CN213812376U - Vehicle-mounted track detection system for operation vehicle - Google Patents
Vehicle-mounted track detection system for operation vehicle Download PDFInfo
- Publication number
- CN213812376U CN213812376U CN202021075660.3U CN202021075660U CN213812376U CN 213812376 U CN213812376 U CN 213812376U CN 202021075660 U CN202021075660 U CN 202021075660U CN 213812376 U CN213812376 U CN 213812376U
- Authority
- CN
- China
- Prior art keywords
- vehicle
- rail
- detection
- equipment
- track detection
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Machines For Laying And Maintaining Railways (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
Abstract
The utility model discloses detecting system is subway operation car on-vehicle formula track detecting system, belongs to the track detection area, examine two parts of equipment including distal end ground analysis terminal and on-vehicle rail. The remote ground analysis terminal can establish communication with a vehicle-mounted network in a network transmission mode, and receive and analyze the track detection parameters uploaded by the system in real time; the vehicle-mounted rail detection equipment can be divided into a rail geometric parameter detection system, an acceleration measurement system and a wheel rail force measurement system according to different detection parameters. The track geometric parameter detection system is a non-contact track detection system based on a GJ5 mode, and adopts an inertial reference measurement principle; the acceleration measuring system mainly takes an axle box, a framework and a vehicle body as measured objects; the wheel-rail force measuring system mainly adopts an indirect measuring method. The utility model discloses detecting system need not to follow the car operation, can realize the on-line monitoring and the analysis processes of detection data at the distal end, and this detecting system detects the parameter more comprehensive, detection speed is higher simultaneously.
Description
Technical Field
The utility model relates to a track traffic technical field, specifically speaking relates to an install circuit track parameter detecting system on subway operation car.
Background
Along with the continuous improvement of the urbanization rate of China, the urban population is increased suddenly due to the fact that population flows to cities, the traffic travel pressure inside cities is increased continuously, and compared with other travel modes, subways gradually become even the preferred travel mode of people, so that subway lines and construction mileage are increased rapidly, and meanwhile, operation speed increase becomes inevitable in order to relieve traffic pressure on duty and off duty. However, the aging degree of the subway line is accelerated due to the fact that the subway line is busy day by day, and the track diseases are increased day by day.
The rails will generate various rail irregularities and surface abrasion and defects under the action of power. The unevenness of the track can cause the stability and comfort degree of the vehicle running to change, and even cause vicious events such as derailment, overturn and the like; when the rail fastener is downward, the rail fastener loosens, the infrastructure under the rail is damaged and the like; for the rail itself, rail cracks may occur, which ultimately lead to rail fracture and severely shorten the service life of the rail. Therefore, a track dynamics detection system is required for various track transportation systems. The rail detection vehicle is a large dynamic monitoring device for detecting rail diseases, guiding rail maintenance and guaranteeing driving safety, and is also an important means for realizing scientific management and maintenance of the rails.
The traditional track detection system only aims at track geometric parameters, and the detection modes are two types: static detection and dynamic detection. The static detection main equipment is a rail detection trolley, the rail detection trolley needs to be pushed manually during normal work, the detection speed and the detection efficiency are low, the steel rail is basically free from the action of external force in the detection process and cannot reflect the change condition of the track geometric parameters of the line in the actual operation process, and the rail detection trolley is usually used for checking and finely adjusting a new line. The current mainstream equipment for dynamic detection is a rail detection engineering vehicle, the rail detection engineering vehicle is a non-contact type rail detection system based on the advanced GJ5 mode in the current world, the inertial reference measurement principle is adopted, various precise sensors are comprehensively applied, and the system is high in signal anti-interference capacity, small in error and high in precision. However, the rail inspection engineering vehicle is influenced by a power system, the running speed is limited to 0-80 km/h, and meanwhile, compared with an actual-load operation vehicle, the rail inspection engineering vehicle has smaller acting force on a rail during running, so that rail inspection data of the rail inspection engineering vehicle can not truly reflect the change situation of rail geometric parameters of a rail line in actual running, meanwhile, the current rail inspection engineering vehicle works in a monthly inspection mode, an operation plan is declared in advance monthly, and the whole line needs to be blocked during night operation, so that the mode is more complicated, and the normal operation of other projects is influenced.
