CN213956293U - Online dynamic detection system for radial runout of rail transit wheels - Google Patents

Abstract

The utility model discloses a rail transit wheel runout online dynamic detection system belongs to the track traffic field. The utility model discloses a detection system, including leading-end mechanism and detection mechanism that follow train warehouse entry direction and install at the rail in proper order, detection mechanism include install in proper order in the inboard footboard assembly, sliding plate and the fixed plate assembly that is parallel to each other of track, wherein slide plate and footboard assembly and fixed plate assembly between slide rail mechanism slip link to each other respectively, the sliding plate links to each other with lift actuating mechanism and it still links to each other through elastic element with the footboard assembly between; the pedal assembly is provided with a displacement sensing plate, and a displacement sensor is correspondingly arranged above or below the displacement sensing plate, or the mounting positions of the displacement sensing plate and the displacement sensor are interchanged. 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

Online dynamic detection system for radial runout of rail transit wheels

Technical Field

The utility model belongs to the technical field of the rail transit, more specifically say, relate to an online dynamic detection system of rail transit wheel runout.

Background

In recent years, with the rapid development of economy in China, the requirements on the running speed and the heavy load of a train are higher and higher, so that the wheel set of the train is required to bear a large dynamic load so as to ensure the driving safety of the train. The circumferential surface of the train wheel consists of two curved surfaces, namely a rim and a tread, the tread and the track are released to realize bearing running, and the tread and the rim jointly guide the train to run. In the long-term in-process of operation of train wheel, because train wheel all can produce wearing and tearing with the surface of track contact for train wheel out of round, this will lead to train wheel to produce radial runout on the track, and then damages train part, reduces passenger's comfort level, influences the safety and the life of train and track facility, can lead to the axletree fracture even, collapses the wheel, causes major accident.

Therefore, the detection of the radial runout of the wheel tread has important significance for ensuring the driving safety of the train. For the detection of train wheel pairs, in the conventional technology, strain gauges attached to neutralizing shafts on two sides of a rail web of a steel rail are generally used for sensing strain force changes when a truck passes through, so that tread damage on the surface of a wheel tread and the unbalanced loading condition of a train body are determined. However, this kind of detection mode is only suitable for the train detection of low-speed motion to when the installation foil gage, need destroy former rail, obviously, this is inadmissible in the high-speed railway, that is to say, traditional detection mode is not suitable for the wheel pair on-line measuring of high-speed train, and its detection precision is relatively lower, and the debugging cycle is long after the detecting system installation, and it is inconvenient to maintain, needs to change the rail when necessary, very loaded down with trivial details.

The on-line dynamic detection refers to real-time on-line measurement performed when a train normally runs on a steel rail, and the on-line detection is increasingly paid attention at home and abroad due to the characteristics of high measurement automation degree, no occupation of the turnover time of rolling stock, convenience in storing wheel information data and the like. The contact measurement method is a commonly used online dynamic detection method, and mainly utilizes a pedal structure installed on a rail, when a wheel passes through the pedal structure, the pedal is always kept in contact with the top point of a wheel rim, the pedal generates downward displacement under the pressing action of the wheel rim, the displacement changes along with the difference of contact points of a tread and the rail, and the change of the downward displacement of the pedal in the process that the wheel passes through the pedal is collected, so that the wheel tread out-of-round and radial run-out conditions can be described.

However, the conventional dynamic measuring mechanism for the tread defect of the wheel usually adopts a parallelogram structure, the structural stability of the detecting mechanism is relatively poor, and the detecting precision of the detecting mechanism still needs to be further improved. For example, chinese patent 201620323667.X discloses a dynamic detection device for wheel tread scratches and out-of-roundness, which comprises a base plate disposed on the inner side of a steel rail, at least two sets of parallelogram mechanisms disposed on the base plate, a scratch rod contacting with the wheel tread hinged to the top of each parallelogram mechanism, a first damping mechanism disposed between the scratch rod and the base plate, a second damping mechanism disposed between each parallelogram mechanism and the base plate, an induction plate disposed at the bottom of the scratch rod, and a displacement sensor disposed on the base plate for inducing displacement of the induction plate. The application can improve the impact resistance of the detection mechanism to a certain extent through the installation of the damping mechanism, but the detection precision and the structural stability of the detection mechanism are still to be further improved. Meanwhile, the device cannot control the height of the scratching rod of the parallelogram mechanism, and when the height of the wheel rim is different due to abrasion, the wheel rim is not in contact with the scratching rod or is in excessive contact with the scratching rod, so that the problem that the mechanism is not impacted and damaged due to the influence of no measurement result or large impact on the mechanism is caused.

