Railway freight car brake valve detection five-axis feeding and discharging actuator

Abstract

The utility model belongs to industrial automation and detection equipment technical field, concretely relates to a railway freight car brake valve detects five -axis feeding and discharging mechanical arm and executing mechanism, including mechanical arm body, end executing mechanism and vision system, mechanical arm body contains X, Y, Z linear axle and fourth, five rotating shafts, and rotating shaft is installed in the lower end of Z axle, and end executing mechanism is installed in the fifth axle output end, contains end pneumatic clamping jaw and special fixture A, B, is adapted brake valve bolt head and vertical plane respectively to stabilize clamping, vision system contains first camera and second camera, identifies brake valve feature guide clamping, identification detection plane guide positioning respectively. The utility model solves the problem of special brake valve grabbing and posture adjustment, realizes full -automatic high -precision feeding and discharging, and promotes detection efficiency and result accuracy.

Description

Technical Field

[0001] This utility model belongs to the field of industrial automation and testing equipment technology, specifically relating to a five-axis loading and unloading actuator for testing railway freight car brake valves. Background Technology

[0002] As a core functional component of the train braking system, the performance stability and accuracy of railway freight car brake valves directly determine railway traffic safety. Therefore, after manufacturing or maintenance, they must undergo multiple rigorous performance tests to ensure compliance with standards.

[0003] Currently, the testing station for brake valves in railway freight cars generally adopts a manual loading and unloading operation mode. This mode has significant limitations: on the one hand, manual handling of brake valves is not only inefficient, but the brake valves themselves are also heavy, and long-term operation will lead to excessive labor intensity for operators; on the other hand, manual positioning relies on experience judgment, and is prone to inaccurate positioning of the brake valve and testing equipment due to human factors such as operational deviation and fatigue, which in turn affects the accuracy and consistency of the test results and makes it difficult to meet the needs of large-scale, high-precision testing.

[0004] To address the shortcomings of manual operation, the industry has been exploring the introduction of automated loading and unloading devices, primarily consisting of two types: standard six-joint robots and traditional Cartesian robots. While standard six-joint robots possess multi-degree-of-freedom motion capabilities, they suffer from high costs and, in brake valve inspection scenarios, lack rigidity and exhibit significant cumulative motion errors. Furthermore, their suitability for various operational needs is limited by the spatial layout of the inspection station. Traditional Cartesian robots, on the other hand, typically possess only three linear degrees of freedom (X, Y, Z), enabling only translational transport of workpieces and lacking the ability to adjust the posture of brake valves. Since railway freight car brake valves often have complex, irregular shapes, they require precise installation into the inspection equipment in a specific posture. The lack of posture adjustment capability in traditional Cartesian robots prevents them from meeting the clamping and positioning requirements of brake valves.

[0005] In summary, the existing technology lacks a dedicated automated loading and unloading equipment that is cost-effective, has a strong load-bearing capacity, and has multi-degree-of-freedom attitude adjustment capabilities. This makes it difficult to solve the problem of high-precision and automated handling of brake valves for irregularly shaped railway freight cars at the inspection station. There is an urgent need for targeted technical solutions to fill this gap in the field. Utility Model Content

[0006] To address the technical problems of existing automated loading and unloading devices, this utility model provides a five-axis loading and unloading actuator for detecting brake valves in railway freight cars.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows: A five-axis loading and unloading actuator for detecting brake valves in railway freight cars includes a robotic arm body, an end effector, and a vision system; The robotic arm body includes three linear motion axes and two rotary axes. The three linear motion axes are the X-axis, Y-axis, and Z-axis, and the two rotary axes are the fourth axis and the fifth axis. The three linear motion axes form a rectangular coordinate motion frame. The X-axis and Y-axis are horizontally set at the top, the Z-axis is vertically set, and the two rotary axes are installed at the lower end of the Z-axis. The fourth axis is used to drive the end effector to rotate around the Z-axis, and the fifth axis is used to drive the end effector to pitch and swing. The end effector is installed at the output end of the fifth shaft, which is a fifth shaft gearbox. The end effector includes an end pneumatic gripper and a pair of special clamps, namely special clamp A and special clamp B. Special clamp A is adapted to the bolt head of the railway freight car brake valve, and special clamp B is adapted to the vertical plane of the railway freight car brake valve, together achieving stable clamping of the railway freight car brake valve. The vision system includes a first camera and a second camera. The first camera is mounted on the fourth gearbox of the fourth axis and is used to identify the features of the railway freight car brake valve to guide clamping. The second camera is mounted on the side of the end pneumatic gripper and is used to identify the detection plane of the railway freight car brake valve to guide positioning.

[0008] The X-axis is driven by an X-axis drive motor to drive a first horizontal X-axis moving slide and a second horizontal X-axis moving slide, and the X-axis has a gantry structure; the Y-axis is driven by a horizontal Y-axis drive motor to drive a horizontal Y-axis gear and rack assembly for meshing transmission, and the Z-axis is driven by a vertical Z-axis drive motor to drive a vertical Z-axis gear and rack assembly for meshing transmission, and the X-axis, Y-axis and Z-axis are all equipped with linear slide rail pairs.

[0009] The horizontal Y-axis gear and rack assembly and the vertical Z-axis gear and rack assembly are both combinations of helical gears and helical racks. The X-axis transmission screw is a high-hardness ball screw, and the linear slide pair is a high-precision heavy-duty ball linear guide.

[0010] The fourth axis is driven by a fourth axis rotary drive motor in conjunction with a fourth axis gearbox, enabling 360° rotation; the fifth axis is driven by a fifth axis rotary drive motor in conjunction with a fifth axis gearbox, enabling ±90° pitch swing in the vertical plane, and both the fourth and fifth axis gearboxes are hollow reduction gearbox modules.

[0011] The special clamp A is connected to the end pneumatic gripper via a T-shaped connecting plate A, and the special clamp B is connected to the end pneumatic gripper via a T-shaped connecting plate B. A T-shaped connecting plate A positioning pin and a T-shaped connecting plate A fixing bolt are provided between the T-shaped connecting plate A and the special clamp A. A special clamp A positioning pin is provided between the T-shaped connecting plate A and the end pneumatic gripper. A T-shaped connecting plate B positioning pin and a T-shaped connecting plate B fixing bolt are provided between the T-shaped connecting plate B and the special clamp B. A special clamp B positioning pin is provided between the T-shaped connecting plate B and the special clamp B.

[0012] The lower end of the special clamp A is equipped with two sleeves by sleeve fixing bolts. The two sleeves are used to fit the bolt heads on the same side of the railway freight car brake valve. Above the sleeves of the special clamp A, there are three special clamp A anti-torsion bolts arranged in the same row at equal intervals. The special clamp A anti-torsion bolts are fixed to both sides of the special clamp A by special clamp A anti-torsion bolt fixing nuts.

[0013] The special clamp B has a smooth positioning plane that fits into the vertical plane above the railway freight car brake valve; one side of the special clamp B has a notch that matches the shape of the notch to the upper contour of the railway freight car brake valve to avoid interference during clamping.

[0014] The first camera is equipped with a first camera ring light source, which is used to identify the circular features on the top of the railway freight car brake valve to calculate the position and angle deviation; the second camera is equipped with a second camera surface light source, which is used to identify the mass and offset angle of the detection plane of the railway freight car brake valve.

[0015] The end pneumatic gripper is driven by a high-pressure air source, which is equipped with a pressure stabilizing device that continuously provides 0.6 MPa air. The end pneumatic gripper is equipped with a magnetic switch, which is used to detect the opening and closing status of the gripper in real time.

[0016] Both the special clamps A and B are designed for quick replacement. By removing the fixing bolts of T-shaped connecting plate A and T-shaped connecting plate B, special clamps A and B of different specifications can be replaced to adapt to different models of railway freight car brake valves.

[0017] Compared with the prior art, the beneficial effects of this utility model are: 1. This utility model constructs a robotic arm body with both wide-range movement and precise posture adjustment capabilities by adopting a five-axis structure combining three linear motion axes (X, Y, and Z) with two rotational axes (fourth and fifth). The X, Y, and Z axes form a rectangular coordinate motion frame, enabling rapid translation and lifting of the railway freight car brake valve between inspection stations, meeting the handling needs of different work positions. The fourth axis (rotation around the Z axis) and the fifth axis (pitch swing in the vertical plane) can precisely adjust the posture of the end effector and the brake valve, perfectly adapting to the posture adjustment needs of the railway freight car brake valve (irregular and complex structure) throughout the entire path from initial clamping to precise installation of the inspection equipment. This effectively overcomes the shortcomings of traditional rectangular coordinate robots that only have three linear degrees of freedom and cannot adjust the workpiece posture, ensuring that the brake valve can be installed in the specific posture required for inspection.

[0018] 2. This utility model employs a high-precision, high-rigidity design in the transmission and guiding structure of the linear motion axes: the X-axis uses a high-hardness ball screw drive, while the Y and Z axes utilize helical gears and racks for transmission. Furthermore, all three axes are equipped with high-precision, heavy-duty ball linear guide pairs. This design significantly enhances the overall rigidity and load-bearing capacity of the robotic arm, enabling stable handling of heavy-duty workpieces such as railway freight car brake valves. Simultaneously, it effectively reduces accumulated errors during movement, ensuring the repeatability of the robotic arm's positioning accuracy. This, in turn, guarantees the positioning accuracy when the brake valve is docked with the testing equipment, preventing positioning deviations from affecting the reliability of the test results and meeting the stringent installation accuracy requirements for brake valve performance testing.

[0019] 3. This utility model designs a special end-effector mechanism for the irregular structure of railway freight car brake valves: Special clamp A achieves initial positioning and clamping through a sleeve adapted to the bolt head of the brake valve. The three equally spaced anti-torsion bolts on its upper part can eliminate the internal torque caused by the height difference of the force application point during clamping, while increasing the contact area with the brake valve to improve clamping rigidity; Special clamp B fits with the upper vertical plane of the brake valve through a smooth positioning plane, further enhancing clamping stability, and the notch machined on one side can avoid interference with the brake valve during clamping; In addition, the special clamp is connected to the end pneumatic gripper through a T-shaped connecting plate and adopts a quick-change design. Different specifications of clamps can be replaced by simply removing the fixing bolts on the T-shaped connecting plate, which can be adapted to different models of railway freight car brake valves, significantly improving the versatility and flexibility of the equipment.

[0020] 4. This utility model is equipped with a dual-vision guidance system consisting of a first camera and a second camera. The first camera is mounted on the fourth-axis gearbox. By identifying the circular features on the top of the railway freight car brake valve, it calculates the position and angular deviation of the workpiece relative to the robotic arm, guiding the robotic arm to adjust the X-axis and Y-axis positions and the fourth-axis rotation angle to ensure that the end effector is accurately aligned with the brake valve for clamping. The second camera is mounted on the side of the end pneumatic gripper. By identifying the mass and offset angle of the brake valve detection plane, it guides the robotic arm to adjust the posture of the fourth and fifth axes and the X-axis, Y-axis, and Z-axis positions to ensure that the brake valve detection plane is accurately aligned with the detection equipment. This dual-vision system effectively solves the technical difficulties of uncertain initial clamping posture of the brake valve and high final installation positioning requirements, realizing full automation of the brake valve loading and unloading process without manual intervention, significantly improving work efficiency and positioning accuracy, and reducing the impact of human error.

[0021] 5. This utility model is specifically designed for the performance testing of railway freight car brake valves. Compared with general six-joint robots, it does not require complex and redundant motion functions, has a more targeted structure, and significantly reduces costs. At the same time, the overall structure of the robotic arm is compact, the core transmission components (such as high-hardness ball screws and helical gear racks) are highly reliable, and maintenance is convenient. It can adapt to the long-term continuous operation requirements of industrial testing scenarios, and has both high practicality and economy. It is easy to promote and apply on a large scale in the field of railway freight car brake valve testing, and effectively solves the problem of automated loading and unloading of irregularly shaped brake valves in the industry. Attached Figure Description

[0022] To more clearly illustrate the embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings in the following description are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0023] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, should still fall within the scope of the technical content disclosed in this utility model.

[0024] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0025] Figure 2 This is a schematic diagram of the end effector of this utility model.

[0026] Figure 3 This is the front view of the specially designed fixture A of this utility model.

[0027] Figure 4 This is a left view of the specially designed clamp A of this utility model.

[0028] Figure 5 This is a perspective view of the T-shaped connecting plate A between the specially designed clamp A and the pneumatic gripper of this utility model.

[0029] Figure 6 This is the front view of the specially designed fixture B of this utility model.

[0030] Figure 7 This is a left view of the specially designed clamp B of this utility model.

[0031] Figure 8 This is a perspective view of the T-shaped connecting plate B between the specially designed clamp B and the pneumatic gripper of this utility model.

[0032] Figure 9 This is a schematic diagram showing the working state of the special clamp of this utility model holding the brake valve of a railway freight car.

[0033] Figure 10 This is a schematic diagram of the working process of the dual vision system of this utility model.

[0034] Wherein: 100 is the X-axis drive motor, 101 is the first horizontal X-axis moving slide, 102 is the second horizontal X-axis moving slide, 110 is the horizontal Y-axis drive motor, 111 is the horizontal Y-axis gear and rack assembly, 120 is the vertical Z-axis drive motor, 121 is the vertical Z-axis gear and rack assembly, 130 is the fourth axis rotary drive motor, 131 is the fourth axis gearbox, 140 is the fifth axis rotary drive motor, 141 is the fifth axis gearbox, 200 is the end pneumatic gripper, 210 is the T-type connecting plate A, 211 is the T-type connecting plate A positioning pin, and 212 is the T-type connecting plate A fixing screw. 220 is a special clamp A, 221 is a locating pin for special clamp A, 222 is a torsion-reducing bolt for special clamp A, 223 is a fixing nut for the torsion-reducing bolt for special clamp A, 230 is a sleeve, 231 is a sleeve fixing bolt, 240 is a T-shaped connecting plate B, 241 is a locating pin for T-shaped connecting plate B, 242 is a fixing bolt for T-shaped connecting plate B, 250 is a special clamp B, 251 is a locating pin for special clamp B, 300 is the first camera, 310 is the ring light source for the first camera, 320 is the second camera, 330 is the surface light source for the second camera, and 400 is a railway freight car brake valve. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions in the embodiments of this utility model will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. These descriptions are only for further illustrating the features and advantages of this utility model, and not for limiting the claims of this utility model. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0036] The specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this utility model, but are not intended to limit its scope.

[0037] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0038] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0039] See Figure 1 The five-axis loading and unloading actuator for detecting brake valves of railway freight cars provided by this utility model mainly consists of a robotic arm body, an end effector, a vision system, and a drive system.

[0040] The robotic arm consists of three linear motion axes and two rotary axes. A horizontal X-axis drive motor 100 simultaneously drives the first horizontal X-axis sliding table 101 and the second horizontal X-axis sliding table 102, forming a gantry structure that allows subsequent devices to move precisely along the X-axis while providing high load-bearing capacity. A horizontal Y-axis drive motor 110 drives a gear and rack assembly 111 mounted on the frame, enabling precise movement of subsequent devices along the Y-axis, achieving horizontal translation. A vertical Z-axis drive motor 120 drives a vertical Z-axis gear and rack assembly 121 mounted on the frame, enabling precise movement of subsequent devices along the Z-axis, achieving vertical lifting.

[0041] The fifth axis, sixth axis, end effector, and some vision recognition devices are mounted on the lower end of the Z-axis via a connecting plate. The output of the fourth axis rotary drive motor 130 is connected to the fourth axis gearbox 131, enabling the subsequent device to rotate 360° around the Z-axis. The fifth axis rotary drive motor 140 is also connected to the fifth axis gearbox 141, and its output is connected to the end effector via a flange, enabling the end effector to pitch and swing ±90° in the vertical plane.

[0042] See Figure 2 The end effector includes an end pneumatic gripper 200 and a pair of special clamps. T-shaped connecting plates A210 and B240 are bolted to the finger plates of the end pneumatic gripper 200. The special clamps on both sides will be described below.

[0043] See Figure 3 , Figure 4 and Figure 5 The T-shaped connecting plate A210 is bolted to the special fixture A220, and is positioned by the positioning pin 221 of the special fixture A to ensure consistent assembly accuracy. The lower end of the special fixture A220 is secured to two sleeves 230 by two sleeve fixing bolts 231. During clamping, the sleeves 230 are aligned with the two bolt heads on the same side of the railway freight car brake valve 400 to achieve both positioning and clamping.

[0044] Preferably, at the upper end of the two sleeves, specially designed clamp A anti-torsion bolts 222 are also installed in the same row at equal intervals. This is because when clamping the railway freight car brake valve 400, the height difference between the clamping force application points in the vertical direction can cause internal torque between the specially designed clamps, leading to instability. Furthermore, since the railway freight car brake valve 400 is an irregularly shaped part, the adjustable specially designed clamp A anti-torsion bolts 222 are installed at appropriate positions. The special clamp A anti-torsion bolt fixing nuts 223 fix the special clamp A anti-torsion bolts 222 on both sides of the special clamp A220, eliminating the height difference between the clamping force application points on both sides, adapting to the narrow positioning plane of the irregular surface, providing adjustability, and increasing the contact area between the special clamps and the railway freight car brake valve 400.

[0045] Preferably, a T-shaped connecting plate A210 and the end pneumatic gripper 200 are further provided with a T-shaped connecting plate A positioning pin 211, which is fixed by a T-shaped connecting plate A fixing bolt 212 to ensure the consistency of assembly accuracy, which is especially important in the case of repeated disassembly and adjustment.

[0046] See Figure 6 , Figure 7 and Figure 8The T-shaped connecting plate B240 is bolted to the special fixture B250, and positioned by the locating pin 251 of the special fixture B250 to ensure consistent assembly accuracy. The smooth locating surface of the special fixture B250 mates with the vertical plane on the upper part of the railway freight car brake valve 400, serving as the clamping contact surface. The other side has a notch machined to match the upper part of the railway freight car brake valve 400 to prevent interference during clamping and ensure precise positioning.

[0047] When the end-effector pneumatic gripper 200 actuates, the sleeve 230 on the special clamp A220 engages the bolt head on the railway freight car brake valve 400. Simultaneously, the pre-adjusted anti-torque bolt 222 on the same side of the special clamp A also presses against the narrow positioning plane on the sleeve 230. At the same time, the positioning plane of the special clamp B250 presses against the vertical plane of the railway freight car brake valve 400, thereby achieving stable clamping of the railway freight car brake valve 400 by the special clamp.

[0048] The vision system includes a first camera 300 and a second camera 320. The first camera 300 is fixedly mounted above the fourth-axis gearbox 131, and has a hollow ring light source 310 at its lower part to ensure clear visibility and more accurate recognition. The first camera 300 is used to identify the circular feature on the top of the railway freight car brake valve 400 as a visual calibration point, calculate the precise position and angular deviation of the railway freight car brake valve 400 relative to the robotic arm, guide the robotic arm to adjust the position of the X-axis and Y-axis and the angle of the fourth axis, so that the special fixture is accurately aligned with the railway freight car brake valve 400, completing the preparation before clamping.

[0049] The second camera 320 is fixed to the side of the end pneumatic gripper 200 via a bracket, with its field of view facing the side of the special fixture and the railway freight car brake valve 400 as it enters the inspection equipment. When the railway freight car brake valve 400 moves to the loading position, it is accurately stopped at the clamping position, and the first camera 300 performs subsequent identification and preparation. By adjusting the Z-axis height, the end effector reaches its final position, and the end pneumatic gripper 200 is driven by a high-pressure air source to clamp it. After clamping, the fifth axis rotation drive motor 140 drives the fifth axis gearbox 141 to rotate 90°, turning the originally horizontal detection plane of the railway freight car brake valve 400 vertically towards the second camera 320. The second camera's surface light source 330 provides supplementary lighting to accurately identify the detection plane position of the railway freight car brake valve 400 to be inspected, guiding the robotic arm to align the bottom plane (detection plane) of the railway freight car brake valve 400 with the positioning features on the inspection station.

[0050] See Figure 9 and Figure 10The working process of this utility model is as follows: When the railway freight car brake valve 400 flows into the feeding port, the bottom plane (detection plane) of the railway freight car brake valve 400 is horizontally downward. The second camera 320 identifies and positions the railway freight car brake valve 400. The robotic arm body, carrying the end effector, moves above it and adjusts to the clamping posture. The first camera 300 identifies the circular visual calibration point on the top of the railway freight car brake valve 400, calculates the precise position and angle deviation of the railway freight car brake valve 400 relative to the robotic arm, and guides the robotic arm to adjust the position of the X-axis and Y-axis and the angle of the fourth axis so that the special clamp is accurately aligned with the railway freight car brake valve 400. Then, the Z-axis of the robotic arm is adjusted to the specified clamping distance. Then, the end pneumatic gripper 200 moves to clamp the railway freight car brake valve 400 through the special clamp. Then, the fifth-axis rotary drive motor 140 drives the end effector and the railway freight car brake valve 400 to rotate 90°, so that the bottom plane (detection plane) of the railway freight car brake valve 400 is aligned with the second camera 320. The quality and offset angle of the detection plane are identified, and the fourth-axis rotary drive motor 130 and the fifth-axis rotary drive motor 140 correct the deviation. After the adjustment is completed, the robotic arm adjusts the X, Y, and Z axes to transport the railway freight car brake valve 400 to the vicinity of the detection station. In summary, based on visual feedback, the robotic arm coordinates the movement of the five axes to finely adjust the posture and position of the bottom plane (detection plane) of the railway freight car brake valve 400, and finally places it stably and accurately on the detection station. After the detection is completed, the robotic arm performs a reverse operation to return the railway freight car brake valve 400 to the unloading port.

[0051] The above description only describes the preferred embodiments of the present utility model. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model, and all such changes should be included within the protection scope of the present utility model.

Claims

1. A five-axis loading and unloading actuator for detecting brake valves in railway freight cars, characterized in that: Includes the robotic arm body, end effector, and vision system; The robotic arm body includes three linear motion axes and two rotary axes. The three linear motion axes are the X-axis, Y-axis, and Z-axis, and the two rotary axes are the fourth axis and the fifth axis. The three linear motion axes form a rectangular coordinate motion frame. The X-axis and Y-axis are horizontally set at the top, the Z-axis is vertically set, and the two rotary axes are installed at the lower end of the Z-axis. The fourth axis is used to drive the end effector to rotate around the Z-axis, and the fifth axis is used to drive the end effector to pitch and swing. The end effector is installed at the output end of the fifth shaft, which is the fifth shaft gearbox (141). The end effector includes an end pneumatic gripper (200) and a pair of special clamps. The special clamps are special clamp A (220) and special clamp B (250). Special clamp A (220) is adapted to the bolt head of the railway freight car brake valve (400), and special clamp B (250) is adapted to the vertical plane of the railway freight car brake valve (400), together achieving stable clamping of the railway freight car brake valve (400). The vision system includes a first camera (300) and a second camera (320). The first camera (300) is mounted on the fourth shaft gearbox (131) of the fourth shaft. The first camera (300) is used to identify the features of the railway freight car brake valve (400) to guide clamping. The second camera (320) is mounted on the side of the end pneumatic gripper (200) to identify the detection plane of the railway freight car brake valve (400) to guide positioning.

2. The five-axis loading and unloading actuator for detecting brake valves in railway freight cars according to claim 1, characterized in that: The X-axis is driven by an X-axis drive motor (100) to drive a first horizontal X-axis moving slide (101) and a second horizontal X-axis moving slide (102), and the X-axis is in the form of a gantry frame; the Y-axis is driven by a horizontal Y-axis drive motor (110) to drive a horizontal Y-axis gear rack group (111) for meshing transmission; the Z-axis is driven by a vertical Z-axis drive motor (120) to drive a vertical Z-axis gear rack group (121) for meshing transmission; and the X-axis, Y-axis and Z-axis are all equipped with linear slide rail pairs.

3. The five-axis loading and unloading actuator for detecting brake valves in railway freight cars according to claim 2, characterized in that: The horizontal Y-axis gear rack assembly (111) and the vertical Z-axis gear rack assembly (121) are both combinations of helical gears and helical racks. The X-axis transmission screw is a high-hardness ball screw, and the linear slide rail pair is a high-precision heavy-duty ball linear guide.

4. The five-axis loading and unloading actuator for detecting brake valves in railway freight cars according to claim 1, characterized in that: The fourth axis is driven by a fourth axis rotary drive motor (130) in conjunction with a fourth axis gearbox (131), and can achieve 360° rotation; the fifth axis is driven by a fifth axis rotary drive motor (140) in conjunction with a fifth axis gearbox (141), and can achieve pitch swing of ±90° in the vertical plane, and both the fourth axis gearbox (131) and the fifth axis gearbox (141) are hollow reduction gearbox modules.

5. The five-axis loading and unloading actuator for detecting brake valves in railway freight cars according to claim 1, characterized in that: The special clamp A (220) is connected to the end pneumatic gripper (200) via a T-shaped connecting plate A (210). The special clamp B (250) is connected to the end pneumatic gripper (200) via a T-shaped connecting plate B (240). A T-shaped connecting plate A (210) and a T-shaped connecting plate A (200) fixing bolt (212) are provided between the T-shaped connecting plate A (210) and the end pneumatic gripper (200). A special clamp A (221) is provided between the T-shaped connecting plate A (210) and the special clamp A (220). A T-shaped connecting plate B (240) and the end pneumatic gripper (200) are provided with a T-shaped connecting plate B (241) fixing bolt (242). A special clamp B (250) (251) is provided between the T-shaped connecting plate B (240) and the special clamp B (250).

6. The five-axis loading and unloading actuator for detecting brake valves in railway freight cars according to claim 5, characterized in that: The lower end of the special clamp A (220) is equipped with two sleeves (230) by sleeve fixing bolts (231). The two sleeves (230) are used to fit the bolt heads on the same side of the railway freight car brake valve (400). Three special clamp A anti-torsion bolts (222) are provided above the sleeves (230) of the special clamp A (220) with equal spacing in the same row. The special clamp A anti-torsion bolts (222) are fixed to both sides of the special clamp A (220) by special clamp A anti-torsion bolt fixing nuts (223).

7. The five-axis loading and unloading actuator for detecting brake valves in railway freight cars according to claim 1, characterized in that: The special fixture B (250) has a smooth positioning plane, which fits with the vertical plane on the upper part of the railway freight car brake valve (400); a notch is machined on one side of the special fixture B (250), the shape of which is adapted to the upper contour of the railway freight car brake valve (400) to avoid interference during clamping.

8. The five-axis loading and unloading actuator for detecting brake valves in railway freight cars according to claim 1, characterized in that: The first camera (300) is equipped with a first camera ring light source (310), and the first camera (300) is used to identify the circular features on the top of the railway freight car brake valve (400) to calculate the position and angle deviation; the second camera (320) is equipped with a second camera surface light source (330), and the second camera (320) is used to identify the mass and offset angle of the detection plane of the railway freight car brake valve (400).

9. The five-axis loading and unloading actuator for detecting brake valves in railway freight cars according to claim 1, characterized in that: The end pneumatic gripper (200) is driven by a high-pressure air source, which is equipped with a pressure stabilizing device that continuously provides 0.6MPa air. The end pneumatic gripper (200) is equipped with a magnetic switch, which is used to detect the opening and closing status of the gripper in real time.

10. A five-axis loading and unloading actuator for detecting brake valves in railway freight cars according to claim 1, characterized in that: The special fixtures A (220) and B (250) are both quick-change designs. By removing the fixing bolts (212) of the T-type connecting plate A and the fixing bolts (242) of the T-type connecting plate B, different specifications of special fixtures A (220) and B (250) can be replaced to adapt to different models of railway freight car brake valves (400).

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