CN214333729U - System for be used for train wheel tread defect detection - Google Patents

Abstract

The invention discloses a system for detecting train wheel tread defects, and belongs to the technical field of train wheel detection. The invention discloses an online dynamic detection system, which comprises a preposed mechanism and a detection mechanism which are sequentially arranged on the inner side of a track along the warehousing direction, wherein the detection mechanism comprises a movable plate, a fixed plate, a movable plate displacement induction unit and a movable plate balance mechanism which are arranged on the inner side of the track and are parallel to the track, the movable plate is connected with the fixed plate through a sliding rail mechanism and an elastic mechanism, the movable plate is connected with a lifting driving mechanism, and the two ends of the movable plate are also rotationally connected with the movable plate balance mechanism; and the lifting driving mechanism and the detection mechanism are connected with the control system. By adopting the technical scheme of the invention, the real-time dynamic detection of the scratch, the radial run-out and the out-of-roundness of the wheel tread of the train can be carried out in a high-speed running state of the train, and the detection precision is higher and the stability is good.

Description

System for be used for train wheel tread defect detection

Technical Field

The invention belongs to the technical field of train wheel detection, and particularly relates to a system for detecting train wheel tread defects.

Background

The train wheel is one of the most important running parts of the rail transit vehicle, and the running state of the wheel set directly influences the driving safety of the train. In the running process of the train, along with high speed and heavy load, the wheel set of the train bears great dynamic load, and the phenomena of tread scratch, peeling and out-of-round are easy to occur on the tread of the wheel. The tread is the outer circumference of the wheel contacting with the steel rail surface and has a certain inclination. The wheel tread scratch is caused by the sliding of the wheel, and the part of the wheel tread, which is contacted with the steel rail when the wheel slides, is a fixed friction surface which continuously rubs with the steel rail to cause the local plane abrasion on the wheel tread to form scratch. The tread peeling refers to material falling caused by uneven cooling and heating or continuous impact and the like when the surface of the tread of the wheel runs for a long time. The tread run-out is the difference between the maximum diameter and the minimum diameter on the cross section of the wheel tread; the tread surface out-of-roundness is caused by all of the above phenomena such as tread surface galling, tread surface peeling, and the like, and is also called ovality or out-of-roundness.

The above tread defect of train wheel pair can bring extra impact vibration for the train in service, leads to the train operation quality to descend, and wearing and tearing aggravation to influence the safety and the life of train and track facility, can lead to the axletree fracture even, collapse the wheel, cause major accident. Therefore, the detection of the wheel tread defect has important significance for ensuring the driving safety of the train. At present, most of the wheel set tread defects in China are still detected in a staged repair state by using mechanical calipers or measuring scales by technicians, and the mechanical instruments are not only troublesome in work and high in labor intensity and greatly influenced by the surrounding environment, but also cannot eliminate artificial measurement errors, so that the measurement precision is low and the measurement efficiency is not high. 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.

Through retrieval, patent reports about the detection of the tread defects of the train wheels are disclosed more, but the conventional dynamic measurement mechanism for the tread defects of the train wheels usually adopts a parallelogram structure, the structural stability of the detection mechanism is relatively poor, and the detection precision of the detection mechanism still needs to be further improved. For example, chinese patent CN96216065.2 discloses a dynamic measurement device for tread scuffing and wear of train wheels, which comprises two or more sets of parallelogram mechanisms, a measurement unit for tread scuffing and wear of train wheels consisting of corresponding displacement sensors, and a signal processing unit, wherein the parallelogram mechanisms are connected by flat plates, support rods, steel rails, springs, supports, and bearings. In practical application, the device has the following problems: when a train wheel just contacts with a flat plate of a parallelogram mechanism in a train wheel tread scratch and abrasion measurement unit, the wheel easily brings large impact and vibration to the mechanism, so that the flat plate is separated from a wheel rim instantly, a measurement reference is lost, measurement leakage and mismeasurement are caused, and the measurement accuracy is influenced. In addition, the device can not control the tread of the train wheel to be scratched and the height of a flat plate of a parallelogram mechanism in the abrasion measuring unit, and when the height of a wheel rim is different due to abrasion, the wheel rim and the flat plate are not in contact or are in excessive contact, so that the problem that the measurement is influenced or even the mechanism is impacted and damaged due to no measuring result or large impact on the mechanism can be caused.

Disclosure of Invention

1. Technical problem to be solved by the invention

The invention aims to overcome the problems of the existing train wheel tread defect detection, and provides a system for detecting the train wheel tread defect. By adopting the technical scheme of the invention, the tread scratch, the radial run-out and the out-of-roundness of the wheels of the train can be dynamically detected in real time in a high-speed running state of the train, the detection precision is higher, the stability is good, and meanwhile, the height of the movable plate of the detection mechanism can be adjusted according to the rim height of the wheels, so that the detection requirements of different wheels are met, and the impact is favorably reduced.

2. Technical scheme

In order to achieve the purpose, the technical scheme provided by the invention is as follows:

the invention discloses a system for detecting the tread defect of a train wheel, which comprises a preposed mechanism and a detection mechanism which are sequentially arranged on the inner side of a track along the warehousing direction, wherein the preposed mechanism is used for detecting the rim height of the wheel to be detected, the detection mechanism is used for detecting the radial run-out, tread scratch and abrasion of the wheel on line, the detection mechanism comprises a movable plate, a fixed plate, a movable plate displacement induction unit and a movable plate balance mechanism which are arranged on the inner side of the track and are parallel to the track, the movable plate is connected with the fixed plate through a sliding rail mechanism and an elastic mechanism, the movable plate is connected with a lifting driving mechanism, and the two ends of the movable plate balance mechanism are also rotationally connected with the movable plate balance mechanism; and the lifting driving mechanism and the detection mechanism are connected with the control system.

