The rail clamping assembly (2) includes two rail clamping blocks (9) and a bolt and nut mechanism (10). The two rail clamping blocks (9) are respectively set on both sides of the rail, and the top of each rail clamping block (9) is clamped to the bottom of the rail. The threaded end of the bolt in the bolt and nut mechanism (10) passes through the two rail clamping blocks (9) in sequence and is threadedly connected to the nut in the bolt and nut mechanism (10). The bolt and nut mechanism (10) provides clamping force to the two rail clamping blocks (9) to ensure the stability of the two rail clamping blocks (9) clamping to the rail.

4. The railway EMU wheel runout detection device according to claim 3, characterized in that: The outer laser displacement sensing module includes an outer laser displacement sensor module (1) and an outer measurement module base plate (3). The outer measurement module base plate (3) is mounted on two rail blocks (9) located on the outside of the rail and is fixedly connected to the two rail blocks (9) with bolts. The outer laser displacement sensor module (1) is installed on the top of the outer measurement module base plate (3), and the sensing end of the outer laser displacement sensor module (1) is set facing the side where the rail is located.

5. The railway EMU wheel runout detection device according to claim 3, characterized in that: The outer laser displacement sensor module (1) includes an outer laser displacement sensor housing. The outer laser displacement sensor housing is installed on the top of the outer measuring module base plate (3). N outer laser displacement sensors are arranged equidistantly along the length extension direction of the rail inside the outer laser displacement sensor housing, and the sensing end of each outer laser displacement sensor is set facing the side where the rail is located.

6. The railway EMU wheel runout detection device according to claim 5, characterized in that: The value of N ranges from 2 to 4.

7. A railway EMU wheel runout detection device according to claim 6, characterized in that: N is 3.

8. The railway EMU wheel runout detection device according to claim 7, characterized in that: The inner laser displacement sensing module includes an inner laser displacement sensor (6) and an inner laser displacement sensor mounting bracket (7). The inner laser displacement sensor mounting bracket (7) is installed vertically on the ground inside the rail. The inner laser displacement sensor (6) is installed on the top of the inner laser displacement sensor mounting bracket (7), and the sensing end of the inner laser displacement sensor (6) is set facing the side where the rail is located.

9. A railway EMU wheel runout detection device according to claim 8, characterized in that: The inner laser displacement sensing module also includes an inner laser displacement sensor cover (8), which is fastened to the top of the inner laser displacement sensor fixing bracket (7) and is detachably connected to the inner laser displacement sensor fixing bracket (7).

10. A railway EMU wheel runout detection device according to claim 9, characterized in that: The trigger sensing module includes an inner trigger sensor (4) and an inner trigger sensor assembly support (5). The inner trigger sensor assembly support (5) is installed on the rail block (9) that the train wheel passes over first. The inner trigger sensor (4) is installed on the top of the inner trigger sensor assembly support (5), and the sensing end of the inner trigger sensor (4) is set in conjunction with the wheel being tested.

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