SUMMERY OF THE UTILITY MODEL

1. Technical problem to be solved by the utility model

The utility model aims to overcome the above problem that current train wheel tread defect detection exists, provide a rail transit wheel runout online dynamic 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 an online dynamic detection system of rail transit wheel runout, include leading mechanism and detection mechanism that puts into storage direction at the rail and install in proper order along the train, wherein, leading mechanism is used for detecting the rim height of wheel to be detected, detection mechanism is used for carrying out the on-line measuring to the runout of wheel, tread scotch and wearing and tearing, detection mechanism and leading mechanism all link with the control system control; the detection mechanism comprises a pedal assembly, a sliding plate and a fixed plate assembly which are sequentially arranged on the inner side of the track and are parallel to each other, wherein the sliding plate is connected with the pedal assembly and the fixed plate assembly in a sliding mode through a sliding rail mechanism respectively, the sliding plate is connected with the lifting driving mechanism, and the sliding plate is connected with the pedal assembly through an elastic element; the pedal assembly is provided with a displacement sensing plate, and a displacement sensor is correspondingly arranged above or below the displacement sensing plate, or the mounting positions of the displacement sensing plate and the displacement sensor are interchanged.

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; furthermore, the detection mechanisms are symmetrically arranged on the inner sides of the tracks at the two sides, and the number of the detection mechanisms at the same side is more than or equal to 2.

Furthermore, the lifting driving mechanism comprises a driving motor, a lead screw and a lead screw nut, wherein an output shaft of the driving motor is fixedly connected with one end of the lead screw, the other end of the lead screw is in threaded connection with the lead screw nut, and the lead screw nut is fixedly connected with the sliding plate.

Furthermore, the driving motor is fixedly connected with the fixed plate assembly through the motor mounting seat, the screw nut is mounted on the nut fixed plate, and the nut fixed plate is fixedly connected with the sliding plate; and a lead screw fixing seat is further fixed on the fixing plate assembly, and the lead screw penetrates through the lead screw fixing seat and is connected with an output shaft of the driving motor through a first coupler.

Furthermore, the bottom of the sliding plate is provided with a braking system, the braking system comprises a screw rod, an electromagnetic brake, a brake coupling piece and a coupling piece connecting plate, one end of the screw rod is fixedly connected with the bottom of the sliding plate through a second coupler, the other end of the screw rod sequentially penetrates through the electromagnetic brake, the brake coupling piece and the coupling piece connecting plate and is in threaded connection with a screw rod nut, a bearing is further installed on the coupling piece connecting plate, and a bearing seat is arranged outside the bearing.

Furthermore, a supporting and fixing seat is fixed at the bottom of the sliding plate, and the second coupler is fixedly connected with the supporting and fixing seat; the brake coupling piece, the coupling piece connecting plate and the lead screw nut are fixedly connected, and the electromagnetic brake and the bearing seat are fixedly connected with the bottom plate assembly.

Furthermore, the sliding rail mechanism between the sliding plate and the pedal assembly is obliquely arranged relative to the sliding plate, and the sliding rail mechanism between the sliding plate and the fixed plate assembly is vertically arranged relative to the sliding plate; the installation direction of the elastic element is parallel to the installation direction of the sliding rail mechanism between the sliding plate and the pedal assembly;

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 sliding plate is connected with the main fixed plate in a sliding mode through a second sliding rail and is connected with the fixed plate in a sliding mode through a third sliding rail; an intermediate fixing plate is further arranged between the sliding plate and the pedal assembly, and the sliding plate is connected with the intermediate fixing plate in a sliding mode through a fourth sliding rail (the first sliding rail is obliquely installed relative to the sliding plate, and the second sliding rail, the third sliding rail and the fourth sliding rail are all vertically installed relative to the sliding plate).

Furthermore, the fixing plate assembly is fixed on a bottom plate assembly, and the bottom plate assembly is fixedly arranged at the bottom of the track; furthermore, the bottom plate assembly comprises a bottom supporting plate, a first track pressing plate and a second track pressing plate are arranged on the bottom supporting plate, the first track pressing plate is fixedly connected with the bottom supporting plate through a pressing plate bolt, and two sides of the bottom of the track are respectively and tightly pressed and fixed among the first track pressing plate, the second track pressing plate and the bottom supporting plate; the bottom supporting plate is also provided with a pressing plate nut, a seam which is profiled with the side edge of the bottom of the track is processed on the pressing plate nut, and the pressing plate nut is fixedly connected with a fixing lug at the bottom of the bottom supporting plate through a pull rod bolt; and reinforcing ribs are arranged on two sides of the bottom supporting plate.