Furthermore, a trigger mechanism is arranged on the inner side of the track in front of the front-end mechanism, and 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 tracks on the two sides, and the number of the detection mechanisms on each side is more than or equal to 2.

Furthermore, the movable plate balance mechanism comprises a slide block fixing plate and a swing rod, wherein one end of the swing rod is rotatably connected with the movable plate, the other end of the swing rod is rotatably connected with the slide block fixing plate, and the slide block fixing plate, the movable plate and the swing rod form a parallelogram mechanism together.

Furthermore, bearings are mounted at two ends of the swing rod and are rotatably connected with the movable plate and the slide block fixing plate through bearing pins, the slide block fixing plate is slidably mounted on a bottom plate through a slide rail mechanism, and the bottom plate is tightly pressed and fixed at the bottom of the track.

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

Furthermore, the motor is fixedly arranged on the fixing plate through a motor mounting seat, a sensor mounting seat is fixedly arranged above the lead screw nut, the displacement sensor is arranged on the sensor mounting seat, and the induction plate is correspondingly arranged on the lead screw nut seat; a second sliding block is fixed on one side, close to the movable plate, of the sensor mounting seat, a second guide rail matched with the second sliding block is fixed on the movable plate, and the mounting direction of the second guide rail is parallel to that of the sliding rail mechanism between the movable plate and the fixed plate.

Furthermore, at least two parallel sliding rail mechanisms are arranged between the movable plate and the fixed plate, and the sliding rail mechanisms are obliquely arranged relative to the movable plate and the fixed plate; the elastic mechanism comprises an elastic element, two ends of the elastic element are respectively and fixedly arranged on the movable plate and the fixed plate, and the installation direction of the elastic element is parallel to the sliding rail mechanism.

Furthermore, the movable plates comprise pedals and sliding plates, the pedals are fixedly arranged on the sliding plates, adjacent sliding plates are connected through interlocking blocks, and the interlocking blocks between the adjacent sliding plates are mutually overlapped to form an interlocking structure; the pedal preferably comprises an upper pedal and a lower pedal, and an elastic pad is arranged between the upper pedal and the lower pedal.

Furthermore, the structure of the front-end mechanism is the same as that of the detection mechanism, and the upper surface of the pedal sequentially comprises an ascending section, a horizontal section and a descending section along the warehousing direction of the train.

3. Advantageous effects

Compared with the prior art, the technical scheme provided by the invention has the following remarkable effects:

(1) the invention discloses a system for detecting the tread defect of a train wheel, which comprises a front-end mechanism and a detection mechanism which are sequentially arranged on the inner side of a track along the warehousing direction, wherein the front-end mechanism is used for detecting the rim height of the train wheel to be detected and feeding back the rim height to a control system, the control system is used for controlling a lifting driving mechanism to operate, and the initial height of a movable plate of the detection mechanism is adjusted, so that the detection requirements of wheels with different rim heights can be met, the movable plate is prevented from being greatly impacted when the wheels quickly impact the movable plate, the service life of the mechanism is prolonged, the influence of impact vibration on the detection precision is reduced, and the measurement precision is favorably ensured.

(2) The invention relates to a system for detecting train wheel tread defects, a detection mechanism comprises a movable plate, a fixed plate, a movable plate displacement sensing unit and a movable plate balance mechanism which are arranged on the inner side of a track and are parallel to the track, the movable plate can follow up and down along with the rolling of train wheels, when the wheels of the train press the movable plate, the movable plate can generate pressing movement relative to the fixed plate along the slide rail mechanism, when the train wheel leaves the movable plate, the movable plate moves back upwards along the slide rail mechanism, thereby driving the displacement sensing plate to move relative to the displacement sensor, and through the distance change between the displacement sensor and the displacement sensing plate, can carry out on-line dynamic detection on radial run-out, tread scratch and abrasion of the train wheel tread, greatly improves the measurement efficiency, and the detection precision and the structural stability of the whole detection mechanism are obviously improved compared with the existing parallelogram measurement mechanism.

(3) According to the system for detecting the train wheel tread defect, the two ends of the movable plate are rotatably connected with the movable plate balancing mechanism, and the structure of the movable plate balancing mechanism is optimally designed through the arrangement of the movable plate balancing mechanism, so that the influence of the inclination of the movable plate on a detection result after the wheel is pressed on the movable plate can be effectively avoided, and the detection precision is improved.

(4) According to the system for detecting the train wheel tread defect, the triggering mechanism is further arranged on the inner side of the track and positioned at the front end of the front-end mechanism, the triggering mechanism comprises first magnetic steel and second magnetic steel which are arranged at intervals along the inner side of the track, and warehousing-out of trains can be judged according to the triggering sequence of the first magnetic steel and the second magnetic steel, so that whether the front-end mechanism and the detection mechanism are started or not can be conveniently determined. 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) According to the system for detecting the train wheel tread defect, 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, specifically, the detection of the whole tread circumference of the wheel is met, the requirements for detecting front and rear different wheels can be met by adopting the design, 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.

(6) According to the system for detecting the tread defect of the train wheel, the initial height of the movable plate can be adjusted through the lifting driving mechanism, so that the measurement requirements of wheels with different wheel rim heights are met, the movable plate is prevented from being impacted by the wheels, and the measurement precision is ensured. Simultaneously, carry out optimal design through the structure to lift actuating mechanism to the mounted position to tablet and displacement sensor optimizes, thereby the position control of the fly leaf of being convenient for on the one hand, and it adjusts comparatively steadily, and on the other hand also is favorable to improving the stability and the measurement accuracy of whole device structure.