The track geometric parameters only refer to the geometric parameters of the track, such as height of a steel rail, track direction, track gauge, level (super high), triangular pit (distortion), curve radius and the like. The method cannot reflect the running states of the train body and the bogie in the running process, and also cannot reflect the wheel-rail relationship.
In conclusion, the traditional rail detection has the defects of limitation on detection parameters, complex operation mode, limited detection speed and low detection efficiency, namely, the change condition of the geometric form parameters of the rail in the actual operation process of the line cannot be truly reflected, scientific basis is provided for rail structure design, disease cause analysis, maintenance standard preparation and the like, the running states of a train body and a bogie cannot be reflected, the long-term long-distance continuous operation capacity of the train body bogie can be comprehensively evaluated, the acting force between wheel rails cannot be detected, and the derailment coefficient of a wheel axle and the wheel weight load reduction rate can be safely evaluated. Therefore, a new type of rail detection equipment which is more comprehensive in detection, higher in detection speed, more convenient and more efficient is urgently needed.
SUMMERY OF THE UTILITY MODEL
In order to solve the technical problem, the utility model provides a track detecting system of on-vehicle installation of operation car, it detects the parameter more comprehensive, detection speed is higher, and is more convenient and more high-efficient.
The utility model adopts the following technical proposal:
the track detection system is divided into three subsystems: the system comprises a track geometric parameter detection system, an acceleration measurement system and a wheel-rail force measurement system.
The track geometric parameter detection system is still a non-contact track detection system based on the GJ5 mode which is advanced in the world at present, and an inertial reference measurement principle is adopted. The system has the advantages that various precise sensors are comprehensively applied, analog and digital processing technologies are combined, signal acquisition of each sensor is completed in the under-vehicle inertia packet, the problem of interference caused by analog small signals in a long-line transmission process is effectively solved, the signal anti-interference capacity of the system is higher, errors are smaller, the precision is higher, the obtained track detection geometric parameter data can reflect the dynamic change characteristics of the track in the operating state, and a scientific theoretical basis is provided for analysis, management and maintenance of the track disease causes.
The acceleration measurement system takes an axle box, a framework and a vehicle body as measured objects, a multi-axis acceleration sensor is arranged at a key position, the acquisition of signals is completed in an under-vehicle acquisition device, the signals are transmitted to an in-vehicle industrial personal computer through a network port, and then the industrial personal computer analyzes and processes data, so that the vibration value of each key position, the stability and the comfort level of a train are obtained. Therefore, the running states of the train body and the bogie are reflected, the long-term long-distance continuous operation capacity of the train body bogie is comprehensively evaluated, and further, the suggestions of operation management and maintenance are provided.
The wheel-rail force measuring system is different from the traditional method for pasting the strain gauge on the wheel, and the method has the advantages of complex process, high cost and low reliability in long-term application. An indirect measurement method is adopted in the scheme: by sticking a strain gauge on the axle box, installing an axle box acceleration sensor and a displacement sensor and combining the inherent parameters of the wheel pair, the transverse force of the wheel axle and the vertical force of the wheel rail are reversely deduced, so that the related parameter parameters such as the derailment coefficient of the wheel axle, the wheel load shedding rate and the like are output in real time.
The specific system design scheme is as follows:
the detection system can be divided into two parts in the system design direction: a far-end ground analysis terminal and a vehicle-mounted detection device. The vehicle-mounted detection equipment is mainly characterized in that a 2D laser sensor, an inertial sensor and a bonding strain gauge are mounted under a vehicle, data acquisition and conversion are completed under the vehicle, and then the data are uploaded to the vehicle-mounted equipment (industrial personal computer) through the Ethernet to perform comprehensive data processing and operation, so that various required detection parameters are obtained, and the obtained detection parameters are uploaded to an internal network of an operation branch company through a vehicle-mounted network (LTE); the remote ground analysis terminal of the operation branch company can realize the remote data analysis, the on-line monitoring and the export and printing of report data by accessing the internal network.