Furthermore, the elastic element adopts a tension spring or a compression spring, and two ends of the elastic element are respectively fixedly connected with the pedal assembly and the sliding plate.

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 an online dynamic detection system of rail transit wheel runout, include along train warehouse entry direction at rail installation leading-in mechanism and detection mechanism in proper order, treat the rim height that detects train wheel through leading-in 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 an online dynamic detection system of rail transit wheel runout, its detection mechanism is including installing in proper order in the inboard footboard assembly that just is parallel to each other of track, sliding plate and fixed plate assembly, slide through slide rail mechanism respectively between sliding plate and footboard assembly and the fixed plate assembly and slide and link to each other, when the footboard assembly is pressed on to the train wheel, the footboard assembly can be followed slide rail mechanism and produced the motion of pushing down for the sliding plate, and when the train wheel leaves the footboard assembly, the footboard assembly upwards replies the motion along slide rail mechanism under elastic element's effect, thereby it takes place to remove for displacement sensor to drive displacement sensing board, through the distance change between displacement sensor survey and the displacement sensing board, can carry out online dynamic measurement to the runout of train wheel tread, the measurement efficiency is greatly improved, and its measurement accuracy and whole measuring device's structural stability all obtains obviously for current parallelogram measuring mechanism And (4) improving.

(3) The utility model discloses an online dynamic detection system of rail transit wheel runout, the sliding plate links to each other with lift actuating mechanism, through lift actuating mechanism drive sliding plate up-and-down motion, under elastic element's effect, the footboard assembly can take place synchronous motion along with the sliding plate to can adjust the initial height of footboard assembly, and then satisfy the measurement requirement of the high wheel of different rims, prevent that the wheel from causing great impact to the footboard assembly, and be favorable to guaranteeing measurement accuracy.

(4) The utility model discloses an online dynamic detection system of rail transit wheel runout, 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 exit 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.

(5) The utility model discloses a track traffic wheel runout online dynamic detection system, the lift actuating mechanism include driving motor, lead screw, screw nut and nut fixed plate, driving motor drive lead screw takes place to rotate, and screw nut takes place axial displacement for the lead screw, because screw nut and sliding plate are fixed to be connected with each other, thereby can drive sliding plate and footboard assembly to reciprocate together; when the train wheels press the pedal assembly, the lifting driving mechanism supports the sliding plate, so that the pedal assembly can slide relative to the sliding plate.

(6) The utility model discloses an online dynamic detection system of rail transit wheel runout, when adopting the utility model discloses a during lifting drive mechanism, when the footboard assembly was pressed on to the wheel, because inevitable meeting between screw nut and the lead screw has the screw plate clearance, consequently just caused the sliding plate to move down to can influence measuring result's accuracy, the utility model discloses a bottom at the sliding plate sets up braking system to can prevent effectively that the wheel from pressing the past-time downward movement of sliding plate, and then be favorable to improving measuring result's accuracy.

(7) The utility model discloses an online dynamic detection system of rail transit wheel runout, slide rail mechanism between sliding plate and the fixed plate assembly is installed for the sliding plate is perpendicular, and slide rail mechanism between sliding plate and the footboard assembly is for the slope installation of sliding plate to be favorable to further improving the stability of whole detection mechanism structure and operation, and effectively reduce the impact of wheel to detection device, guaranteed measuring result's accuracy.

(8) The utility model discloses an online dynamic detection system of rail transit wheel runout, the fixed plate assembly include main fixed plate, end fixed plate and go up the shrouding, main fixed plate, end fixed plate and last shrouding are jointly around forming boxed structure, the sliding plate slides through slide rail mechanism and main fixed plate, end fixed plate, last shrouding respectively and links to each other to can further improve the structural strength and the stability of relative motion between whole detection device and sliding plate and footboard assembly, the fixed plate assembly. And an intermediate fixing plate is arranged between the sliding plate and the pedal assembly, and the sliding plate is connected with the intermediate fixing plate in a sliding manner through a fourth sliding rail, so that the structural stability of the detection mechanism is further improved.