(7) According to the system for detecting the tread defect of the train wheel, the second sliding block is fixed on one side, close to the movable plate, of the sensor mounting seat, and the second guide rail matched with the second sliding block is fixed on the movable plate, so that a gap between the screw nut and the movable plate can be effectively eliminated, and the influence of the rotation of the screw nut on a measurement result is prevented.

(8) According to the system for detecting the tread defect of the train wheel, at least two parallel sliding rail mechanisms are arranged between the movable plate and the fixed plate, and the sliding rail mechanisms are obliquely arranged relative to the movable plate and the fixed plate, so that the structure and the operation stability of the whole measuring device are further improved, the impact of the wheel on the measuring mechanism is effectively reduced, and the accuracy of a measuring result is ensured.

(9) According to the train wheel tread defect detection system, the movable plate comprises the pedal and the sliding plate, the pedal is fixedly arranged on the sliding plate through the bolt, when the pedal is damaged due to long-term rolling or abrasion, only the sliding pedal needs to be detached, and the operation is convenient. Meanwhile, the pedal structure is optimally designed, and the elastic pedal structure is adopted, so that the vibration generated during rolling of the train can be remarkably reduced, and the accuracy of the dynamic parameters of the wheels of the rail train acquired by the detection mechanism is remarkably improved.

(10) According to the system for detecting the train wheel tread defect, the adjacent sliding plates are connected through the interlocking blocks, and the interlocking blocks between the adjacent sliding plates are mutually overlapped to form an interlocking structure, so that the sliding plates are prevented from inclining after a wheel presses a pedal, and the detection precision is guaranteed.

Drawings

FIG. 1 is a schematic diagram of the online dynamic detection of wheel tread defects by a contact method;

FIG. 2 is a schematic view (one) of the overall installation structure of the detection mechanism of the present invention;

FIG. 3 is a schematic view (II) of the overall installation structure of the detecting mechanism of the present invention;

FIG. 4 is a schematic diagram (I) of the disassembled structure of the detecting mechanism of the present invention;

FIG. 5 is a schematic diagram (II) of the disassembled structure of the detecting mechanism of the present invention;

FIG. 6 is a schematic view of the rail mount of the present invention;

FIG. 7 is a schematic view of the platen;

FIG. 8 is a schematic view of the mounting structure of the movable plate balancing mechanism of the present invention;

FIG. 9 is a schematic structural view of the lift driving mechanism of the present invention;

FIG. 10 is a schematic structural diagram of the movable plate balancing mechanism of the present invention;

FIG. 11 is a schematic structural diagram of a second slide rail mechanism according to the present invention;

FIG. 12 is a schematic view of the slide plate interlocking structure of the present invention;

FIG. 13 is a schematic view of the construction of the resilient pedal of the present invention;

fig. 14 is a schematic view of the installation structure of the pressure spring of the present invention;

FIG. 15 is a schematic view of the spring mount of the present invention;

FIG. 16 is a schematic plan view of the installation of the on-line dynamic inspection system of the present invention;

FIG. 17 is a control flow diagram of the on-line dynamic detection system of the present invention;

fig. 18 is a schematic structural view of a front-end mechanism pedal of the present invention.

The reference numerals in the schematic drawings illustrate:

1. a track; 2. a pedal; 201. an upper pedal; 202. a lower pedal; 203. an elastic pad; 204. an uphill segment; 205. a horizontal segment; 206. a downhill section; 3. a sliding plate; 4. a fixing plate; 5. a base plate; 501. briquetting; 502. pressing a plate; 6. an elastic mechanism; 601. a first fixed column; 602. a second fixed column; 603. a spring pressing plate; 604. a spring mount; 7. a wheel; 801. a first slider; 802. a first guide rail; 803. a guide rail mounting seat; 8031. a guide rail mounting surface; 8032. a guide rail mounting hole; 804. pressing a plate; 8041. pressing claws; 9. a lifting drive mechanism; 901. a motor; 902. a motor mounting seat; 903. a lead screw nut; 904. a lead screw nut seat; 905. a sensor mount; 906. a lead screw; 907. a lead screw supporting seat; 908. a second slider; 909. a second guide rail; 1001. an induction plate; 1002. a displacement sensor; 11. reinforcing ribs; 12. a first interlock block; 1201. a first interlocking plane; 13. a second interlock block; 1301. a second interlocking flat surface; 1401. a third guide rail; 1402. a third slider; 1403. a slider fixing plate; 1404. a swing rod; 1501. a first magnetic steel; 1502. a second magnetic steel; 16. a front-end mechanism; 1701. a first detection mechanism; 1702. a second detection mechanism; 1703. a third detection mechanism; 1704. and a fourth detection mechanism.

Detailed Description

For a further understanding of the invention, reference will now be made in detail to the embodiments illustrated in the drawings.

Example 1

As shown in fig. 16, the system for detecting the tread defect of the train wheel of the embodiment includes a front-end mechanism 16 and a detection mechanism which are sequentially installed on the inner side of a track along the warehousing direction, the front-end mechanism 13 is used for detecting the rim height of the wheel to be detected, the detection mechanism is used for detecting the radial runout, tread scratch and abrasion of the wheel on line, the detection mechanism and the front-end mechanism 13 are both connected with a control system, and the control system controls the start and stop of the detection mechanism and the front-end mechanism 13.