The remote ground analysis terminal is arranged in the corresponding subway operation branch company and mainly comprises a report form analysis terminal, a printer and a router (or a switch). The report analysis terminal is a computer such as a notebook computer or a desktop computer, and the report software is compatible with the Windows operating system. The report analysis terminal accesses the internal network (or server) through the router (or the switch), thereby realizing the remote online monitoring and data analysis of the detected data, and meanwhile, the quality and defect information of the detected line can be exported or printed through the related statistical function of report software.
The vehicle-mounted detection equipment can be divided into the following three types according to different mounting positions: a roof apparatus, an in-vehicle apparatus, and an under-vehicle apparatus.
The roof device is a 4G antenna. The 4G communication module is integrated in the detection system, and the established 4G communication provides a standby channel for communication between the vehicle-mounted detection equipment and the remote ground analysis terminal.
Inside equipment integration was examined on rail to the built-in cupboard in the car, its component parts is: the device comprises a power box, a signal transfer box, an industrial personal computer and a display. The on-board power supply of the whole system is 110VDC, and is firstly converted into the power supply voltage of each sub-component of the system through the power box and supplies power to each sub-component. The main function of the signal transfer box is similar to that of a switch, and data collected by the under-vehicle collection system firstly passes through the switch and then is transmitted to the industrial personal computer for data comprehensive processing operation, so that final track parameters are obtained. The industrial personal computer is connected with a vehicle-mounted network (LTE and TCMS) through a wired network, the final track parameters are uploaded to a remote operation branch internal network (or a server) through the LTE, and meanwhile, the TCMS receives information of the platform and the mileage and feeds back a life cycle signal.
The equipment under the vehicle mainly comprises a detection and data acquisition part of the system. The system can be divided into three data acquisition subsystems according to different corresponding final output parameters: the system comprises a track geometric parameter acquisition system, an acceleration acquisition system and a wheel-rail force acquisition system.
The track geometric parameter acquisition system is mainly distributed in an under-vehicle track inspection beam (a speed encoder is arranged at the shaft end of a bogie; a 1D laser sensor is arranged on a related suspension workpiece at the bottom of a vehicle body; and a vehicle body acceleration sensor is arranged in a cabinet in the vehicle), and comprises the following components: the device comprises an inertia packet, a 2D laser sensor, a servo acceleration sensor, a speed encoder, a 1D laser sensor and a vehicle body acceleration sensor. All sensor signals are acquired in the inertial packet in the rail inspection beam, and acquired result data are uploaded to an in-vehicle industrial personal computer in an Ethernet mode through the rail inspection beam heavy-load connector, so that the system integration level is high, and the anti-interference capability is high.
The inertia package comprises an inertia sensor and a circuit board, wherein the inertia sensor comprises a fiber-optic gyroscope and servo acceleration. The inertial sensor measures the vibration condition and the attitude angle change of the rail detection beam in the operation process; the circuit board collects various sensor signals and transmits the collected result data to the upper part through the network port.
The servo acceleration sensor is a high-precision quartz servo acceleration sensor, is arranged on the left side and the right side of the rail detection beam, and is used for measuring the vertical vibration conditions of the left side and the right side of the rail detection beam.
The system totally comprises 4 2D laser sensors which are arranged on the left side and the right side of the rail detection beam, and the inner and outer profiles of the left and right steel rail sections are obtained by utilizing laser shooting and image recognition technologies.
The vehicle body acceleration sensor is a three-axis acceleration sensor and is used for detecting the acceleration change conditions of the vehicle body in the transverse direction, the vertical direction and the longitudinal direction in the running process.
The 1D laser sensor is a point laser ranging sensor and is used for measuring the transverse displacement change of the front end and the rear end of the bogie.
The speed encoder is a conventional 200P/R photoelectric encoder, is arranged at the shaft end of the bogie, measures the running speed of the train and triggers the system to acquire data.
Acceleration and wheel rail force acquisition measurement system share same collection system, and strain bridge, acceleration and displacement sensor output signal are analog voltage signal, convert digital signal after collection system to, then with the form of ethernet, via HARTING connector, upload to the interior industrial computer of car, carry out data integrated processing and calculation.
The system comprises two acquisition devices which are respectively arranged above the left and right frameworks.