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 structural view of the sliding plate of the present invention;

fig. 4 is a schematic diagram (one) of the disassembly structure of the detection mechanism of the present invention;

fig. 5 is a schematic diagram (ii) of the detaching structure of the detecting mechanism of the present invention;

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

fig. 7 is a schematic structural view of the lifting driving mechanism of the present invention;

fig. 8 is a schematic structural diagram of the bottom plate assembly of the present invention;

fig. 9 is a schematic view of an installation structure of the braking system of the present invention;

fig. 10 is a schematic structural view of the braking system of the present invention;

fig. 11 is a schematic structural view of the tension spring of the present invention;

fig. 12 is a schematic structural view of the spring pin of the present invention;

fig. 13 is an on-orbit installation diagram of the on-line dynamic detection system of the present invention;

fig. 14 is a control flow chart of the on-line dynamic detection system of the present invention;

fig. 15 is a schematic structural view of a front-end mechanism pedal assembly 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; 3. a 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 drive motor; 602. a first coupling; 603. a motor mounting seat; 604. a lead screw fixing seat; 605. a lead screw; 606. a lead screw nut; 607. a nut fixing plate; 701. a first slide rail; 702. a second slide rail; 703. a third slide rail; 704. a fourth 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; 9. a displacement sensor; 901. a displacement sensing plate; 902. a sensor mount; 10. a braking system; 1001. a supporting fixed seat; 1002. a second coupling; 1003. a screw rod; 1004. an electromagnetic brake; 1005. a brake coupling tab; 1006. a coupling piece connecting plate; 1007. a feed screw nut; 1008. a bearing; 1009. a bearing seat; 1101. a first magnetic steel; 1102. a second magnetic steel; 12. a front-end mechanism; 1301. a first detection mechanism; 1302. a second detection mechanism; 1303. and a third detection mechanism.

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. 13, the online dynamic detection system for radial runout of a rail transit wheel of the present embodiment includes a front-end mechanism 12 and a detection mechanism sequentially installed on a rail along a direction of entering a train into a garage, where the front-end mechanism 12 is used to detect the rim height of a wheel to be detected, the detection mechanism is used to online detect the radial runout, tread scratch and abrasion of the wheel, and both the detection mechanism and the front-end mechanism 12 are connected to a control system in a controlled manner.

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, and adjusts the initial height of the detection mechanism according to the measured rim height and the current position of the detection mechanism, so as to ensure that the prepressing amount of the detection mechanism belongs to a set range, thereby reducing the impact force on the detection mechanism when the wheel rapidly impacts the detection mechanism, prolonging the service life of the mechanism, and reducing 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. 1-6, the detecting mechanism of the present embodiment includes a pedal assembly 2, a sliding plate 3 and a fixing plate assembly 4, which are sequentially installed inside the track 1 and parallel to each other, wherein the sliding plate 3 is slidably connected to the pedal assembly 2 and the fixing plate assembly 4 through a sliding rail mechanism, and the sliding plate 3 is connected to the pedal assembly 2 through an elastic element 8; the pedal assembly 2 is provided with a displacement sensing plate 901, and a displacement sensor 9 (the mounting positions of the two are interchangeable) is correspondingly arranged above or below the displacement sensing plate, in this embodiment, the displacement sensor 9 is mounted on the sliding plate 3 through a sensor mounting seat 902.

The train wheel comprises a tread part and a rim part, the tread is out of round due to long-term contact and abrasion with the rail, and the rim is still a standard circle without contact with other objects. Therefore, when the wheel tread is in contact with the steel rail at different positions, the distances from the top points of the wheel rims to the top surface of the steel rail are different. According to the tread out-of-round condition of the wheel tread of the vehicle, the tread assembly 2 is installed on the rail, when the wheel passes through, the top surface of the tread assembly 2 is always kept in contact with the top point of the wheel rim, the tread assembly 2 generates downward displacement under the pressing action of the wheel rim, the displacement changes along with different contact points of the tread and the rail, the change of the displacement of the tread assembly 2 in the process that the wheel passes through the tread assembly 2 is collected, and the out-of-round condition of the wheel tread can be described.

In this embodiment, after the pedal assembly 2 is pressed on a wheel of a train, under the rolling action of the wheel, the pedal assembly 2 moves downward relative to the sliding plate 3 along the sliding rail mechanism, and at this time, the sliding plate 3 does not slide relative to the fixed plate assembly 4, so that the distance between the displacement sensing plate 901 and the displacement sensor 9 changes; when the train wheel leaves the pedal assembly 2, the pedal assembly 2 gradually moves upwards along the sliding rail mechanism under the action of the restoring force of the elastic element 8 relative to the sliding plate 3, and the radial runout, tread scratch and abrasion data of the train wheel tread can be obtained by processing the distance change data between the displacement sensing plate 901 and the displacement sensor 9, so that the on-line dynamic measurement of the train wheel defects is realized, and the measurement efficiency is greatly improved. In this embodiment, the movement of the pedal assembly 2 is guided by the arrangement of the slide rail mechanism, and the elastic element 8 is used for restoring the pedal assembly, so that the structural stability and the measurement precision of the measuring device are effectively improved compared with the existing parallelogram measuring mechanism.