This embodiment is through increasing leading mechanism in detection mechanism the place ahead (the train warehouse entry direction of coming), measures the rim height of waiting to detect the wheel through leading mechanism, and according to the rim height that detects and detection mechanism's current position, adjust detection mechanism's initial height, belong to the settlement scope with the pre-compaction volume of guaranteeing detection mechanism, thereby to detection mechanism's impact force when can reducing the quick detection mechanism of assaulting of wheel, the life of mechanism has been prolonged, the impact vibration has been reduced to the influence that detects the precision. The pre-pressure amount refers to a vertical displacement generated by a wheel pressure detecting mechanism (here, a movable plate or a pedal) when the wheel pressure detecting mechanism presses the wheel. The structure of the front-end mechanism is not required in the embodiment, the existing wheel rim height online detection device can be directly adopted, and the detection mechanism structure of the embodiment can also be adopted as long as the wheel rim height of the wheel can be detected.

Specifically, with reference to fig. 2 to 5, the detection mechanism of the present embodiment includes a movable plate, a fixed plate 4, a movable plate displacement sensing unit and a movable plate balance mechanism, which are installed inside the track 1 and parallel to the track 1, the movable plate is connected to the fixed plate 4 through a sliding rail mechanism and an elastic mechanism, the movable plate is connected to the lifting driving mechanism 9, and two ends of the movable plate are further rotatably connected to the movable plate balance mechanism; and the lifting driving mechanism 9 and the detection mechanism are connected with a control system. The movable plate displacement sensing unit includes a sensing plate 1001 fixedly connected to the movable plate, and a displacement sensor 1002 fixedly mounted above or below the sensing plate 1001, or the mounting positions of the two are interchanged. The sliding rail mechanism is used for guiding the movement of the movable plate, and the elastic mechanism is used for enabling the movable plate which is pressed down to move to return to the original position when the wheel leaves.

The detection principle of the wheel tread defect in the embodiment specifically comprises the following steps: as shown in fig. 1, the train wheel comprises a tread part and a rim part, the tread part is worn by contacting with the rail for a long time to cause the tread to be out of round, and the rim is not contacted with other objects and still is a standard circle. 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 embodiment, the movable plate is arranged on the rail, when the wheel 7 passes through the movable plate, the movable plate is always kept in contact with the top point of the wheel rim, the movable plate 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 1, the change of the displacement of the movable plate in the process that the wheel 7 passes through the movable plate is collected, and the out-of-round condition of the tread of the wheel can be depicted.

In this embodiment, after the train wheel 7 presses the movable plate, the movable plate moves downward relative to the fixed plate along the sliding rail mechanism under the rolling action of the wheel 7, and the distance between the sensing plate 1001 and the displacement sensor 1002 changes; when the train wheel leaves the movable plate, the movable plate gradually moves upwards along the sliding rail mechanism to perform restoring motion relative to the fixed plate under the action of restoring force of the elastic mechanism, and radial run-out, tread scratch and abrasion data of the train wheel tread can be obtained by processing distance change data between the data measured by the displacement sensor 1002 and the data measured by the sensing plate 1001, so that online dynamic detection of train wheel defects is realized, and the detection efficiency is greatly improved. The setting through slide rail mechanism leads the removal of fly leaf in this embodiment, and for current parallelogram measuring mechanism, detection mechanism's structural stability and detection precision 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 within the whole tread circumference is unchanged, and the measurement value of the corresponding displacement sensor 1002 is also relatively unchanged; on the contrary, if the tread of the wheel is scratched or unevenly worn, and the relative height from the tread to the top of the wheel rim is changed, the vertical position of the movable plate and the steel rail is also changed relatively, and the variation of the measurement value of the displacement sensor 1002 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. However, when the wheel presses the movable plate from one side, the movable plate is inclined due to unilateral stress, so that the measurement result is affected.

Example 2

The structure of the system for detecting the tread defect of the train wheel is basically the same as that of the system in the embodiment 1, and the system mainly comprises the following components: the inner side of the track is provided with a trigger mechanism in front of the front-end mechanism 16, and the trigger mechanism comprises a first magnetic steel 1501 and a second magnetic steel 1502 which are arranged at intervals along the inner side of the track.

The train can be judged to enter or exit according to the triggering sequence of the first magnetic steel 1501 and the second magnetic steel 1502, so that whether the front-end mechanism 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 1501-a second magnetic steel 1502, 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 the second magnetic steel 1502-the first magnetic steel 1501, 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 1501 and the second magnetic steel 1502, 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 system for detecting the tread defect of the train wheel is basically the same as that of the system in the embodiment 2, and the system mainly comprises the following components: the detection mechanisms are symmetrically arranged on the inner sides of the tracks on the two sides, the number of the detection mechanisms on each side is more than or equal to 2, and the sum of the lengths of the movable plates of the detection mechanisms on each side is greater than the perimeter of the wheel, so that the circumferential data of the wheel tread, which is greater than the perimeter 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 the detection result is prevented. The first detection means is kept at a distance from the front-end means 16, and the time taken for the wheel to travel the distance can satisfy the time taken for the detection means to adjust the amount of preload.

Example 4

The structure of the system for detecting the tread defect of the train wheel is basically the same as that of the system in the embodiment 3, and the system mainly comprises the following components: as shown in fig. 8 and 10, the movable plate balancing mechanism of the present embodiment includes a slider fixing plate 1403 and a swinging rod 1404, wherein one end of the swinging rod 1404 is rotatably connected to the movable plate, and the other end of the swinging rod 1404 is rotatably connected to the slider fixing plate 1403, and the slider fixing plate 1403, the movable plate and the swinging rod 1404 together form a parallelogram mechanism. Specifically, bearings are mounted at two ends of the oscillating bar 1404, and are rotationally connected with the movable plate and the slider fixing plate 1403 through bearing pins, the slider fixing plate 1403 is slidably mounted on the bottom plate 5 through a sliding rail mechanism, and the bottom plate 5 is tightly pressed and fixed at the bottom of the rail 1. The slide rail mechanism includes a third rail 1401 fixedly mounted on the bottom plate 5 and a third slider 1402 fixedly mounted on the bottom of the slider fixing plate 1403 and engaged with the rail.