The wheel-rail force and acceleration acquisition system comprises two acceleration sensors, namely an axle box acceleration sensor and a framework acceleration sensor, and the main difference is that the measurement ranges are different. The acceleration of the axle box and the acceleration of the framework are both double-shaft acceleration sensors, and the acceleration sensors can measure transverse acceleration and vertical acceleration.
The displacement sensor is a 1D laser sensor, and two types of laser displacement sensors exist in the acquisition system according to different measuring ranges of the transverse direction and the vertical direction.
The strain bridge is formed by a strain foil set bridge, the strain foil is attached to an upper rotating arm of the axle box, when the strain bridge works normally, under the action of external force, the resistivity of the strain foil changes, and then the resistance of the strain foil is influenced, so that an output voltage signal of the strain bridge changes, and the stress magnitude can be inversely calculated according to the change of the voltage signal acquired by the acquisition device.
Drawings
In order to better say that the utility model discloses operation car on-vehicle formula track detecting system is right below the utility model discloses operation car on-vehicle formula track detecting system in the description need use the drawing briefly introduce.
FIG. 1 is a schematic view of an in-vehicle cabinet of a vehicle-mounted device of the present invention;
FIG. 2 is a schematic diagram of the speed encoder of the present invention;
fig. 3 is a schematic view of the transverse 1D laser sensor at the front end and the rear end of the bogie of the present invention;
fig. 4 is a schematic view of the sensor signal collecting device of the present invention;
fig. 5 is a schematic view illustrating the installation and assembly of the rail inspection beam according to the present invention;
fig. 6 is a schematic view of the inventive frame acceleration sensor;
fig. 7 is a schematic view of an axle box acceleration sensor according to the present invention.
Description of the figures
1. Vehicle-mounted equipment in-vehicle cabinet 2 and speed encoder
3. Transverse 1D laser sensor 4 and sensor signal acquisition device at front end and rear end of bogie
5. Frame acceleration sensor 6 and axle box acceleration sensor
Detailed Description
The technical solution of the present invention will be described in detail and completely with reference to the accompanying drawings of the present invention.
The track detection system is divided into two parts: the system comprises a far-end ground analysis terminal and vehicle-mounted rail detection equipment. The remote ground analysis terminal is arranged inside a subway operation branch company, and the equipment components comprise: report analysis terminal computers, switches (or routers) and printers. The remote analysis terminal computer establishes network communication connection with the vehicle-mounted network LTE through a series of network transmission media such as a switch (or a router) and the like, receives track detection parameters uploaded by the vehicle-mounted industrial personal computer in real time, and installs report parameter analysis software on the analysis terminal computer, so that the real-time monitoring of the track inspection data can be realized, the historical track inspection data can be analyzed and checked, and the defect statistics, TQI calculation and the export and printing of related reports can be carried out on the track inspection data.
The vehicle-mounted rail inspection equipment is divided into three parts according to different mounting positions: roof equipment, interior equipment and vehicle bottom equipment.
The roof equipment is a 4G antenna, and forms a 4G network together with a 4G module in an industrial personal computer of the equipment in the vehicle, so that a standby way is provided for upward transmission of the rail inspection data.
Referring to fig. 1, rail inspection equipment is unified to be installed inside rack (1) in the car, and rack (1) is for fixing in inside independent rack (1) of luggage compartment, and its component part has: the device comprises a power box, a signal transfer box, an industrial personal computer and a display.
The power box converts the system power supply DC110V into normal working voltage of each sub-component, auxiliary modules such as power filtering and power protection are integrated in the power box, and meanwhile, related status indicator lamps are arranged on a panel of the power box, so that the power supply condition of the sub-components can be judged according to the on-off states of the indicator lamps.
The signal transfer box component functions like a switch, the information exchange function is completed in a network communication system formed by the left and right acquisition devices (4) and the inertia packet, the panel is also provided with an indicator light, and the network port connection and data receiving and sending states between the devices can be judged through the on-off state of the indicator light.
The industrial personal computer is a data comprehensive operation processing host of the system, rail detection parameter calculation software is installed on the industrial personal computer, the industrial personal computer receives data of the off-vehicle acquisition device (4), the inertia packet and the 2D laser sensor, then data are comprehensively processed, relevant rail detection parameter data are generated, and finally the data are uploaded to a far-end analysis terminal computer through LET. Meanwhile, the industrial personal computer is connected with the vehicle-mounted network TCMS, receives relevant state information such as speed, mileage and stations and feeds back life cycle signals.