Specifically, if the wheel tread is not scratched, the vertical position of the wheel tread relative to the steel rail is not changed in the whole tread circumference, and the measurement value of the corresponding displacement sensor 9 is relatively unchanged; on the contrary, if there is abrasion or uneven wear on the tread of the wheel, the relative height from the tread to the top of the wheel rim changes, the vertical position of the pedal assembly 2 and the steel rail also changes relatively, and the variation of the measurement value of the displacement sensor 9 is the size of the abrasion (tread run-out). Meanwhile, the measured value is compared with a new wheel without abrasion, and the abrasion loss of the wheel tread can be obtained.

In this embodiment, the sliding plate 3 is connected to the lifting driving mechanism 6, the lifting driving mechanism 6 drives the sliding plate 3 to move up and down relative to the fixed plate assembly 4 along the sliding rail mechanism, and at this time, the sliding plate 3 and the pedal assembly 2 do not slide relatively, so as to drive the pedal assembly 2 to move up and down together, thereby flexibly adjusting the installation height of the pedal assembly 2.

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 split type structural design of footboard assembly 2, sliding plate 3 and fixed plate assembly 4 in this embodiment, the effect of cooperation lift actuating mechanism 6 simultaneously 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 the high wheel of different rims, reduce the wheel and cause great impact to footboard assembly 2, and guarantee measurement accuracy.

Example 2

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel is basically the same as that of the embodiment 1, and the difference is mainly as follows: the inner side of the track is provided with a trigger mechanism at the front end of the front-end mechanism 12, and the trigger mechanism comprises a first magnetic steel 1101 and a second magnetic steel 1102 which are arranged at intervals along the inner side of the track. The train can be judged to enter or exit from the warehouse according to the triggering sequence of the first magnetic steel 1101 and the second magnetic steel 1102, 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 1101-a second magnetic steel 1102, the train is put in storage, 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 second magnetic steel 1102-first magnetic steel 1101, 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, 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 1101 and the second magnetic steel 1102, 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 structure of the on-line dynamic detection system for the radial runout of the rail transit wheel is basically the same as that of the embodiment 2, and the difference is mainly as follows: the detection mechanisms are symmetrically arranged on the inner sides of the rails on the two sides, the number of the detection mechanisms on the same side is more than or equal to 2, and the sum of the lengths of the detection mechanisms on each side is larger than the circumference of the wheel, so that the circumferential data of the wheel tread larger 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.

Example 4

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel is basically the same as that of the embodiment 3, and the difference is mainly as follows: the sliding rail mechanisms comprise sliding blocks and guide rails which are matched with each other, the sliding blocks are fixedly mounted on the pedal assembly 2 and the fixed plate assembly 4 respectively, the sliding plate 3 is correspondingly provided with the guide rails which are in sliding fit with the sliding blocks, the sliding rail mechanisms between the sliding plate 3 and the fixed plate assembly 4 are vertically mounted relative to the sliding plate 3, and the sliding rail mechanisms between the sliding plate 3 and the pedal assembly 2 are obliquely mounted relative to the sliding plate 3, so that the structural stability of the whole device is improved, and the impact of wheels on the measuring device is effectively reduced.

Example 5

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel is basically the same as that of the embodiment 4, and the difference is mainly as follows: as shown in fig. 5 and 7, the lifting driving mechanism 6 of the present embodiment includes a driving motor 601, a lead screw 605, a lead screw nut 606 and a nut fixing plate 607, wherein the driving motor 601 is fixedly connected to the fixing plate assembly 4 through a motor mounting seat 603, an output shaft of the driving motor is fixedly connected to one end of the lead screw 605 through a first coupling 602, the other end of the lead screw 605 is connected to the lead screw nut 606 through a thread, the lead screw nut 606 is mounted on the nut fixing plate 607, and the nut fixing plate 607 is fixedly connected to the sliding plate 3.

When the driving motor 601 rotates downwards, the lead screw 605 and the lead screw nut 606 rotate relatively, the lead screw nut 606 moves downwards along the central axis of the lead screw, so as to drive the nut fixing plate 607 and the sliding plate 3 to move downwards together, and the pedal assembly 2 also moves downwards synchronously under the action of the elastic element 8. When the driving motor 601 rotates upward, the screw nut 606 moves upward along the central axis of the screw, so as to drive the nut fixing plate 607 and the sliding plate 3 to move upward together, and under the action of the elastic element 8, the pedal assembly 2 also moves upward synchronously. That is, before the wheel arrives, the driving motor 601 drives the sliding plate 3 to drive the pedal assembly 2 to move up and down, so that there is no relative movement between the two, and the pedal assembly 2 is kept still after being higher than the lowest point of the wheel rim by a certain height (e.g. about 1.5-3 mm). When the wheel presses the pedal assembly 2, the pedal assembly 2 and the sliding plate 3 will generate a certain relative displacement, and the displacement sensor installed on the sliding plate 3 can detect the displacement of the pedal assembly 2, and if the displacement is connected, the phenomenon of high or low is the defect of the wheel tread.

In this embodiment, the motor mounting seat 603 is processed into an L-shaped structure, wherein a bottom plate of the motor mounting seat 603 is processed with a circular step hole matched with the motor, a motor shaft passes through the mounting hole and is fixedly connected with the bottom plate, and a vertical plate of the motor mounting seat 603 is fixedly mounted on the fixing plate assembly. A lead screw fixing seat 604 is further fixed on the fixing plate assembly 4, the lead screw 605 passes through the lead screw fixing seat 604 and is connected with an output shaft of the driving motor 601 through a first coupler 602, and the lead screw 605 is guided through the lead screw fixing seat 604.

As shown in fig. 14, the process of the on-line dynamic detection method for the radial runout of the rail transit wheel in the embodiment is as follows:

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 6

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel is basically the same as that of the embodiment 5, and the difference is mainly as follows: with reference to fig. 3, 9 and 10, a brake system 10 is disposed at the bottom of the sliding plate 3, the brake system 10 includes a lead screw 1003, an electromagnetic brake 1004, a brake coupling piece 1005 and a coupling piece connecting plate 1006, wherein one end of the lead screw 1003 is fixedly connected to the bottom of the sliding plate 3 through a second coupler 1002, the other end of the lead screw passes through the electromagnetic brake 1004, the brake coupling piece 1005 and the coupling piece connecting plate 1006 in sequence and is in threaded connection with a lead screw nut 1007, a bearing 1008 is further mounted on the coupling piece connecting plate 1006, and a bearing seat 1009 is disposed outside the bearing 1008. In this embodiment, a supporting and fixing seat 1001 is fixed at the bottom of the sliding plate 3, and a second coupler 1002 is fixedly connected with the supporting and fixing seat 1001; the brake coupling sheet 1005, the coupling sheet connecting plate 1006 and the screw nut 1007 are fixedly connected, and the electromagnetic brake 1004 and the bearing base 1009 are fixedly connected with the bottom plate assembly 5.

The sliding plate 3 is pressed vertically downwards when the wheel passes through, and since the sliding plate 3 is mainly supported by the lifting driving mechanism 6 and a thread gap inevitably exists between the screw nut 606 and the screw 605, the screw nut 606 rotates in the limited gap, so that the sliding plate 3 moves downwards, and inaccurate data acquisition is caused. Based on the above problems, in the present embodiment, by installing the brake system 10 at the corresponding position where the lower portion of the sliding plate 3 is engaged with the bottom plate assembly, the sliding plate 3 will transmit the vertical downward pressure to the brake system 10 when the wheel passes through, and the braking force of the brake system 10 will not cause the sliding plate 3 to displace when the sliding plate is subjected to the pressure, so that the overall structural stability of the detection mechanism and the accuracy of the detection data can be improved.

Specifically, before the train arrives, the sliding plate 3 is driven to ascend/descend by the ascending/descending driving mechanism, and in the ascending/descending process of the sliding plate 3, the screw rod 1003 bears axial force and radial force, and the radial force drives the brake coupling piece, the coupling piece connecting plate, the screw rod nut and the bearing inner ring to rotate together. When the sliding plate 3 is lifted to a specified position, the power supply of the electromagnetic brake is turned on, a large attractive force is generated between the electromagnetic brake 1004 and the brake coupling piece 1006, the attractive force is greater than the pressure borne by the sliding plate 3 when a wheel passes through, so that the axial force and the radial force borne by the screw rod 1003 when the wheel passes through are offset, the sliding plate 3 can not generate displacement when the wheel passes through, and the accuracy of measured data is further ensured.

By adopting the detection mechanism of the embodiment, the specific process of measuring the wheel radial run-out is as follows:

(1) height adjustment of the pedal assembly: the lifting driving mechanism 6 drives the sliding plate 3 to lift according to the height of the wheel rim of the train wheel to be detected, at the moment, no relative motion exists between the pedal assembly 2 and the sliding plate 3, the pedal assembly 2 synchronously lifts along with the sliding plate 3, and when the pedal assembly 2 lifts to a specified position, the lifting driving mechanism 6 stops working;

(2) and (3) a wheel detection process: when a wheel presses the pedal assembly 2, the pedal assembly 2 is pressed by the rim of the wheel to generate displacement which inclines downwards along the direction of the slide rail, the sliding plate 3 is kept still relative to the fixed plate assembly 4 in the descending process of the pedal assembly 2, the displacement sensor 9 generates relative displacement relative to the displacement sensing plate 901 at the moment, and the displacement of the pedal assembly 2 pressed by the rim of the wheel when the wheel passes through 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 9 in the whole wheel tread circumference;

(3) when the wheel leaves, the pedal assembly 2 returns 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 7

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel is basically the same as that of the embodiment 6, and the difference is mainly as follows: referring to fig. 1 to 6, the fixing plate assembly 4 of the present embodiment 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 sliding plate 3 is connected with the pedal assembly 2 through a first sliding rail 701 in a sliding manner, connected with the main fixing plate 401 through a second sliding rail 702 in a sliding manner, and connected with the end fixing plate 402 through a third sliding rail 703 in a sliding manner, so that the stability of the whole device structure and the stability of the sliding plate during up-and-down movement can be further improved, and the measurement precision can be favorably ensured. Preferably, an intermediate fixing plate 404 is further disposed between the sliding plate 3 and the pedal assembly 2, the sliding plate 3 and the intermediate fixing plate 404 are slidably connected by a fourth slide rail 704, the main fixing plate 401, the end fixing plate 402, the upper sealing plate 403 and the intermediate fixing plate 404 together surround to form a relatively closed box-type structure, and the sliding plate 3 is installed inside the box-type fixing plate assembly.

Example 8

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel is basically the same as that of the embodiment 7, and the difference is mainly as follows: the fixing plate assembly 4 is fixed on the bottom plate assembly 5, and the bottom plate assembly 5 is installed and fixed at the bottom of the track 1. Specifically, as shown in fig. 8, 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 9

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel is basically the same as that of the embodiment 8, and the difference is mainly as follows: two ends of the elastic element 8 are respectively fixedly connected with the sliding plate 3 and the pedal assembly 2, and the installation direction of the elastic element 8 is parallel to the installation direction of the sliding rail mechanism between the sliding plate 3 and the pedal assembly 2. Specifically, as shown in fig. 11 and 12, the elastic element 8 of the present embodiment is a tension spring, both ends of the tension spring are provided with spring hooks, the pedal assembly 2 and the sliding plate 3 are respectively provided with spring pins 804 (the height of the spring pin on the pedal assembly 2 is lower than that of the spring pin on the sliding plate 3), the spring pins 804 are respectively provided with hook grooves 805 corresponding to the spring hooks, and both ends of the tension spring are respectively hooked and mounted 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 10

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel in the embodiment is basically the same as that in the embodiment 9, and the difference is mainly as follows: as shown in fig. 3, the elastic element 8 of this embodiment is a compression spring, one end of the compression spring is fixedly mounted on the sliding plate 3 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 adjustment plate 802 is correspondingly disposed on the sliding plate 3 above the elastic element support plate 803, a threaded hole is processed on the elastic element adjustment plate 802, a jackscrew passes through the threaded hole and abuts against the elastic element support plate 803, i.e., the jackscrew is used to adjust the pre-pressure of the spring, and after the jackscrew is adjusted to a predetermined position, the jackscrew is tightened by using a nut (omitted in the drawing). 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 11

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 10, and the differences are mainly as follows: as shown in fig. 5, 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 to be arranged in sections according to the number of actually arranged measuring mechanisms, 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 12

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel in the embodiment is basically the same as that in the embodiment 11, and the difference is mainly as follows: the structure and the detection mechanism of the front-end mechanism 12 of the present embodiment are as shown in fig. 15, 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 13

The structure of the on-line dynamic detection system for the radial runout of the rail transit wheel in the embodiment is basically the same as that in the embodiment 12, 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 track traffic wheel runout online dynamic detection system which characterized in that: the device comprises a front-end mechanism (12) and a detection mechanism which are sequentially installed on a rail along the warehousing direction of a train, wherein the front-end mechanism (12) is used for detecting the rim height of a wheel to be detected, the detection mechanism is used for detecting the radial runout of the wheel on line, and the detection mechanism and the front-end mechanism (12) are connected with a control system in a control mode; the detection mechanism comprises a pedal assembly (2), a sliding plate (3) and a fixed plate assembly (4) which are sequentially arranged on the inner side of the track (1) and are parallel to each other, wherein the sliding plate (3) is connected with the pedal assembly (2) and the fixed plate assembly (4) in a sliding mode through a sliding rail mechanism respectively, the sliding plate (3) 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 a displacement sensor (9) is correspondingly arranged above or below the displacement sensing plate (901).

2. The on-line dynamic detection system for the radial run-out of the rail transit vehicle wheel as claimed in claim 1, 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 (1101) and second magnetic steel (1102) which are arranged at intervals along the inner side of the track; furthermore, the detection mechanisms are symmetrically arranged on the inner sides of the tracks at the two sides, and the number of the detection mechanisms at the same side is more than or equal to 2.

3. The on-line dynamic detection system for the radial run-out of the rail transit vehicle wheels as claimed in claim 1 or 2, wherein: the lifting driving mechanism (6) comprises a driving motor (601), a lead screw (605) and a lead screw nut (606), wherein an output shaft of the driving motor (601) is fixedly connected with one end of the lead screw (605), the other end of the lead screw (605) is in threaded connection with the lead screw nut (606), and the lead screw nut (606) is fixedly connected with the sliding plate (3).

4. The on-line dynamic detection system for the radial runout of the rail transit vehicle wheel as claimed in claim 3, wherein: the driving motor (601) is fixedly connected with the fixed plate assembly (4) through a motor mounting seat (603), the screw rod nut (606) is mounted on the nut fixed plate (607), and the nut fixed plate (607) is fixedly connected with the sliding plate (3); and a lead screw fixing seat (604) is further fixed on the fixing plate assembly (4), and a lead screw (605) penetrates through the lead screw fixing seat (604) and is connected with an output shaft of the driving motor (601) through a first coupler (602).

5. The on-line dynamic detection system for the radial runout of the rail transit vehicle wheel as claimed in claim 3, wherein: the bottom of the sliding plate (3) is provided with a braking system (10), the braking system (10) comprises a screw rod (1003), an electromagnetic brake (1004), a brake coupling piece (1005) and a coupling piece connecting plate (1006), one end of the screw rod (1003) is fixedly connected with the bottom of the sliding plate (3) through a second coupler (1002), the other end of the screw rod (1003) sequentially penetrates through the electromagnetic brake (1004), the brake coupling piece (1005) and the coupling piece connecting plate (1006) and is in threaded connection with a screw rod nut (1007), a bearing (1008) is further installed on the coupling piece connecting plate (1006), and a bearing seat (1009) is arranged outside the bearing (1008).

6. The on-line dynamic detection system for the radial run-out of the rail transit vehicle wheel as claimed in claim 5, wherein: a supporting fixed seat (1001) is fixed at the bottom of the sliding plate (3), and a second coupler (1002) is fixedly connected with the supporting fixed seat (1001); the brake coupling piece (1005), the coupling piece connecting plate (1006) and the screw nut (1007) are fixedly connected, and the electromagnetic brake (1004) and the bearing seat (1009) are fixedly connected with the bottom plate assembly (5).

7. The on-line dynamic detection system for the radial run-out of the rail transit vehicle wheels as claimed in claim 1 or 2, 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; the sliding plate (3) is connected with the main fixing plate (401) in a sliding mode through a second sliding rail (702) and is connected with the end fixing plate (402) in a sliding mode through a third sliding rail (703); an intermediate fixing plate (404) is further arranged between the sliding plate (3) and the pedal assembly (2), and the sliding plate (3) is connected with the intermediate fixing plate (404) in a sliding mode through a fourth sliding rail (704); the fixing plate assembly (4) is fixed on the bottom plate assembly (5), and the bottom plate assembly (5) is fixedly arranged at the bottom of the track (1).

8. The on-line dynamic detection system for the radial run-out of the rail transit vehicle wheels as claimed in claim 1 or 2, wherein: the elastic element (8) adopts a tension spring or a compression spring, and two ends of the elastic element (8) are fixedly connected with the pedal assembly (2) and the sliding plate (3) respectively.

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