When the wheel presses up the movable plate, the movable plate moves downward, and at this time, the swinging rod 1404 swings downward, pushing the slider fixing plate 1403 to move horizontally along the third rail 1401. The both ends of fly leaf link to each other with slider fixed plate 1403 through pendulum rod 1404 respectively in this embodiment, and the length of pendulum rod is unanimous, and the bearing interval on two pendulum rods is unanimous to constitute parallelogram pendulum rod structure jointly, during the fly leaf up-and-down motion, this tetragonal height can change, nevertheless can guarantee that the fly leaf is the horizontality all the time, thereby prevent the influence of fly leaf slope to testing result.

Example 5

The structure of the system for detecting the tread defect of the train wheel is basically the same as that of the system in the embodiment 4, and the system mainly comprises the following components: as shown in fig. 4, 4 and 9, the lifting driving mechanism 9 of the present embodiment includes a motor 901, a lead screw 906, a lead screw nut 903 and a lead screw nut seat 904, wherein the motor 901 is fixedly mounted on the fixed plate 4 through a motor mounting seat 902, an output shaft of the motor 901 is fixedly connected with one end of the lead screw 906 through a coupling, the other end of the lead screw 906 is in threaded connection with the lead screw nut 903, the lead screw nut 903 passes through the lead screw nut seat 904 (a C-shaped hole for passing the lead screw nut 903 is processed on the lead screw nut seat 904), and a head of the lead screw nut 903 is pressed on an upper surface of the lead screw nut seat 904, and the lead screw nut seat 904 is fixedly connected with the movable plate.

One side surface of the screw nut 903 abuts against the side surface of the movable plate, when the motor 901 rotates downwards, the screw 906 and the screw nut 903 rotate, the screw nut 903 moves downwards along the central axis of the screw, and the head of the screw nut 903 presses on the screw nut seat 904, so that the screw nut seat 904 and the movable plate are driven to move downwards together, namely the height of the movable plate is adjusted downwards. When the motor 901 rotates upwards, the movable plate moves upwards under the action of the elastic restoring force of the elastic mechanism, and during the upward movement, the head of the screw nut 903 is also pressed against the upper surface of the screw nut seat 904 all the time, and the upward movement is finished until the upper limit is reached.

In this embodiment, the motor mounting seat 902 is processed into an L-shaped structure, wherein a bottom plate of the motor mounting seat 902 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 902 is fixedly mounted on the fixing plate 4. A sensor mounting seat 905 is fixedly mounted above the screw nut 903, the displacement sensor 1002 is mounted on the sensor mounting seat 905, and the induction plate 1001 is correspondingly and fixedly mounted on the screw nut seat 904. When the movable plate is controlled to move up and down by the motor 901, there is no relative displacement between the displacement sensor 1002 and the sensing plate 1001 because the head of the screw nut 903 is not always separated from the upper surface of the screw nut mount 904. It should be noted that when the wheel presses on the movable plate, the motor 901 cannot operate, otherwise the movable plate moves up and down to affect the measurement of the displacement sensor. In addition, a lead screw support 907 is further fixed to the vertical plate of the motor mounting seat 902 in this embodiment (in this embodiment, the lead screw support 907 directly adopts BK12 standard components), and the lead screw 906 passes through the lead screw support 907 and is connected to the motor shaft, and the lead screw 906 is supported by the lead screw support 907.

With reference to fig. 17, the online dynamic detection method for train wheel tread defects of this embodiment adopts the detection system of this embodiment, and the process thereof 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 16 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 16 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 16, the front-end mechanism 16 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 movable plate of the detection mechanism

According to the detection result of the front-end mechanism 16, the operation of the lifting driving mechanism 9 is controlled by the control system, so that the initial height of the movable plate in the detection mechanism is adjusted, and the lifting driving mechanism 9 stops operating when the pre-pressing amount of the movable plate is in the set range.

The control mode of the pre-pressing amount of the movable plate 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, the servo motor of the detection mechanism controls the movable plate 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 16 detects that the rim height of the next wheel is Sh2 and the previous wheel passes through the detection mechanism, the detection mechanism judges whether the current W2 position is in the range of the pre-pressing amount of the rim height Sh2 being 1.5-2mm or not and performs corresponding lifting adjustment until the wheels of the complete train are detected. When the front-end 16 no longer produces a new rim height for a period of time, the train is deemed to have passed the detection system, the front-end 16 and detection mechanism return to zero, and the system stops operating. In the process of adjusting the prepressing amount of the detection mechanism, the preposition mechanism 16 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 the defects of the train wheels

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

Example 6

The structure of the system for detecting the tread defect of the train wheel is basically the same as that of the system in the embodiment 5, and the system mainly comprises the following components: as shown in fig. 5 and fig. 11, in the present embodiment, a second slider 908 is fixed on a side of the sensor mounting seat 905 close to the movable plate, a second guide rail 909 matched with the second slider 908 is fixed on the movable plate, and a mounting direction of the second guide rail 909 is parallel to a mounting direction of the sliding rail mechanism between the movable plate and the fixed plate 4.

One side surface of the screw nut 903 is tightly attached to the side surface of the movable plate, and when the motor 901 drives the screw to rotate, the screw nut 903 does not rotate together, but only moves up and down along the central axis direction of the screw. However, due to processing and assembling errors, it is difficult to make the side surface of the screw nut closely attached to the movable plate, but a certain gap exists, and although the gap is small, when the screw rotates or is impacted by the screw nut seat 904, the screw nut 903 may rotate in the limited gap, thereby causing inaccurate data acquisition. In response to this problem, in the present embodiment, the second slider 908 is fixed to a side of the sensor mounting seat 905 close to the movable plate, and the movable plate is provided with the second guide rail 909 that is engaged with the second slider, so that a gap between the screw nut 903 and the movable plate can be effectively eliminated. When the servo motor 901 moves up and down, there is no relative movement between the second slider 908 and the second guide 909. When the wheel presses up on the movable plate and the movable plate moves downward, the sensor mount 905 remains stationary and the second rail 909 moves downward with the movable plate.