The display is a vehicle-mounted folding display, and is integrated with a keyboard and a touch panel, so that the on-site debugging of the device at the initial installation stage is facilitated.
The vehicle bottom equipment can be divided into three data acquisition systems according to different functions and calculation parameters: the system comprises a rail inspection geometric parameter acquisition system, an acceleration acquisition system and a wheel rail force acquisition system.
The geometrical configuration parameters of the track are calculated by shooting the full section profile of the steel rail, measuring the vibration condition and the attitude angle change of the rail detection beam and measuring the transverse relative displacement of the bogie.
The acceleration of the train body is installed at the bottom of a cabinet (1) in the train, the acceleration of the train body along the transverse direction, the vertical direction and the longitudinal direction is measured, a sensor output signal finishes data acquisition in an inertia packet inside a lower track detection beam of the train, and then the data acquisition is uploaded to an industrial personal computer in the train, so that the acceleration sensor is used for calculating transverse addition parameters and vertical addition parameters of the train body in track geometric parameters, is repeatedly used in an acceleration measurement system, and participates in calculating the stability and the comfort degree of the train in the running process.
Referring to fig. 2, the 200P/R photoelectric encoder (2) in fig. 2 is installed at the shaft end of the bogie, and when a train runs, the output pulse of the photoelectric encoder is used for calculating the actual running speed and triggering the related acquisition device (4) to acquire data.
Referring to fig. 3, fig. 3 is a 1D laser displacement sensor (3), and the 1D laser displacement sensor (3) is installed in front of and behind a one-position-end bogie and used for measuring the transverse relative displacement of the bogie and a vehicle body.
Referring to fig. 5, fig. 5 is a schematic diagram illustrating installation and assembly of a rail inspection beam, the rail inspection beam is a core component in a rail geometric parameter measurement system, the rail inspection beam is suspended at the bottom of a vehicle body, and a 2D laser sensor and an inertia packet are installed in the rail inspection beam.
The inertia package is installed in the middle part of the rail inspection beam and consists of two parts: the system comprises a sensor and a data acquisition circuit board, wherein the sensor is divided into a fiber-optic gyroscope and a servo acceleration, the fiber-optic gyroscope is used for measuring the angle change of a rail detection beam in the horizontal direction and the lateral rolling direction, and the servo acceleration sensor is used for measuring the transverse acceleration of the rail detection beam. And output signals of the sensors (including vehicle acceleration and a 1D laser displacement sensor (3)) are connected to an acquisition circuit board to complete signal conditioning and data acquisition, and acquired result data are uploaded to an in-vehicle industrial personal computer through a network port via a heavy-load connector above the rail detection beam to perform data comprehensive processing and calculate the geometric parameters of the rail.
And the left and right servo acceleration sensors are arranged on the left and right sides in the rail detection beam, measure the vertical acceleration of the two sides of the rail detection beam in the running process of the train, and output signals of the same sensors are connected to the inertia packet for data acquisition.
The 2D laser sensor is equally distributed on the left side and the right side of the rail detection beam and consists of a sensing head and a controller, a laser component of the sensing head emits line structured light, the vertical distance between a light outlet of the sensing head and the top surface of a steel rail is 200mm, the laser triangulation distance measuring principle is adopted, a high-speed camera component of the sensing head scans the section of the steel rail at the position of line laser, result data obtained by scanning pass through a net mouth of the controller and are transmitted to an industrial personal computer in a vehicle, and a contour curve is extracted and analyzed by using a high-speed image processing technology and is used for calculating geometric parameters of a relevant rail. The laser is visible light, and the light shield is installed below the 2D sensor in consideration of being easily interfered by external strong sun light, so that the accuracy of ground line data detection is guaranteed.
A heavy-load connector is arranged above the rail inspection beam, the protection grade of the connector is IP68, all components in the beam are connected with the outside or the inside of a vehicle through the connector, and external connecting cables are protected by corrugated pipes.
