Lower portion streaming contact rail detection system of train

Abstract

The present invention provides a lower portion streaming contact rail detection system of a train. The system comprises: a detection beam installed on a train bogie; a contact rail laser camera module, wherein a first laser of the contact rail laser camera module emits a linear laser which is irradiated on contact rail sections through a reflector, and a first camera of the contact rail laser camera module shoots images of the contact rail sections; a running rail laser camera module, wherein a second laser of the running rail laser camera module emits a linear laser which is irradiated on running rail sections, and a second camera of the running rail laser camera module shoots images of the running rail sections; a processor configured to receive the images of the contact rail sections, the images of the running rail sections and attitude parameters, detected by a triaxial gyroscope, of the detection beam relative to the running rails, calculate pull-out values and conductor height values of the contact rails according to the images of the contact rail sections and the images of the running rail sections and perform correction of the pull-out values and the conductor height valuesbased on the attitude parameters; and a portable computer configured to perform over-limit determination uneven over-limit data in the pull-out values and in the conductor height values of the contact rails according to a contact rail geometry unevenness determination standard.

Description

technical field [0001] The invention relates to the detection technology of a flow-supply contact rail, in particular to a detection system for a flow-send contact rail at the lower part of a train. Background technique [0002] In the process of urbanization in my country, the development of rail transit has become the priority development direction of urban public transportation. As of December 31, 2017, a total of 171 rail transit lines have been opened and operated in 35 cities including Beijing, Shanghai, and Guangzhou in mainland China, with a total mileage of 5,083.45 kilometers. Urban rail trains usually use electric drive. There are two main ways to supply power to trains. One is overhead catenary power supply, and the other is walking trackside contact rail power supply. Compared with overhead catenary power supply, catenary rail power supply has the advantages of low construction cost, long service life, convenient maintenance, and little impact on urban landscap...

AI Technical Summary

Problems solved by technology

[0006] 1. The lower flow-sending contact rail has various appearance forms. The current contact rail detection system can only detect one appearance form, which is not universal, and the scope of use is greatly limited.

[0007] 2. When the train passes through special sections such as curves, the detection data of the existing contact rail detection system has large errors, and even invalid data, which cannot effectively guide the on-site contact rail maintenance and repair work

[0008] 3. The volume and weight of the equipment on and off the vehicle are too large, and the structure of the rail inspection beam is complex

The equipment on the car generally requires a large cabinet, which houses various hardware signal processing equipment, industrial computer, power supply, control equipment, etc., occupying a huge space inside the car; the contact rail and track geometry lasers and cameras under the car are scattered and independent, large in size and heavy in weight. The size and weight of the rail inspection beam used to install the equipment will increase correspondingly, which is not convenient for system installation and maintenance; at the same time, the rail inspection beam carries a large weight of equipment, which is prone to internal damage, the system maintenance period is short, and the economic cost is high

[0009] 4. If there is a problem inside the contact rail detection part and the track geometry detection part, the parts need to be disassembled for internal maintenance or equipment replacement, and high-precision calibration is required

The actual vehicles are often parked in various complex environments, such as rain, snow, wind and sand, no working trenches, etc., so the actual site is not conducive to this work

[0010] 5. The test data needs to be manually edited on the car. The long hours of work and the single on-site environment make people tired, and it is difficult to ensure the accuracy and scientificity of the edited data. seriously affect human health

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