CN213632046U - Wheel tread non-roundness detection system - Google Patents

Abstract

The utility model discloses a wheel tread non-circularity detecting system belongs to track traffic technical field. The utility model discloses a detecting system includes leading-in mechanism and the detection mechanism of in proper order on the rail installation along train warehouse entry direction, detection mechanism is including installing in inboard footboard assembly, first sliding plate, second sliding plate and the fixed plate assembly that is parallel to each other of track, wherein between first sliding plate and footboard assembly and the fixed plate assembly to and all slide through slide rail mechanism between second sliding plate and the fixed plate assembly and link to each other, link to each other through the bearing between second sliding plate and the first sliding plate, first sliding plate links to each other with lift actuating mechanism and still links to each other with the footboard assembly through elastic element. Adopt the technical scheme of the utility model can carry out real-time dynamic detection to the train radial runout under the high-speed running state of train, and its detection precision obtains effectively improving for current detection mechanism, and this detection device's structural stability is better.

Description

Wheel tread non-roundness detection system

Technical Field

The utility model belongs to the technical field of the track traffic, more specifically say, relate to a wheel tread out-of-roundness detection system.

Background

In the running process of a train, along with high speed and heavy load, a wheel set of the train bears great dynamic load, tread scratching, peeling and radial jumping phenomena are easily caused on a wheel tread, and the tread scratching, peeling and radial jumping phenomena are easy to cause out-of-roundness, namely ovality or out-of-roundness of the tread. The tread out-of-round can bring extra impact vibration to the train in operation, lead to the train operation quality to descend, and the wearing and tearing aggravation to influence the safety and the life of train and track facility, can lead to the axletree to split even, collapse the wheel, cause major accident.

At present, the main technologies adopted at home and abroad for the online dynamic detection of the defects of the train wheel set tread comprise: 1) electric signal detection method: when the train runs at a high speed, the wheels are separated from the rail surface when running to the scratch position, and a certain period of vacation time is provided; the length of the vacation time is related to the size of the bruise; the wheel emptying time is measured through an electric signal, and the degree of the wheel scratch can be obtained through simple conversion. 2) Sound detection method: the size and the position of the flat wheel are roughly judged by judging the size of the collision sound of the scratch and the steel rail. But the interference of adjacent wheels cannot be overcome, only the wheel set where the flat wheel is located can be judged, and the test precision is not high. 3) Contact measurement method: the movable plate which is always contacted with the top point of the wheel rim and can move up and down along with the wheel is arranged on the inner side of the track, the pressing displacement of the movable plate in the wheel rolling process is measured, and the radial runout and the abrasion loss of the wheel tread can be obtained according to the change of the pressing displacement of the movable plate.

Among them, the contact measurement method has gained wide attention at home and abroad due to relatively high detection precision and high detection efficiency. The existing contact measurement method mainly adopts a parallelogram structure. For example, the chinese patent No. 2007200826089 discloses an on-line dynamic detection device for detecting wheel tread scratches and out-of-roundness, which employs a parallelogram detection mechanism, wherein the middle part or middle swing rod of the detection rod of the parallelogram detection mechanism is connected to a lifting rod of a lifting mechanism, the lifting mechanism is fixed on the track inner side bed, and the lifting mechanism is electrically connected to a data processing and control device. However, when the train wheel just contacts with the detection rod, the wheel easily brings great impact and vibration to the mechanism, so that the detection rod is separated from the wheel rim instantaneously, the measurement reference is lost, the missed measurement and the mismeasurement are caused, and the measurement accuracy is influenced.

SUMMERY OF THE UTILITY MODEL

1. Technical problem to be solved by the utility model

An object of the utility model is to overcome the above problem that current train wheel tread defect detection exists, provide a wheel tread out-of-roundness detection system. Adopt the technical scheme of the utility model can carry out real-time dynamic detection to the train radial runout under the high-speed running state of train, and its detection precision obtains effectively improving for current detection mechanism, and this detection device's structural stability is better.

2. Technical scheme

In order to achieve the above purpose, the utility model provides a technical scheme does:

the utility model discloses a wheel tread non-circularity detection system, include leading mechanism and detection mechanism along train warehouse entry direction in proper order at the installation of rail, wherein, leading mechanism is used for detecting the rim height of waiting to detect the wheel, detection mechanism is used for carrying out the on-line measuring to the runout of wheel, this detection mechanism is including installing in the inboard footboard assembly that just is parallel to each other of track, first sliding plate, second sliding plate and fixed plate assembly, wherein between first sliding plate and footboard assembly and the fixed plate assembly, and all link to each other through slide rail mechanism slip between second sliding plate and the fixed plate assembly, link to each other through the bearing between second sliding plate and the first sliding plate, first sliding plate links to each other with lift actuating mechanism and still links to each other with the footboard assembly through elastic element; and a displacement sensing plate is arranged on the pedal assembly, and a displacement sensor is correspondingly arranged on the second sliding plate.

Furthermore, both ends of the pedal assembly are provided with continuous damping mechanisms, each continuous damping mechanism comprises a push rod motor, a wedge block, a damper, a damping base and a damping baffle, the wedge block is movably mounted on the damping base and is connected with the push rod motor in a driving mode, the damping baffle is fixedly mounted on the pedal assembly, and the movable supports at both ends of the damper are pressed between the damping baffle and the wedge block.

Furthermore, the push rod motor and the damping base are both fixedly arranged on the fixed plate assembly, and a motor shaft of the push rod motor is fixedly connected with the wedge block through a motor connecting rod; and the fixed plate assembly is also provided with a damping support, and the damping passes through the damping support.

Furthermore, the lifting driving mechanism comprises a servo electric cylinder, the free end of a piston rod of the servo electric cylinder is fixedly connected with the connecting block, and the connecting block is fixedly connected with the first sliding plate.

Furthermore, a bearing is arranged in the connecting block, a bearing pin is correspondingly arranged in the second sliding plate, and the bearing pin is inserted into the bearing and hinged with the connecting block; furthermore, the connecting block is processed into an L-shaped structure, the first sliding plate is supported and installed on the connecting block, and the bearing is installed in the vertical plate of the connecting block.

Furthermore, the bottom of the connecting block is provided with a connecting lug, the free end of the piston rod is correspondingly provided with a pin shaft hole, and the connecting block is hinged with the free end of the piston rod through a pin shaft.

Furthermore, the sliding rail mechanism between the first sliding plate and the pedal assembly is obliquely installed relative to the first sliding plate, and the sliding rail mechanisms between the first sliding plate and the fixed plate assembly and between the second sliding plate and the fixed plate assembly are both vertically installed relative to the first sliding plate.