The utility model discloses well acceleration and wheel rail power acquisition system and track geometric parameters acquisition system install in same carriage below, and the difference is that track geometric parameters acquisition system installs near one-position end bogie, and acceleration and wheel rail power acquisition device (4) are installed on two-position end bogie, and acceleration and wheel rail power acquisition system share one collection system (4).
The acceleration and wheel-rail force acquisition systems are respectively provided with one acquisition device (4) at the left side and one acquisition device at the right side of the bogie, acquire sensor signals at the left side and the right side, and then upload the sensor signals to an industrial personal computer in the vehicle in an Ethernet mode to perform corresponding data processing and related parameter calculation.
Referring to fig. 4, fig. 4 shows a sensor signal collecting device (4), and the left and right collecting devices (4) are installed above the two-position end bogie. Left and right collection system (4) are to connecting strain bridge, acceleration sensor (axle box and framework) and 1D displacement sensor (3) down, gather its output signal when for its power supply, and the result data of gathering is uploaded to the industrial computer in through corresponding connector.
The strain bridge is formed by a strain foil assembly bridge attached to a bogie axle box, the strain foil is attached to a relevant position of the axle box through a strict pasting process, and corresponding protection treatment (gluing and covering) is carried out on the surface of the strain foil assembly bridge. The strain bridge output cable firstly passes through the adapter box and is connected into the acquisition device (4) through cable switching.
Referring to fig. 6, fig. 6 shows a frame acceleration sensor (5), the frame acceleration sensor (5) is a biaxial acceleration sensor, the frame acceleration sensor measures the lateral acceleration and the vertical acceleration of the frame, and the output signals of the sensors are connected to the acquisition device (4) for data acquisition.
Referring to fig. 7, fig. 7 shows an axle box acceleration sensor (6), the axle box acceleration sensor (6) is also a biaxial acceleration sensor, the lateral and vertical accelerations of the axle box are measured, and the output signal of the sensor is connected to the acquisition device (4) for data acquisition.
The vertical laser displacement sensor is specially used for measuring the vertical relative displacement between the bogie and the axle box.
The transverse laser displacement sensor is specially used for measuring the vertical relative displacement between the bogie and the wheel.
The utility model discloses system operating condition is examined to rail:
the utility model discloses system detection parameter technical index is examined to rail:
Claims (8)
1. an operation vehicle-mounted track detection system comprises two parts: the remote ground analysis terminal and the vehicle-mounted rail detection equipment are characterized in that the vehicle-mounted rail detection equipment consists of a 4G antenna, a cabinet (1), a plurality of sensors and signal acquisition devices (4), wherein the 4G antenna is installed on the roof of a vehicle, the cabinet (1) is installed in the vehicle, and the sensors and the signal acquisition devices (4) are installed on the bottom of the vehicle;
the remote ground analysis terminal is arranged inside a subway operation branch company, and the equipment components comprise: analyzing a terminal computer, a switch and a printer;
the vehicle-mounted rail detection equipment acquires corresponding sensor data in the real-time running process of the operating vehicle, returns the data through the sensor signal acquisition unit, and finally feeds the result back to the far-end ground analysis terminal.
2. The system as claimed in claim 1, wherein the remote ground analysis terminal establishes communication with the vehicle-mounted network by means of network transmission, and receives the track detection parameters uploaded by the system in real time.
3. The operating vehicle on-board track detection system according to claim 1, wherein the on-board track detection device is divided into a roof device, an in-vehicle device and an under-vehicle device according to different installation positions, the roof device is a 4G antenna, the in-vehicle device is a cabinet (1), the under-vehicle device is a variety of sensors and signal acquisition devices (4), and each device has a function of a unique position.
4. The operation vehicle-mounted track detection system according to claim 3, wherein a roof device 4G antenna of the vehicle-mounted track detection device and a network module in the in-vehicle device cabinet (1) form a 4G network together, and become a medium for uploading data.
5. The operation vehicle-mounted track detection system according to claim 3, wherein a power box, an industrial personal computer and a signal transfer box are included in an in-vehicle equipment cabinet (1) of the on-vehicle track detection equipment, so that power can be stably supplied to the whole system, and data can be processed in real time.