With the detection mechanism of the present embodiment, the measurement method includes the following steps:

(1) the lifting process of the movable plate is as follows: according to the height of the wheel rim of the train wheel to be detected, the motor 901 is controlled to lift, so that the movable plate is lifted to a specified position, the wheel rim of the position can only press down the movable plate by a specified displacement amount, namely, the movable plate is adjusted to be at different heights according to the heights of the wheel rims of different wheels, so that the same pressing amount of the movable plate under the rolling action of the train wheel is ensured, and the impact force of the wheel on the movable plate is reduced. When the device is closed and stops working, the movable plate descends to a specified position, no matter how high the rim of the passing wheel is, the rim of the passing wheel cannot be pressed to the movable plate.

(2) And (3) a wheel detection process: when the movable plate is lifted to a specific position, there is no relative displacement between the displacement sensor 1002 and the sensing plate 1001, and at this time, the motor 901 stops lifting. When the wheel 7 presses the movable plate, the movable plate is pressed by the wheel rim to generate displacement in a direction obliquely downward along the sliding rail, the screw nut 903 is kept still while the screw nut seat 904 moves downward along with the movable plate during the descending process of the movable plate, at this time, relative displacement is generated between the displacement sensor 1002 and the displacement sensing plate 1001, and the displacement of the movable plate pressed by the wheel rim when the wheel passes through can be obtained through conversion. When the wheels leave, the movable plate is restored to the designated position when the motor 901 is lifted under the action of the elastic mechanism.

Specifically, when fly leaf length is greater than wheel week length, can detect the circumference data of wheel tread week, further draw the out of round condition of wheel tread. The displacement curve of the movable plate of each detection mechanism is intercepted and spliced to obtain a movable plate displacement curve from the first detection mechanism to the last detection mechanism, and a maximum value and a minimum value are obtained from the movable plate 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 moving plate of the detection mechanism to ascend and descend to a proper 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 different detection mechanism movable plate position Wn, when the front mechanism 16 detects the rim height Sh of the wheel to be detected, the interval to which the rim height belongs is judged, and then the detection mechanism movable plate 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 movable plate of the detection mechanism until the indication value of the displacement sensor reaches the indication value under the required prepressing 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 which the displacement sensor needs to reach according to the pre-pressure amount, then the servo motor is started to lift, 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, when the indication value of the displacement sensor reaches Z2, the movable plate of the detection mechanism is considered to be lifted to the required position, and then the motor is closed.

Example 7

The system for detecting the tread defect of the train wheel of the embodiment has the structure basically the same as that of the embodiment 6, and the difference is mainly that: at least two slide rail mechanisms which are parallel to each other are arranged between the movable plate and the fixed plate 4, and the slide rail mechanisms are obliquely arranged relative to the movable plate and the fixed plate 4, so that the structural stability of the whole device is improved, and the impact effect of the wheels on the measuring device is effectively reduced. In this embodiment, two sliding rail mechanisms are provided, which are respectively located at two ends of the movable plate. Specifically, the sliding rail mechanism of the present embodiment includes a first sliding block 801 and a first guiding rail 802, the first sliding block 801 and the first guiding rail 802 are respectively and correspondingly installed on the movable plate and the fixed plate 4, wherein the fixed plate 4 is provided with a guiding rail installation seat 803, and the first guiding rail 802 is fixedly installed in the guiding rail installation seat 803.

To facilitate the installation of the first guide rail 802, as shown in fig. 6 and 7, in this embodiment, the guide rail installation surface 8031 on the top of the guide rail installation seat 803 is processed to have an L-shaped step structure with one open side, and the guide rail installation surface 8031 is correspondingly processed with a guide rail installation hole 8032. Meanwhile, in this embodiment, a pressing plate 804 is further installed on the side surface of the guide rail installation seat 803 through a bolt, the pressing plate 804 is provided with two pressing claws 8041, one pressing claw 8041 presses the side surface of the guide rail installation seat 803, and the other pressing claw 8041 presses the side surface of the first guide rail 802, so that the function of firmly fixing the slide rail is achieved.

Example 8

The system for detecting the tread defect of the train wheel of the embodiment has the structure basically the same as that of the embodiment 7, and mainly differs from the following steps: the elastic mechanism comprises an elastic element 6, two ends of the elastic element 6 are respectively and fixedly arranged on the movable plate and the fixed plate 4, and the installation direction of the elastic element 6 is parallel to the sliding rail mechanism.

Specifically, the elastic element 6 of the present embodiment is an extension spring, the fixed plate 4 and the movable plate are respectively provided with a first fixing pin 601 and a second fixing pin 602, two ends of the extension spring are respectively fixedly connected to the first fixing pin 601 and the second fixing pin 602, and the height of the first fixing pin 601 is higher than that of the second fixing pin 602 (when the movable plate is located at the upper limit position, the distance between the two fixing pins is still greater than the original length of the extension spring, that is, the extension spring is always in the stretching deformation state). Specifically, the both ends of extension spring all are equipped with the spring and collude, all process on first fixed pin 601 and the second fixed pin 602 and collude corresponding catching groove with the spring, and the spring at extension spring both ends colludes respectively the hook and installs in the spring catching groove on first fixed pin 601 and second fixed pin 602.

Example 9

The system for detecting the tread defect of the train wheel of the embodiment has the structure basically the same as that of the embodiment 8, and mainly differs from the following steps: the elastic element 6 of this embodiment is of a compressed spring structure, the fixed plate and the movable plate are respectively and correspondingly provided with a spring mounting seat 604 and a spring pressing plate 603 (the height of the spring mounting seat 604 is always lower than that of the spring pressing plate 603), and the elastic element 6 is mounted in the spring mounting seat and pressed by the spring pressing plate 603. Specifically, as shown in fig. 14 and 15, the spring mounting seat 604 and the spring pressing plate 603 of the present embodiment have the same structure, and both have spring holes corresponding to the compressed springs, the bottom of the spring is mounted in the spring mounting seat, and the head of the spring is sunk into the spring hole of the spring pressing plate.

When the elastic element 6 is in the tension spring structure, even if the movable plate is at the upper limit position, the distance between the two spring pins is greater than the initial length of the spring, so that the spring is always under tension once installed on the equipment, and the long-term tension of the spring can reduce the service life of the spring. Therefore, the present embodiment uses a compression spring instead of a tension spring, so as to improve the service life of the spring, and the variety of the compression spring is many, including but not limited to a steel wire spring and a gas spring.

The spring pin is replaced by a spring mounting seat and a spring pressing plate, the spring mounting seat is mounted on the lower portion of the fixing plate, the spring pressing plate is mounted on the upper portion of the sliding plate, the spring is mounted in the spring mounting seat, the spring pressing plate presses the spring, when the sliding plate moves downwards, the distance between the spring pressing plate and the spring mounting seat is reduced, and the spring is compressed.

Example 10

The system for detecting the tread defect of the train wheel of the embodiment has the structure basically the same as that of the embodiment 9, and the difference is mainly that: the movable plate of the embodiment comprises a pedal 2 and a sliding plate 3, the pedal 2 is fixedly installed on the sliding plate 3 (the pedal 2 is located on the inner side of the track, and the top surface of the pedal is always in contact with the rim of the train wheel when the wheel presses the pedal), and the sliding rail mechanism and the elastic mechanism are installed between the sliding plate 3 and the fixed plate 4. In this embodiment, the pedal 2 is fixedly connected with the sliding plate 3 through the bolt, that is, the movable plate is designed to be a split type connecting structure, so that only the pedal 2 needs to be replaced when the replacement is performed.

Example 11

The system for detecting the tread defect of the train wheel of the embodiment has the structure basically the same as that of the embodiment 10, and mainly differs from the following embodiments: in this embodiment, the adjacent sliding plates 3 are connected by interlocking blocks, and the interlocking blocks between the adjacent sliding plates 3 are overlapped to form an interlocking structure. As shown in fig. 4, 8 and 12, the two ends of the same sliding plate 3 are respectively provided with a first interlocking block 12 and a second interlocking block 13, and a first interlocking plane 1201 on the first interlocking block 12 and a second interlocking plane 1301 of the second interlocking block 13 form a lap interlocking structure.

As shown in fig. 13, the pedal 2 of the present embodiment adopts an elastic pedal structure, specifically includes an upper pedal 201 and a lower pedal 202, and an elastic pad 203 is disposed between the upper pedal 201 and the lower pedal 202, and the elastic pad 203 is made of an elastic material such as rubber. Preferably, the lower surface of the upper pedal 201 in this embodiment is

A notch in the shape of a lower pedal 202

The notch of the shape is formed by the lower surface of the upper pedal 201 and the upper surface of the lower pedal 202

A void of shape, and

the shape of the gap is completely covered

The elastic pad 203 is filled in a shape such that the lower surface of the upper pedal 201 is everywhere separated from the upper surface of the lower pedal 202 by the elastic pad 203, so that the shock of the upper pedal 201 is completely absorbed by the elastic pad 203 and is not directly transmitted to the lower pedal 202.

Example 12

The system for detecting the tread defect of the train wheel of the embodiment has the structure basically the same as that of the embodiment 11, and the difference is mainly that: in this embodiment, a pressing block 501 and a pressing plate 502 are respectively arranged on two sides of the rail 1 on the bottom plate 5, the pressing block 501 is fixed to the bottom plate 5 through bolts and is fixed to the bottom of one side of the rail 1 in a pressing mode, a seam matched with the side edge of the bottom of the rail 1 is formed between the pressing plate 502 and the bottom plate 5, and the bottom plate is fixed to the bottom of the rail in a pressing mode through the action between the pressing plate 502 and the pressing block 501. In the embodiment, a reinforcing rib 11 is arranged between the fixed plate 4 and the bottom plate 5, and the reinforcing rib 11 is L-shaped and is respectively connected with the fixed plate 4 and the bottom plate 5 through two bolts; the bottom plate 5 is further provided with a through hole for the motor 901 to pass through.

Example 13

The system for detecting the tread defect of the train wheel of the embodiment has the structure basically the same as that of the embodiment 12, and mainly differs from the following steps: the front-end mechanism 15 of the present embodiment has the same structure as the detection mechanism, as shown in fig. 18, wherein the upper surface of the pedal of the front-end mechanism 16 sequentially includes an ascending section 204, a horizontal section 205 and a descending section 206 along the direction of entering the train, when a wheel passes through the front-end mechanism 16, a maximum displacement value is generated in the horizontal section 205 of the pedal 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 the known rim height of Sh1 passes through the front-end mechanism 16, the maximum displacement of the pedals of the front-end mechanism 16 is h1, and when a wheel with the 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 14

The system for detecting the tread defect of the train wheel of the embodiment has the structure basically the same as that of the embodiment 13, and mainly differs from the following steps: specifically, in this embodiment, four sets of detecting mechanisms, specifically, a first detecting mechanism 1701, a second detecting mechanism 1702, a third detecting mechanism 1703 and a fourth detecting mechanism 1704 are disposed on the inner side of each side rail.

When the magnetic steel detects that the train is put in storage, the detection system is started, the front-end mechanism and the four 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 four sets of detection mechanisms are combined with the current position to judge whether the rim height meets the requirement that the pre-pressing amount is 1.5-2mm, if not, the PLC controls the servo motor to ascend and descend to the position meeting the condition, and the process is completed before the wheel to be detected reaches the first detection mechanism 1701. After the first detecting mechanism 1701 finishes the action, LOG data recording is started, the vertical displacement of the pedal when the wheel passes through each detecting mechanism is recorded, and LOG data recording is stopped when the wheel leaves the fourth detecting mechanism 1704. 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. The system starts one LOG data record each time the first detecting means 1701 finishes lifting, and similarly, stops the previous LOG data record each time the fourth detecting means 1704 detects the wheel leaving. 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 four sets of detection mechanism gathered all send the host computer to, and what the size reflection of this data is the size of the relative value of the different circumferential position wheel rims height of wheel tread, when footboard length is greater than wheel week length, can detect the circumference 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 1701 to the fourth detection mechanism 1704, 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, without limitation, 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, without departing from the spirit of the invention, the person skilled in the art shall not inventively design the similar structural modes and embodiments to the technical solution, but shall fall within the scope of the invention.

Claims (8)

1. A system for train wheel tread defect detection, characterized in that: the wheel rim height detection device comprises a front-end mechanism (16) and a detection mechanism which are sequentially arranged on the inner side of a track along the warehousing direction, wherein the front-end mechanism (16) is used for detecting the rim height of a wheel to be detected, the detection mechanism is used for detecting the radial runout, tread scratch and abrasion of the wheel on line, the detection mechanism comprises a movable plate, a fixed plate (4), a movable plate displacement induction unit and a movable plate balance mechanism, the movable plate, the fixed plate and the movable plate displacement induction unit are arranged on the inner side of the track (1) and are parallel to the track (1), the movable plate and the fixed plate (4) are connected through a sliding rail mechanism and an elastic mechanism, the movable plate is connected with a lifting driving mechanism (9), and the two ends of the movable plate are rotatably connected with the movable plate balance mechanism; and the lifting driving mechanism (9) and the detection mechanism are connected with the control system.

2. A system for train wheel tread defect detection as defined in claim 1, wherein: a trigger mechanism is arranged on the inner side of the track in front of the front-end mechanism (16), and comprises first magnetic steel (1501) and second magnetic steel (1502) which are arranged at intervals along the inner side of the track; the detection mechanisms are symmetrically arranged on the inner sides of the tracks on the two sides, and the number of the detection mechanisms on each side is more than or equal to 2.

3. A system for train wheel tread defect detection according to claim 1 or 2, wherein: the movable plate balance mechanism comprises a slide block fixing plate (1403) and a swing rod (1404), wherein one end of the swing rod (1404) is rotatably connected with the movable plate, the other end of the swing rod is rotatably connected with the slide block fixing plate (1403), and the slide block fixing plate (1403), the movable plate and the swing rod (1404) form a parallelogram mechanism together.

4. A system for train wheel tread defect detection as defined in claim 3, wherein: the bearing is installed at both ends of pendulum rod (1404), and it rotates with fly leaf and slider fixed plate (1403) through the bearing pin and links to each other, and slider fixed plate (1403) through slide rail mechanism slidable mounting on bottom plate (5), and this bottom plate (5) compress tightly and are fixed in the bottom of track (1).

5. A system for train wheel tread defect detection according to claim 1 or 2, wherein: the lifting driving mechanism (9) comprises a motor (901), a lead screw (906), a lead screw nut (903) and a lead screw nut seat (904), wherein an output shaft of the motor (901) is fixedly connected with one end of the lead screw (906), the other end of the lead screw (906) penetrates through the lead screw nut (903) and is in threaded connection with the lead screw nut (903), the lead screw nut (903) penetrates through the lead screw nut seat (904), and the lead screw nut seat (904) is fixedly connected with the movable plate.

6. The system for train wheel tread defect detection according to claim 5, wherein: the motor (901) is fixedly arranged on the fixing plate (4) through a motor mounting seat (902), a sensor mounting seat (905) is fixedly arranged above the screw nut (903), the displacement sensor (1002) is arranged on the sensor mounting seat (905), and the induction plate (1001) is correspondingly arranged on the screw nut seat (904); a second sliding block (908) is fixed on one side, close to the movable plate, of the sensor mounting seat (905), a second guide rail (909) matched with the second sliding block is fixed on the movable plate, and the mounting direction of the second guide rail is parallel to the mounting direction of the sliding rail mechanism between the movable plate and the fixed plate (4).

7. A system for train wheel tread defect detection as defined in claim 2, wherein: the movable plates comprise pedals (2) and sliding plates (3), the pedals (2) are fixedly arranged on the sliding plates (3), adjacent sliding plates (3) are connected through interlocking blocks, and the interlocking blocks between the adjacent sliding plates (3) are mutually overlapped to form an interlocking structure; the pedal (2) preferably comprises an upper pedal (201) and a lower pedal (202), and an elastic pad (203) is arranged between the upper pedal (201) and the lower pedal (202).

8. The system for train wheel tread defect detection according to claim 7, wherein: the structure of the front-end mechanism (16) is the same as that of the detection mechanism, and the upper surface of the pedal (2) of the front-end mechanism sequentially comprises an uphill section (204), a horizontal section (205) and a downhill section (206) along the warehousing direction of the train.

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