Furthermore, the fixing plate assembly comprises a main fixing plate, end fixing plates positioned at two ends of the main fixing plate and an upper sealing plate positioned at the top of the main fixing plate, wherein the main fixing plate, the end fixing plates and the upper sealing plate surround together to form a box-type structure; the first sliding plate is connected with the pedal assembly in a sliding mode through a first sliding rail, connected with the main fixing plate in a sliding mode through a second sliding rail and connected with the end fixing plate in a sliding mode through a third sliding rail; and an intermediate fixed plate is arranged between the first sliding plate and the pedal assembly, and the first sliding plate is connected with the intermediate fixed plate in a sliding manner through a fourth sliding rail.

Furthermore, a bottom plate assembly is fixedly arranged at the bottom of the track, and the detection device is arranged on the bottom plate assembly; the installation direction of the elastic element is parallel to the installation direction of the sliding rail mechanism between the first sliding plate and the pedal assembly, and the elastic element is of a tension spring or pressure spring structure.

Furthermore, a trigger mechanism is also arranged at the front end of the front-end mechanism on the inner side of the track, and the trigger mechanism comprises first magnetic steel and second magnetic steel which are arranged at intervals on the inner side of the track; the detection mechanisms are symmetrically arranged on the inner sides of the rails on the two sides, and the number of the detection mechanisms on the same side is more than or equal to 2.

3. Advantageous effects

Adopt the technical scheme provided by the utility model, compare with prior art, have following effect of showing:

(1) the utility model discloses a tread non-circularity detecting system, include leading-end mechanism and the detection mechanism of in proper order at the rail installation along train warehouse entry direction, treat the rim height that detects train wheel through leading-end mechanism and detect and feed back to control system, control the initial height to detection mechanism through control system and adjust, thereby can satisfy the detection requirement of the high wheel of different rims, cause great impact to detection mechanism when preventing that the wheel from strikeing detection mechanism fast, the life of mechanism has been prolonged, and reduced the impact vibration to the influence that detects the precision, be favorable to guaranteeing measurement accuracy.

(2) The utility model discloses a wheel tread out-of-roundness detection system, its detection mechanism is including installing in the inboard footboard assembly that just is parallel to each other of track, first sliding plate, second sliding plate and fixed plate assembly, press the footboard assembly back when the train wheel, the footboard assembly produces the downward movement for first sliding plate along slide rail mechanism, first sliding plate this moment, second sliding plate and fixed plate assembly all keep motionless, change through pressing the volume to the whole tread week length within range footboard assembly of wheel can directly carry out online dynamic measurement to defects such as wheel runout, and this detection device's structural stability and detection precision are higher for current contact method detection device. And simultaneously, the utility model discloses well first sliding plate passes through elastic element and links to each other with the footboard assembly, consequently when the wheel leaves the footboard assembly, the footboard assembly can be replied to initial position gradually automatically, is convenient for detect next time.

(3) The utility model discloses a wheel tread out-of-roundness detection system, through set up first sliding plate between fixed plate assembly and footboard assembly, and first sliding plate links to each other with lift actuating mechanism, go up and down through the first sliding plate of lift actuating mechanism drive, footboard assembly can take place synchronous lift along with first sliding plate under elastic element's effect, thereby can adjust the initial height of footboard assembly, and then satisfy the detection of the high train wheel of different rims, be favorable to reducing the impact of wheel to the footboard assembly.

(4) The utility model discloses a tread out-of-roundness detection system presses the footboard back when the train, and the footboard assembly moves down for first sliding plate, and the first sliding plate inevitable meeting of this moment inclines to influence the testing result, the utility model discloses a set up the second sliding plate between first sliding plate and fixed plate assembly, and link to each other through the bearing between second sliding plate and the first sliding plate, displacement sensor installs on the second sliding plate, when adjusting the footboard assembly height, the second sliding plate can go up and down for the fixed plate assembly along with first sliding plate together, and when the train pressed the footboard assembly and lead to first sliding plate slope, the second sliding plate did not produce the slope, from not influencing data measurement's accuracy.

(5) The utility model discloses a tread non-circularity detecting system, the both ends of footboard assembly all are equipped with and last damping mechanism, last for power through this damping mechanism to the both ends of footboard assembly to can prevent to incline because of the unbalanced emergence of footboard assembly both ends atress, and then be favorable to further guaranteeing displacement sensor measuring result's accuracy.

(6) The utility model discloses a tread out-of-roundness detection system, lift actuating mechanism include servo electronic jar, servo electronic jar's piston rod free end links to each other with the connecting block is fixed, and the connecting block links to each other with first sliding plate is fixed, wherein, replace threaded connection through the round pin axle is articulated between piston rod and the connecting block to the influence of existence of screw thread clearance to first sliding plate stability when can effectively eliminate because of threaded connection has further guaranteed the accuracy of testing result.

(7) The utility model discloses a tread out-of-roundness detection system, slide rail mechanism homogeneous phase between first sliding plate and second sliding plate and the fixed plate assembly is installed perpendicularly to first sliding plate, and slide rail mechanism between first sliding plate and the footboard assembly is for the installation of first sliding plate slope to be favorable to further improving the stability of whole measuring device structure and operation, and effectively reduce the impact of wheel to detection device, guaranteed measuring result's accuracy.

(8) The utility model discloses a tread non-circularity detecting system, the track inboard is located leading mechanism front end and still is equipped with trigger mechanism, and this trigger mechanism includes first magnet steel and the second magnet steel that sets up along the inboard interval of track, can judge the warehouse entry and the warehouse-out of train according to the order of triggering of first magnet steel and second magnet steel to be convenient for decide leading mechanism and detection mechanism start whether or not. In addition, the running speed of the train can be measured through the arrangement of the first magnetic steel and the second magnetic steel.

Drawings

Fig. 1 is a schematic view of the overall structure of the detection mechanism of the present invention;

fig. 2 is a schematic structural view of a fixing plate assembly of the detection mechanism of the present invention;

fig. 3 is a schematic view (one) of the disassembly structure of the detection mechanism of the present invention;

fig. 4 is a schematic diagram (ii) of the detaching structure of the detecting mechanism of the present invention;

fig. 5 is a schematic diagram (three) of the disassembly structure of the detection mechanism of the present invention;

fig. 6 is a schematic diagram (four) of the detachment structure of the detection mechanism of the present invention;

fig. 7 is a schematic diagram (five) of the disassembly structure of the detection mechanism of the present invention;

fig. 8 is a schematic view of the mounting structure of the first sliding plate according to the present invention;

fig. 9 is a schematic structural view of a lifting driving mechanism (i) of the present invention;

fig. 10 is a schematic structural view of the second lifting driving mechanism of the present invention;

fig. 11 is a schematic structural view of the piston rod of the present invention;

fig. 12 is a schematic structural view of the continuous damping mechanism of the present invention;

FIG. 13 is a schematic structural view of a base plate assembly of the present invention;

fig. 14 is a schematic structural view of the tension spring of the present invention;

fig. 15 is a schematic structural view of the spring pin of the present invention;

fig. 16 is a schematic plan view of the system for detecting out-of-roundness of wheel tread according to the present invention;

fig. 17 is a schematic structural view of a front-end mechanism pedal of the present invention;

fig. 18 is a control schematic diagram of the method for detecting out-of-roundness of a wheel tread according to the present invention.

The reference numerals in the schematic drawings illustrate:

1. a track; 2. a pedal assembly; 201. a pedal; 202. a pedal support plate; 203. an uphill segment; 204. a horizontal segment; 205. a downhill section; 301. a first sliding plate; 302. a second sliding plate; 4. a fixed plate assembly; 401. a main fixing plate; 402. an end fixing plate; 403. an upper sealing plate; 404. a middle fixing plate; 5. a floor assembly; 501. a bottom support plate; 502. a first track platen; 503. a platen bolt; 504. a platen nut; 505. a draw bar bolt; 506. fixing the ear; 507. reinforcing ribs; 508. a second track press plate; 6. a lifting drive mechanism; 601. a servo electric cylinder; 602. a piston rod; 603. a connecting nut; 604. connecting blocks; 605. a bearing; 606. connecting lugs; 607. a pin shaft; 701. a first slide rail; 702. a second slide rail; 703. a third slide rail; 704. a fourth slide rail; 705. a fifth slide rail; 8. an elastic element; 801. an elastic element support; 802. an elastic element adjusting plate; 803. an elastic element support plate; 804. a spring pin; 805. hooking a groove; 901. a displacement sensing plate; 10. a displacement sensor mounting plate; 1101. a push rod motor; 1102. a push rod motor base; 1103. a motor connecting rod; 1104. a damping base; 1105. a wedge block; 1106. damping; 1107. damping support; 1108. a damping baffle; 12. a front-end mechanism; 1301. a first detection mechanism; 1302. a second detection mechanism; 1303. a third detection mechanism; 1401. a first magnetic steel; 1402. a second magnetic steel; .

Detailed Description

For a further understanding of the present invention, reference will now be made in detail to the present invention, examples of which are illustrated in the accompanying drawings.

Example 1

As shown in fig. 16, the system for detecting out-of-roundness of a wheel tread according to this embodiment includes a front-end mechanism 12 and a detection mechanism, which are sequentially installed on a rail along a warehousing direction of a train, where the front-end mechanism 12 is used for detecting the rim height of a wheel to be detected, and the detection mechanism is used for detecting the radial runout of the wheel on line. The detection mechanism and the front-end mechanism 12 are both connected with the control system in a control mode, and the control system controls the start and stop of the front-end mechanism 12 and the detection mechanism.

The embodiment adds the front-end mechanism in front of the detection mechanism (the direction of train entering a garage), measures the rim height of the wheel to be detected through the front-end mechanism 12, controls the lifting driving mechanism 6 to operate through the control system according to the measured rim height and the current position of the detection mechanism, so as to adjust the initial height of the pedal assembly of the detection mechanism, so as to ensure that the prepressing amount of the detection mechanism belongs to the set range, further reduce the impact force on the detection mechanism when the wheel rapidly impacts the detection mechanism, prolong the service life of the mechanism, and reduce the influence of impact vibration on the detection precision. Here, the preload is a magnitude of a vertical displacement of the pedal assembly generated when the pedal assembly of the wheel pressure detecting mechanism is pressed. The embodiment does not require the structure of the front-end mechanism, can directly adopt the existing any wheel rim height online detection device, and only needs to detect the rim height of the wheel.

With reference to fig. 1, 3-7, the detecting mechanism of the present embodiment includes a pedal assembly 2, a first sliding plate 301, a second sliding plate 302 and a fixed plate assembly 4 which are installed inside the track 1 and parallel to each other, wherein the first sliding plate 301 is slidably connected to the pedal assembly 2 and the fixed plate assembly 4 through a sliding rail mechanism, and the second sliding plate 302 is slidably connected to the fixed plate assembly 4 through a sliding rail mechanism, the second sliding plate 302 is connected to the first sliding plate 301 through a bearing, and the first sliding plate 301 is connected to the lifting driving mechanism 6 and is further connected to the pedal assembly 2 through an elastic element 8; the pedal assembly 2 is provided with a displacement sensing plate 901, and the second sliding plate 302 is correspondingly provided with a displacement sensor.

According to the embodiment, the pedal assembly 2 is installed on the rail, when a wheel passes through, the top surface of the pedal assembly 2 is always kept in contact with the top point of the wheel rim, the pedal assembly 2 generates downward displacement under the pressing action of the wheel rim, the displacement is changed along with the difference of the contact points of the tread and the rail, the change of the displacement of the pedal assembly 2 in the process that the wheel passes through the pedal assembly 2 is collected, and the radial runout of the wheel can be detected. In actual use, the wheel rim heights of all wheels on a train are different, the pedal assembly 2 is higher than the wheel rim by a certain value during measurement to serve as a pre-pressing amount, the pre-pressing amount cannot be too large, otherwise the wheels can seriously impact the pedal assembly 2, so that the pedal assembly 2 is damaged, and the measurement precision is reduced; the pre-load must also not be too small, otherwise the wheel rim will not press the pedal assembly 2, resulting in no detectable data. Through the setting of first sliding plate 301 in this embodiment, and it links to each other with lift actuating mechanism 6 to both can realize the measurement of wheel tread defect, can adjust the initial height of footboard assembly 2 again simultaneously, thereby satisfy the measurement requirement of different rim height wheels, reduce the wheel and cause great impact to footboard assembly 2, and guarantee measurement accuracy. Specifically, before the train arrives, the first sliding plate 301 is driven to lift relative to the fixed plate assembly 4 through the lifting driving mechanism 6 according to the rim height of the train wheel to be detected, and at the moment, the pedal assembly 2 and the first sliding plate 301 lift synchronously, so that the initial height of the pedal assembly 2 is adjusted. When the height of the pedal assembly 2 reaches a set value, the lifting driving mechanism 6 stops working.

After the train wheels press the pedal assembly 2, under the rolling action of the wheels, the pedal assembly 2 moves downwards relative to the first sliding plate 301 along the sliding rail mechanism, at this time, under the supporting action of the lifting driving mechanism 6, the first sliding plate 301 does not slide relative to the fixed plate assembly 4, and then the distance between the displacement sensing plate 901 and the displacement sensor changes; when the train wheel leaves the pedal assembly 2, the pedal assembly 2 gradually moves upwards along the sliding rail mechanism to perform restoring motion relative to the first sliding plate 301 under the action of restoring force of the elastic element 8, and radial run-out, tread scratch and abrasion data of the train wheel tread can be obtained by processing distance change data between the displacement sensing plate 901 and the displacement sensor, so that on-line dynamic measurement of train wheel defects is realized, and the measurement efficiency is greatly improved. This embodiment is through carrying out optimal design to detection device's structure, leads to the removal of footboard assembly 2 with the help of slide rail mechanism to make it carry out the motion of replying through elastic element 8's effect, thereby for current parallelogram measuring mechanism, measuring device's structural stability and measurement accuracy have all obtained effective improvement.

Specifically, if the wheel tread is not scratched, the vertical position of the wheel tread relative to the steel rail in the whole tread circumference is unchanged, and the measurement value of the corresponding displacement sensor is also unchanged relatively; on the contrary, if the tread of the wheel is scratched or unevenly worn, the relative height from the tread to the top of the wheel rim is changed, the vertical position of the pedal assembly 2 and the steel rail is also changed relatively, and the variation of the measurement value of the displacement sensor is the scratch amount. Meanwhile, the measured value is compared with a new wheel without abrasion, and the abrasion loss of the wheel tread can be obtained.

The first sliding plate 301 is vertically displaced only when the height of the pedal assembly 2 needs to be adjusted, that is, the lifting driving mechanism 6 is operated, and when the wheel presses on the pedal assembly 2, the first sliding plate 301 remains stationary, and the pedal assembly 2 is displaced relative to the first sliding plate 301. The first sliding plate 301 is supported by an intermediate lifting drive mechanism 6, and the movement direction is limited by a sliding rail between the first sliding plate 301 and the fixed plate assembly 4. Due to processing and assembling errors, it is difficult to ensure that the displacement of the first sliding plate 301 during lifting is strictly vertical, and it is also difficult to ensure that the first sliding plate 301 does not displace when the wheel presses on the pedal assembly 2, so that when the displacement sensor is mounted on the first sliding plate 301, the measurement accuracy of the device will be affected. Therefore, the present embodiment adds the second sliding plate 302 between the first sliding plate 301 and the fixed plate assembly 4, and connects the displacement sensor to the second sliding plate 302, and the second sliding plate 302 is connected to the first sliding plate 301 through the bearing, so that when the first sliding plate 301 is tilted due to the wheel pressing on the pedal assembly 2, the second sliding plate 302 is not tilted, thereby not affecting the accuracy of data measurement. Specifically, in this embodiment, a displacement sensor mounting plate 10 is fixedly mounted above the second sliding plate 302, and the displacement sensor is fixedly connected to the displacement sensor mounting plate 10 and located above the displacement sensing plate 901.

Example 2

The wheel tread out-of-roundness detection system of the embodiment has a structure basically the same as that of embodiment 1, and mainly differs from that of embodiment 1 in that: the detection mechanisms of the embodiment are symmetrically arranged on the inner sides of the tracks at two sides, the number of the detection mechanisms at the same side is more than or equal to 2, and the sum of the lengths of the detection mechanisms at each side is greater than the circumference of the wheel, so that the circumferential data of the wheel tread, which is greater than the circumference of the wheel, can be detected, the requirements for detection of different front and rear wheels can be met, and the influence of the fact that the front wheel does not leave the detection mechanism and the rear wheel enters the detection mechanism on a detection result is prevented. The first detecting means is kept at a certain distance from the front-end means 12, and the time taken for the wheel to travel the distance can satisfy the time taken for the detecting means to adjust the amount of preload.

In this embodiment, a triggering mechanism is further disposed in front of the front-end mechanism 12, and the triggering mechanism includes a first magnetic steel 1401 and a second magnetic steel 1402 that are disposed at intervals along the inner side of the unilateral rail. The train can be judged to enter or exit according to the triggering sequence of the first magnetic steel 1401 and the second magnetic steel 1402, so that whether the front-end mechanism 12 and the detection mechanism are started or not can be conveniently determined. Specifically, when the triggering sequence of the magnetic steels is a first magnetic steel 1401-a second magnetic steel 1402, the train is put in a warehouse, and the front-end mechanism and the detection mechanism are started to prepare for wheel detection; when the triggering sequence of the magnetic steels is the second magnetic steel 1402-the first magnetic steel 1401, the train is taken out of the warehouse, all detection mechanisms are not started, when the train is taken out of the warehouse, the equipment is not started, the detection mechanisms are in an avoiding state, the wheels are not in contact with the mechanism, the impact force and the friction force between the wheels and the detection mechanisms when the train is taken out of the warehouse are eliminated, the mechanism is protected, and the automatic detection of the equipment is realized. Therefore, the magnetic steel arranged at the front end of the equipment is used as an external trigger signal, so that the equipment can be controlled to start. Meanwhile, the speed of the train can be measured by installing the first magnetic steel 1401 and the second magnetic steel 1402, and when the installation distance is known, the time interval of triggering the two magnetic steels is recorded, so that the speed of the train can be calculated.

Example 3

The wheel tread out-of-roundness detection system of the embodiment is basically the same as the embodiment 2 in structure, and mainly differs in that: in this embodiment, both ends of the pedal assembly 2 are provided with a continuous damping mechanism, as shown in fig. 12, the continuous damping mechanism includes a push rod motor 1101, a wedge block 1105, a damper 1106, a damping base 1104 and a damping baffle 1108, wherein the wedge block 1105 is movably mounted on the damping base 1104 and is in driving connection with the push rod motor 1101, the damping baffle 1108 is fixedly mounted on the pedal assembly 2, and both ends of the damper 1106 are movably supported and pressed between the damping baffle 1108 and the wedge block 1105. After installation, the force head of the damper 1106 is in close contact with the damping flapper 1108, and the bottom of the damper is in close contact with the inclined surface of the wedge 1105.

In this embodiment, the push rod motor 1101 and the damping base 1104 are both fixedly mounted on the fixing plate assembly 4. Specifically, the push rod motor 1101 is installed on the push rod motor base 1102, the push rod motor base 1102 is fixedly connected with the fixing plate assembly, and a motor shaft of the push rod motor 1101 is fixedly connected with the wedge 1105 through the motor connecting rod 1103; a damping support 1107 is further mounted on the fixed plate assembly 4, and the damping 1106 penetrates through the damping support 1107.

When the wheel pressed in the one end of footboard assembly 2, because footboard assembly 2 both ends atress is uneven, can cause the one end displacement of footboard assembly 2 and wheel contact big, and the other end displacement is little, and whole footboard assembly 2 is the tilt state, and when the wheel rolled to the other end of footboard assembly 2, whole footboard assembly 2 leaned to another direction again to lead to displacement sensor to measure inaccurately. In order to effectively solve the above problems, in the present embodiment, continuous damping mechanisms are provided at two ends of the pedal assembly 2, and the damping continuously applies force, when a wheel presses one end of the pedal assembly 2, the push rod motor 1101 of the pedal assembly 2 corresponding to the end pushes the damping 1106 forward, and the resistance is used to continuously apply force; when the wheel rolls to the other end of the pedal assembly 2, the push rod motor 1101 at the other end of the pedal assembly 2 pulls the damper 1106 backward, so that the damper 1106 is continuously applied with force.

Specifically, as shown in fig. 12, in the damping assembly diagram at the off-center end of the scooter wheel, when the wheel rolls to the off-center end of the pedal assembly 2, the push rod motor 1101 pulls the wedge block 1105 backwards, the horizontal displacement generated by the wedge block 1105 makes the damping bottom rise, and at the same time, the pedal assembly 2 generates a downward displacement, so that the force-bearing head of the damping is compressed, thereby the damping has a continuous force-applying effect. The continuous damping assembly structure at the entry end of the pedal wheel is basically the same as the damping assembly structure at the exit end of the pedal wheel, the damping is inclined in the same direction as the wheel exit end, but the wedge block 1105 of the push rod motor 1101 is installed in the opposite direction, so that the damping is stressed when the push rod motor 1101 pushes forwards. When a wheel just presses the pedal assembly 2, the push rod motor 1101 at the inlet end of the pedal assembly 2 starts to work, and the push rod motor 1101 at the outlet end of the pedal does not work; when the wheel leaves the pedal assembly entrance end, the push rod motor at the pedal assembly 2 entrance end is restored to the initial position. When the wheel is pressed at the step assembly 2 off end, the pusher motor 1101 at the step assembly 2 off end starts to operate, and when the wheel is separated from the step assembly 2 off end, the pusher motor at the step off end returns to the initial position.

Example 4

The wheel tread out-of-roundness detection system of the embodiment is basically the same as the embodiment 3 in structure, and mainly differs in that: as shown in fig. 5, 6-10, the lifting driving mechanism 6 includes a servo electric cylinder 601, a free end of a piston rod 602 of the servo electric cylinder 601 is fixedly connected to a connecting block 604, and the connecting block 604 is fixedly connected to the first sliding plate 301. The piston rod 602 is driven to ascend and descend by the transmission component in the cylinder body, so as to drive the first sliding plate 301 to move up and down.

Example 5

The wheel tread out-of-roundness detection system of the embodiment is basically the same as the embodiment 4 in structure, and mainly differs in that: as shown in fig. 9 and 10, the connecting block 604 is processed into an L-shaped structure, the first sliding plate 301 is supported and mounted on the connecting block 604, and the bearing 605 is mounted in the vertical plate of the connecting block 604. Specifically, in this embodiment, a stepped hole is formed in the vertical plate of the connecting block 604, the diameter of the large hole of the stepped hole is just matched with the diameter of the bearing outer ring, and the diameter of the small hole is smaller than the diameter of the bearing outer ring, so that the stepped hole is used as a bearing retainer ring. And a bearing 605 is arranged in the step hole, a bearing pin is correspondingly arranged in the second sliding plate 302, and the bearing pin is inserted into the bearing 605 and hinged with the connecting block 604. The first sliding plate 301 tilts bringing the connecting block 604 together, but the articulation of the bearing 605 may keep the second sliding plate 302 from tilting. The second sliding plate 302 is provided with fifth sliding rails 705 at both ends thereof, the sliding block portion of the fifth sliding rails 705 is connected with the second sliding plate 302, and the guide rail portion thereof is connected with the fixed plate assembly 4. Therefore, when the servo electric cylinder is lifted, the second sliding plate 302 can be driven to be lifted together.

Example 6

The structure of the system for detecting the out-of-roundness of the wheel tread according to this embodiment is substantially the same as that of embodiment 5, and further, as shown in fig. 9, a connecting block 604 is screwed to the free end of a piston rod 602 and is fastened by a connecting nut 603. The piston rod 602 is provided with a coupling nut 603 in advance, and after the piston rod 602 is coupled to the connection block 604, the coupling nut 603 is screwed up, thereby tightly fixing the piston rod 602 and the connection block 604.

Example 7

The structure of the system for detecting out-of-roundness of a wheel tread according to this embodiment is substantially the same as that of embodiment 6, and further, as shown in fig. 10 and 11, a connecting lug 606 is formed at the bottom of the connecting block 604, a pin shaft hole is correspondingly formed at the free end of the piston rod 602, and the connecting block 604 is hinged to the free end of the piston rod 602 through a pin shaft 607.

When the connecting block 604 and the piston rod 602 are in threaded connection, due to the fact that the fit clearance of the bolts is large, when the wheel presses the pedal assembly, the first sliding plate is unstable, based on the situation, the connecting mode of the servo electric cylinder and the sliding plate is changed in the embodiment, the threads on the piston rod 602 are changed into hinge holes, the piston rod 602 is hinged to the connecting block 604 through a pin shaft, and the pin shaft is in interference fit with the connecting block 604 and the piston rod 602, so that the fit clearance during hinging is eliminated. The pin shaft is also provided with two bolt holes, after the piston rod, the connecting block and the pin shaft are connected, the pin shaft and the connecting block 604 are fixed through the two bolt holes on the pin shaft, and the connecting block 604 and the first sliding plate 301 are fixed through bolts, so that the structural stability of the whole device is improved, and the impact effect of the wheel on the measuring device is effectively reduced.

As shown in fig. 18, the method for detecting out-of-roundness of a wheel tread according to the present embodiment includes the following steps:

step one, judging whether a train enters or exits a warehouse

Judging the warehousing and ex-warehousing of the train through the triggering sequence of the triggering unit, and if the train is warehousing, controlling the front-end mechanism 12 and the detection mechanism to start through the control system to prepare for wheel detection; if the train is delivered from the warehouse, the front-end mechanism 12 and the detection mechanism are not started;

step two, detecting the rim height of the train wheel

When the train is put in storage and passes through the front-end mechanism 12, the front-end mechanism 12 detects the rim height of the train wheels and feeds the rim height back to the control system;

step three, adjusting the prepressing amount of the pedal assembly of the detection mechanism

According to the detection result of the front-end mechanism 12, the lifting driving mechanism 6 is controlled to operate through the control system, so that the initial height of the pedal assembly 2 in the detection mechanism is adjusted, and when the prepressing amount of the pedal assembly 2 is within the set range, the lifting driving mechanism 6 stops operating.

The control mode of the prepressing amount of the pedal assembly is as follows: when the system is started, when the front setting mechanism detects that the height of the wheel rim is Sh1, the system judges whether the height of the wheel rim reaches the prepressing amount of 1.5-2mm, if the prepressing amount is in the range, the detection mechanism does not need to act, and if the height of the wheel rim is not in the range, a servo motor of the detection mechanism controls the pedal assembly to ascend and descend to the position W2, so that the height of the wheel rim Sh1 reaches the prepressing amount of 1.5-2 mm. When the front setting mechanism 12 detects that the rim height of the rear wheel is Sh2 and the front wheel passes through the detection mechanism, the detection mechanism judges whether the current W2 position is in the range that the pre-pressing amount of the rim height Sh2 is 1.5-2mm or not and performs corresponding lifting adjustment until the wheels of the complete train are detected. When the front-end mechanism 12 no longer produces a new rim height for a period of time, the train is considered to have passed the detection system, the front-end mechanism 12 and the detection mechanism return to zero, and the system stops operating. In the process of adjusting the prepressing amount of the detection mechanism, the prepositive mechanism 12 is always positioned at the position W1 and is unchanged, and a plurality of sets of detection mechanisms of the steel rail at each side are lifted to the same position each time.

Step four, detecting radial runout of the tread of the train wheel

When the train wheel passes through the detection mechanism, the detection mechanism detects the radial run-out of the tread of the train wheel.

Example 8

The wheel tread out-of-roundness detection system of the embodiment is basically the same as the embodiment 7 in structure, and mainly differs in that: the slide rail mechanisms between the first sliding plate 301 and the pedal assembly 2 are obliquely installed relative to the first sliding plate 301, and the slide rail mechanisms between the first sliding plate 301 and the fixed plate assembly 4, as well as between the second sliding plate 302 and the fixed plate assembly 4, are both vertically installed relative to the first sliding plate 301, so that the structural stability of the whole device is improved, and the impact of the wheels on the measuring device is effectively reduced.

Example 9

The wheel tread out-of-roundness detection system of the embodiment is basically the same as the embodiment 8 in structure, and mainly differs in that: referring to fig. 1, 2 and 3, the fixing plate assembly 4 includes a main fixing plate 401, end fixing plates 402 disposed at two ends of the main fixing plate 401, and an upper sealing plate 403 disposed on top of the main fixing plate 401, wherein the main fixing plate 401, the end fixing plates 402 and the upper sealing plate 403 together surround to form a box-type structure; the first sliding plate 301 is slidably connected with the pedal assembly 2 through a first sliding rail 701, slidably connected with the main fixing plate 401 through a second sliding rail 702, and slidably connected with the end fixing plate 402 through a third sliding rail 703; an intermediate fixing plate 404 is further disposed between the first sliding plate 301 and the pedal assembly 2, and the first sliding plate 301 and the intermediate fixing plate 404 are slidably connected through a fourth sliding rail 704.

The specific process of detection by adopting the detection mechanism of the embodiment is as follows:

step one, adjusting the height of a pedal assembly: according to the rim height of the train wheel to be detected, the lifting driving mechanism 6 drives the first sliding plate 301 to lift, at the moment, no relative motion exists between the pedal assembly 2 and the first sliding plate 301 and between the pedal assembly 2 and the second sliding plate 302, the pedal assembly 2 and the second sliding plate 302 lift synchronously along with the first sliding plate 301, and when the pedal assembly 2 lifts to a specified position, the lifting driving mechanism 6 stops working;

step two, the wheel detection process: when a wheel presses the pedal assembly 2, the pedal assembly 2 is pressed by the wheel rim to generate displacement in a direction obliquely downward along the slide rail, in the descending process of the pedal assembly 2, the first sliding plate 301 and the second sliding plate 302 are kept stationary relative to the fixed plate assembly 4, at this time, the displacement sensor generates relative displacement relative to the displacement sensing plate 901, and the displacement of the pedal assembly 2 pressed by the wheel rim when the wheel passes is obtained through conversion; the radial run-out condition of the train wheel tread can be obtained by processing the data acquired by the displacement sensor in the perimeter of the whole wheel tread;

step three, when the wheels leave, the pedal assembly 2 is restored to the initial position under the action of the elastic element 8; at this time, the lifting driving mechanism 6 continues to start to drive the pedal assembly 2 to descend to a specified position, no matter what the rim height of the passing wheel is, the rim of the wheel cannot press the pedal assembly 2.

Specifically, when the length of the pedal assembly 2 is greater than the wheel circumference, the circumferential data of one circle of the wheel tread can be detected, and the out-of-round condition of the wheel tread can be further depicted. The displacement curve of each detection mechanism pedal assembly 2 is intercepted and spliced to obtain a displacement curve of the pedal assembly 2 from the first detection mechanism to the last detection mechanism, and a maximum value and a minimum value are obtained from the displacement curve, wherein the difference value of the maximum value and the minimum value is the radial runout value of the wheel.

There are two methods for controlling the detection mechanism pedal assembly 2 to lift to the appropriate pre-pressure amount by the system, namely a table look-up method and a tracking method. The table look-up method is to divide the minimum rim height to the maximum rim height into n intervals, each interval corresponds to a position Wn of the pedal assembly 2 of the different detection mechanism, when the front mechanism 12 detects the rim height Sh of the wheel to be detected, the interval to which the rim height belongs is judged, and then the pedal assembly 2 of the detection mechanism is lifted to the position W corresponding to the interval. The tracking method is to use the displacement sensor as a feedback signal and continuously adjust the position of the pedal assembly 2 of the detection mechanism until the indication value of the displacement sensor reaches the indication value under the required pre-pressure amount. For example, when the current indication value of the displacement sensor is Z1, and the front-mounted mechanism detects the rim height Sh of the wheel to be detected, the system calculates the indication value Z2 that the displacement sensor needs to reach according to the pre-pressure amount, then the servo motor is started to lift, and in the process of lifting the motor, the indication value of the displacement sensor is continuously changed and is transmitted to the servo motor as a feedback signal, and when the indication value of the displacement sensor reaches Z2, the pedal assembly 2 of the detection mechanism is considered to have lifted to the required position, and then the motor is turned off.

Example 10

The wheel tread out-of-roundness detection system of the embodiment is basically the same as the embodiment 9 in structure, and mainly differs in that: the bottom of the track 1 is fixedly provided with a bottom plate assembly 2, and the detection device (a fixed plate assembly 4 and a lifting driving mechanism 6) is arranged on the bottom plate assembly 2.

As shown in fig. 13, the bottom plate assembly 5 of this embodiment includes a bottom support plate 501, a first rail pressing plate 502 and a second rail pressing plate 508 are disposed on the bottom support plate 501, the first rail pressing plate 502 is fixedly connected to the bottom support plate 501 through a pressing plate bolt 503, and two sides of the bottom of the track 1 are respectively pressed and fixed between the first rail pressing plate 502, the second rail pressing plate 508 and the bottom support plate 501; the bottom support plate 501 is further provided with a pressing plate nut 504, a seam which is profiled with the side edge of the bottom of the track 1 is processed on the pressing plate nut 504, and the pressing plate nut 504 is fixedly connected with a fixing lug 506 at the bottom of the bottom support plate 501 through a pull rod bolt 505. When the pull rod bolt 505 fastens the pressing plate nut 504 through the fixing lug 506, the nip distance between the pressing plate nut 504 and the second rail pressing plate 508 is reduced, so that the bottom plate assembly 5 and the steel rail are tightly fixed together; the bottom support plate 501 is then further fastened to the rail by the platen bolts 503 and the first rail platen 502. In this embodiment, the two sides of the bottom supporting plate 501 are further provided with reinforcing ribs 507, the bottom supporting plate 501 and the reinforcing ribs 507 are integrated, and a casting or welding mode can be adopted to ensure the integral rigidity of the mechanism so as to meet the requirement of the measurement accuracy of the whole mechanism.

Example 11

The wheel tread out-of-roundness detection system of the embodiment is basically the same as the embodiment 10 in structure, and mainly differs in that: the installation direction of the elastic element 8 is parallel to the installation direction of the sliding rail mechanism between the first sliding plate 301 and the pedal assembly 2, the elastic element 8 is of a tension spring or compression spring structure, the specific elastic element 8 includes but is not limited to a spiral spring, a gas spring, a liquid spring, a leaf spring, a rubber spring and the like, and different support seats can be manufactured according to the appearance and the use requirements of the element, as long as the follow-up elastic connection between the pedal 2 and the sliding plate 3 can be realized.

Specifically, as shown in fig. 14 and 15, the elastic element 8 of the present embodiment is a tension spring, two ends of the tension spring are provided with spring hooks, the pedal assembly 2 and the first sliding plate 301 are respectively provided with a spring pin 804 (the height of the spring pin on the pedal assembly 2 is lower than that of the spring pin on the first sliding plate 301), the spring pin 804 is respectively provided with a hook groove 805 corresponding to the spring hook, and two ends of the tension spring are respectively hooked and installed in the spring hook grooves through the spring hooks. When the wheel rolls on the pedal assembly 2, the pedal assembly 2 moves downward, thereby stretching the elastic member 8 downward, and when the wheel gradually leaves the pedal, the pedal assembly 2 gradually recovers under the action of the elastic member 8.

Example 12

The wheel tread out-of-roundness detection system of the embodiment is basically the same as the embodiment 11 in structure, and mainly differs in that: as shown in fig. 7, the elastic element 8 of this embodiment is a compression spring, one end of the compression spring is fixedly mounted on the first sliding plate 301 through an elastic element support 801, the pedal assembly 2 is provided with an elastic element support plate 803 corresponding to the other end of the compression spring (the height of the elastic element support plate 803 is greater than the height of the elastic element support 801), an elastic element adjusting plate 802 is correspondingly disposed on the first sliding plate 301 above the elastic element support plate 803, a threaded hole is processed on the elastic element adjusting plate 802, a jackscrew passes through the threaded hole and butts against the elastic element support plate 803, i.e., the jackscrew is used to adjust the pre-pressure of the spring, and after being adjusted to a predetermined position, the jackscrew is tightened by using a nut (omitted in. When the wheel rolls on the pedal assembly 2, the pedal assembly 2 drives the elastic member supporting plate 803 to move downward, thereby further compressing the elastic member 8, and when the wheel gradually leaves the pedal, the pedal assembly 2 gradually recovers under the action of the elastic member 8.

Example 13

As shown in fig. 3, the wheel tread out-of-roundness detection system of the present embodiment has a structure substantially the same as that of embodiment 12, and mainly differs therefrom in that: the pedal assembly 2 of the present embodiment includes a pedal 201 and a pedal support plate 202, the pedal 201 being mounted on the pedal support plate 202; the displacement sensing plate 901, the first slide rail 701, the elastic member supporting plate 803 or the spring pin 804 are all mounted on the pedal supporting plate 202. The pedal is in a long strip shape, the length of the pedal is determined according to the number of actually arranged measuring mechanisms (arranged in a segmented mode), and the total length of the pedals of the plurality of detecting mechanisms is not less than the circumference of the tread of the wheel.

Example 14

The wheel tread out-of-roundness detection system of the embodiment is basically the same as the embodiment 13 in structure, and mainly differs in that: the structure and the detection mechanism of the front-end mechanism 12 of the present embodiment are as shown in fig. 17, wherein the upper surface of the pedal of the front-end mechanism 12 sequentially includes an ascending section 203, a horizontal section 204 and a descending section 205 along the entering direction of the train, when a wheel passes through the front-end mechanism 12, a maximum displacement value is generated in the horizontal section 204 of the pedal assembly 2, and the rim height of the wheel can be measured according to the maximum value, and the specific method is as follows: when a wheel with a known rim height of Sh1 passes through the front-end mechanism 12, the maximum displacement of the pedals of the front-end mechanism 12 is h1, and when a wheel with an unknown rim height passes through the front-end mechanism, the maximum displacement of the pedals of the front-end mechanism is h2, the rim height of the unknown wheel, Sh2 ═ Sh1+ (h2-h 1).

Example 15

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel in this embodiment is basically the same as that in embodiment 14, and the main differences are as follows: the detection mechanism on the inner side of each side rail in this embodiment includes a first detection mechanism 1301, a second detection mechanism 1302, and a third detection mechanism 1303.

When the magnetic steel detects that the train is put in storage, the detection system is started, the front-end mechanism and the three sets of detection mechanisms rise to the specified position, and the process is completed before the train reaches the front-end mechanism. When the front mechanism detects the rim height of the first wheel, the three sets of detection mechanisms judge whether the rim height meets the requirement that the pre-pressing amount is 1.5-2mm by combining the current position, if not, the PLC controls the servo motor to lift to the position meeting the condition, and the process is completed before the wheel to be detected reaches the first detection mechanism 1301. After the first detection mechanism 1301 finishes acting, LOG data recording is started, vertical displacement of the pedals when the wheel passes through each detection mechanism is recorded, and LOG data recording is stopped when the wheel leaves the third detection mechanism 1303. When the front-mounted mechanism detects that the rim of the second wheel is high, the first wheel does not pass through the detection mechanism, each detection mechanism judges whether the first wheel leaves or not at first, if the first wheel leaves, the detection mechanism ascends and descends to a proper position according to the current position and the rim of the second wheel, and if the first wheel does not leave or reaches the detection mechanism, the detection mechanism starts to ascend and descend after the first wheel leaves. Each time the first detection mechanism 1301 finishes lifting, the system starts one LOG data record, and similarly, each time the third detection mechanism 1303 detects that the wheel leaves, the system stops the previous LOG data record. And when the front-end mechanism has no new value, the system considers that the train passes through the detection mechanism, and the front-end mechanism and the detection mechanism return to the initial position.

The data that the displacement sensor who will three sets of detection mechanism gathered all send the host computer to, and what the size of this data reflection is the size of the relative value of the different circumferential position rim heights of wheel tread, when footboard length is greater than wheel week length, can detect the circumferential data of wheel tread a week, further draws out the out-of-round condition of wheel tread. The upper computer intercepts and splices the displacement curve of each detection mechanism pedal to obtain a pedal displacement curve from the first detection mechanism 1301 to the third detection mechanism 1303, and the maximum value and the minimum value are obtained from the pedal displacement curve, and the difference value between the maximum value and the minimum value is the radial runout value of the wheel.

The present invention and its embodiments have been described above schematically, and the description is not limited thereto, and what is shown in the drawings is only one of the embodiments of the present invention, and the actual structure is not limited thereto. Therefore, if the person skilled in the art receives the teaching of the present invention, without departing from the inventive spirit of the present invention, the person skilled in the art should also design the similar structural modes and embodiments without creativity to the technical solution, and all shall fall within the protection scope of the present invention.

Claims (8)

1. The utility model provides a wheel tread out-of-roundness detection system which characterized in that: comprises a front-end mechanism (12) and a detection mechanism which are sequentially arranged on a rail along the warehousing direction of the train, wherein the front-end mechanism (12) is used for detecting the rim height of the wheel to be detected, the detection mechanism is used for detecting the radial runout of the wheel on line, the detection mechanism comprises a pedal assembly (2), a first sliding plate (301), a second sliding plate (302) and a fixed plate assembly (4) which are arranged on the inner side of a track (1) and are parallel to each other, wherein the first sliding plate (301) is arranged between the pedal assembly (2) and the fixed plate assembly (4), and the second sliding plate (302) is connected with the fixed plate assembly (4) in a sliding way through a sliding rail mechanism, the second sliding plate (302) is connected with the first sliding plate (301) through a bearing, and the first sliding plate (301) is connected with the lifting driving mechanism (6) and is also connected with the pedal assembly (2) through an elastic element (8); the pedal assembly (2) is provided with a displacement sensing plate (901), and the second sliding plate (302) is correspondingly provided with a displacement sensor.

2. The system of claim 1, wherein the system further comprises: both ends of footboard assembly (2) all are equipped with and last damping mechanism, should last damping mechanism including push rod motor (1101), wedge (1105), damping (1106), damping base (1104) and damping baffle (1108), wherein, wedge (1105) movable mounting is on damping base (1104) and links to each other with push rod motor (1101) drive, damping baffle (1108) fixed mounting is on footboard assembly (2), and the both ends movable support of damping (1106) is suppressed between damping baffle (1108) and wedge (1105).

3. The system of claim 2, wherein the system further comprises: the push rod motor (1101) and the damping base (1104) are both fixedly arranged on the fixing plate assembly (4), and a motor shaft of the push rod motor (1101) is fixedly connected with the wedge block (1105) through a motor connecting rod (1103); the fixing plate assembly (4) is further provided with a damping support (1107), and the damping (1106) penetrates through the damping support (1107).

4. The system of claim 1, wherein the system further comprises: the lifting driving mechanism (6) comprises a servo electric cylinder (601), the free end of a piston rod (602) of the servo electric cylinder (601) is fixedly connected with a connecting block (604), and the connecting block (604) is fixedly connected with the first sliding plate (301).

5. The system of claim 4, wherein the system further comprises: a bearing (605) is installed in the connecting block (604), a bearing pin is correspondingly arranged in the second sliding plate (302), and the bearing pin is inserted into the bearing (605) and hinged with the connecting block (604); furthermore, the connecting block (604) is processed into an L-shaped structure, the first sliding plate (301) is supported and installed on the connecting block (604), and the bearing (605) is installed in the vertical plate of the connecting block (604).

6. The system of claim 4, wherein the system further comprises: the bottom of the connecting block (604) is provided with a connecting lug (606), the free end of the piston rod (602) is correspondingly processed with a pin shaft hole, and the connecting block (604) is hinged with the free end of the piston rod (602) through a pin shaft (607).

7. The system according to any one of claims 1 to 6, wherein: the fixing plate assembly (4) comprises a main fixing plate (401), end fixing plates (402) positioned at two ends of the main fixing plate (401) and an upper sealing plate (403) positioned at the top of the main fixing plate (401), wherein the main fixing plate (401), the end fixing plates (402) and the upper sealing plate (403) jointly surround to form a box-type structure; an intermediate fixing plate (404) is further arranged between the first sliding plate (301) and the pedal assembly (2), and the first sliding plate (301) is connected with the pedal assembly (2), the main fixing plate (401), the end fixing plate (402) and the intermediate fixing plate (404) in a sliding mode through a sliding rail mechanism.

8. The system according to any one of claims 1 to 6, wherein: the inner side of the track is positioned at the front end of the front-end mechanism (12) and is also provided with a trigger mechanism, and the trigger mechanism comprises first magnetic steel (1401) and second magnetic steel (1402) which are arranged at intervals along the inner side of the track; the detection mechanisms are symmetrically arranged on the inner sides of the rails on the two sides, and the number of the detection mechanisms on the same side is more than or equal to 2.

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