6. The operation vehicle-mounted track detection system according to claim 3, wherein vehicle bottom equipment of the vehicle-mounted track detection equipment performs data acquisition on real-time running ground conditions of the operation vehicle through a plurality of sensors and performs real-time processing on an industrial personal computer of the vehicle-mounted equipment fed back to the vehicle-mounted track detection equipment in real time;
the vehicle bottom equipment of the vehicle-mounted rail detection equipment and the corresponding sensors respectively form a rail detection geometric acquisition system, an acceleration acquisition system and a wheel rail force acquisition system.
7. The system of claim 6, wherein the geometric acquisition system of the chassis of the on-board rail inspection device calculates the geometric parameters of the rail by photographing the profile of the rail surface and by the sensor reflecting the state change of the rail inspection beam and measuring the lateral relative displacement of the bogie.
8. The operating vehicle-mounted track detection system according to claim 6, wherein the acceleration acquisition system of the vehicle bottom equipment and the wheel rail force acquisition system of the vehicle-mounted track detection equipment respectively calculate parameters required to be calculated by the vehicle bottom equipment and the wheel rail force acquisition system through signals fed back by the framework acceleration sensor (5) and the axle box acceleration sensor (6).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021075660.3U CN213812376U (en) | 2020-06-11 | 2020-06-11 | Vehicle-mounted track detection system for operation vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021075660.3U CN213812376U (en) | 2020-06-11 | 2020-06-11 | Vehicle-mounted track detection system for operation vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213812376U true CN213812376U (en) | 2021-07-27 |
Family
ID=76931582
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021075660.3U Active CN213812376U (en) | 2020-06-11 | 2020-06-11 | Vehicle-mounted track detection system for operation vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213812376U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114018458A (en) * | 2021-11-19 | 2022-02-08 | 成都西交智众科技有限公司 | Wheel-rail force testing method for three-piece goods wagon bogie |
-
2020
- 2020-06-11 CN CN202021075660.3U patent/CN213812376U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114018458A (en) * | 2021-11-19 | 2022-02-08 | 成都西交智众科技有限公司 | Wheel-rail force testing method for three-piece goods wagon bogie |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109910947B (en) | System and method for dynamically monitoring and intelligently analyzing health state of loaded track | |
| CN110588709A (en) | Railway infrastructure detection system | |
| CN107401979B (en) | Vehicle body vibration displacement compensation device and method for catenary detection | |
| CN106274981B (en) | A kind of track detection device and detection method | |
| CN102607439A (en) | System and method for carrying out on-line monitoring on railway wheel-rail contact relationship on basis of structured light | |
| CN110615017A (en) | Rail transit automatic detection system and method | |
| CN206781779U (en) | Laser scanning rail gauge measuring apparatus under a kind of track checking car | |
| CN211689698U (en) | Dual-purpose net rail detection car of highway-railway | |
| CN201746752U (en) | Track detection device | |
| CN212500409U (en) | Portable track detection device | |
| CN107858882B (en) | Automatic detection robot for track smoothness | |
| CN109591907A (en) | A kind of bridge pier detection walking mechanism and traveling method | |
| CN103552571B (en) | Track detection system of comprehensive detection vehicle | |
| CN213812376U (en) | Vehicle-mounted track detection system for operation vehicle | |
| CN202368605U (en) | Device for detecting rail directions of left and right rails of railway track dynamically | |
| CN206155453U (en) | Track inspection car | |
| CN206787495U (en) | Multi-angle two dimensional laser scanning gage measurement instrument under track checking car | |
| CN113804239A (en) | Vehicle-mounted track detection system for operation vehicle | |
| CN103528729A (en) | Optical fiber type on-line real-time pantograph lifting pressure detection system | |
| CN111122604A (en) | Contact rail detection system, inspection engineering vehicle and detection method | |
| CN103344445B (en) | Detecting platform of medium-low speed magnetic levitation line feed unit | |
| CN213517195U (en) | High-precision calibrating system for full-automatic multifunctional flow velocity meter water depth meter | |
| CN214396738U (en) | Multifunctional rail transit inspection vehicle | |
| CN210941360U (en) | Whole car suspension clearance detecting system suitable for maglev train | |
| CN210363843U (en) | Unpowered comprehensive detection vehicle and bogie thereof |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |