An intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation

Abstract

The present invention provides an intelligent detection vehicle for measuring the compactness of the roadbed after tamping and stabilization operations. It includes: a boss-type frame, a running system, a pulse signal transmitter, a signal receiver, a lifting system, a power supply device, a wave velocity test analyzer, a line mileage recorder, a data recording storage device, a controller and a roadbed status real-time display system. The wave velocity coefficient and the main frequency coefficient are calibrated by indoor experiments to obtain the relationship between the compactness of the roadbed in different areas and the wave velocity and the maximum main frequency, and the calibration curve is input into the measuring vehicle. On this basis, a prediction model for the lateral resistance of the roadbed before and after tamping and stabilization operations is constructed to achieve accurate acquisition of the compactness and lateral resistance of the roadbed after tamping and stabilization operations of ballasted tracks. The intelligent measuring device for detecting the compactness of the roadbed after tamping and stabilization operations of the present invention gets rid of the limitations of the previous water injection method and glue injection method to disturb the roadbed, and the low detection accuracy and efficiency, and can realize rapid intelligent detection and evaluation feedback of the compactness of the roadbed of the entire line.

Description

Technical Field

[0001] The invention relates to the technical field of ballasted track maintenance and repair, and in particular to an intelligent detection vehicle for measuring the compactness of a track bed after tamping and stabilization operations. Background Art

[0002] By the end of 2021, my country's railway operating mileage has reached 150,000 kilometers, of which ballasted track accounts for about 66.7%, becoming the main body of the railway network and playing an irreplaceable backbone role. As an important component of ballasted track, the ballast bed will experience ballast crushing, wear and ballast bed degradation under the coupling of long-term train dynamic loads and complex geological and natural environments, causing the plastic deformation of the ballast bed to accumulate and produce uneven settlement, changing the line geometry, reducing the line smoothness, and seriously affecting the safety of train operations.

[0003] In order to ensure the safe, smooth and efficient operation of trains, it is necessary to carry out periodic maintenance and repair operations on the existing ballasted track to restore the bearing capacity of the ballasted track in time. In addition, before the new line is put into operation, it is necessary to use a large tamping vehicle or stabilizing vehicle to level the line and ensure that various dynamic and static indicators meet the standards. It can be seen that whether it is an existing line or a new railway, large tamping and stabilizing vehicles play an important role in the efficient and high-quality maintenance and repair of loose track beds. However, my country's large-scale road maintenance machinery originated from the introduction of foreign technology, and foreign countries have not opened up the technical connotation of maintenance and evaluation to my country, so that the current tamping vehicle and stabilizing vehicle operations mainly rely on the existing experience accumulation and lack of reasonable and scientific detection and evaluation technology. Especially in the detection of the density of the track bed after maintenance and repair operations, the existing water injection method, glue injection sampling method, etc. cannot meet the needs of large-scale detection, and the test results are highly discrete, with poor accuracy, and the test process is cumbersome, time-consuming and labor-intensive, and may even disturb the track bed and affect the test results.

[0004] Therefore, there is an urgent need for an intelligent detection method and measuring device for the compactness of the ballast bed that is suitable for the quality evaluation of on-site tamping stabilization operations. This method can be used to quickly obtain the compactness of the loose ballast bed after the tamping stabilization operation, predict the lateral resistance of the ballast bed, and provide real-time feedback on the status of the loose ballast bed, thus providing scientific guidance for high-quality and safe operation of the line after maintenance and repair operations. Summary of the invention

[0005] The embodiment of the present invention provides an intelligent detection vehicle for measuring the compactness of the roadbed after tamping and stabilization operation, so as to realize intelligent detection of the compactness of the roadbed after tamping and stabilization operation.

[0006] In order to achieve the above object, the present invention adopts the following technical scheme.

[0007] An intelligent detection vehicle for measuring the compactness of a roadbed after tamping stabilization operation, comprising: a boss-type frame, and a running system, a pulse signal transmitter, a signal receiver, a lifting system, a power supply device, a wave speed test analyzer, a line mileage recorder, a data recording memory, a controller and a roadbed status real-time display system installed on the boss-type frame;

[0008] The running system and the boss-type frame are fixed by an arc-shaped connecting rod, and the lifting system is connected to the pulse signal transmitter and the signal receiver, and the pulse signal transmitter and the signal receiver are lowered by the lifting system until they contact the top surface of the roadbed;

[0009] The wave velocity test analyzer records the time required for the pulse signal to propagate to the signal receiver, calculates the propagation velocity of the elastic wave of the pulse signal according to the shortest propagation distance, converts the wave velocity into the roadbed density using the wave velocity coefficient calibrated by indoor tests, and transmits the roadbed density to the controller and the roadbed status real-time display system. The line mileage recorder transmits the mileage information of the running system to the controller and the roadbed status real-time display system, and the data recording storage is connected to the controller and the roadbed status real-time display system.

[0010] Preferably, the running system comprises first, second, third and fourth running wheels, wherein the third and fourth running wheels are provided with a driving device to realize continuous rolling forward movement of the running wheels. During the density detection process, the running system brakes every time it rotates one circle forward and starts preparing for measurement. After a single measurement is completed, it restarts and enters the next detection area. The outer rolling circle radius r1 of the running wheel is calculated and determined according to formulas (1) to (4).

[0011]

[0012] 2πr0=0.6 (2)

[0013] r2-r1=0.005 (3)

[0014]

[0015] Where, L AO L is the distance from the outer rolling circle of the running wheel to the wheel-rail contact point; AB is the tread width of the running wheel composed of the outer rolling circle and the inner rolling circle of the running wheel; r2 is the radius of the inner rolling circle of the running wheel; r0 is the actual rolling circle radius; d0 is the difference between the actual rolling circle radius r0 and the outer rolling circle radius r1 of the running wheel. The running time is set to 5s, and the running speed and angular velocity are calculated by the following formula:

[0016]

[0017]

[0018] Wherein, υ is the actual rolling circle linear velocity or the measured vehicle running speed; ω is the angular velocity of the running wheels of the running system; and t is the single running time.

[0019] Preferably, the boss type frame is used to install running wheels, pulse signal transmitters, signal receivers, lifting systems, self-charging devices, handles, power supply devices, wave speed test analyzers, line mileage recorders, data recorders and storage devices, controllers and roadbed status real-time display system components. Except for the running wheels and the boss type frame, other components are fixed with bolts. 10 holes with a hole diameter of 90 mm are drilled on the boss type frame. The length of the boss type frame bottom plate is 2400 mm and the width is 900 mm. It is processed with hard materials.

[0020] Preferably, the pulse signal transmitter includes a first pulse signal transmitter and a second pulse signal transmitter, both of which transmit elastic waves in the form of vibration; the signal receiver includes a first seismic sensor, a second seismic sensor, a third seismic sensor, a fourth seismic sensor, a fifth seismic sensor, a sixth seismic sensor, a seventh seismic sensor and an eighth seismic sensor, which are used to receive the vibration response transmitted by the pulse signal transmitter, and the first pulse signal transmitter and the third seismic sensor, the fourth seismic sensor, the fifth seismic sensor, the sixth seismic sensor, the seventh seismic sensor and the eighth seismic sensor constitute a right-side measurement system; the second pulse signal transmitter and the first seismic sensor, the second seismic sensor, the third seismic sensor, the fourth seismic sensor and the fifth seismic sensor constitute a left-side measurement system;

[0021] The right measurement system and the left measurement system are independent of each other and do not measure at the same time.

[0022] Preferably, the pulse signal transmitter and the seismic sensor are provided with a metal disc, so that three ballasts jointly support the disc during the test process, and the elastic wave is transmitted through the disc. The disc is a magnetic base, and the following functions are achieved:

[0023] (1) When the measurement starts, the magnetic switch between the disk and the pulse signal transmitter and seismic sensor is closed and in a separated state;

[0024] (2) When the measurement is completed, the magnetic switch between the disk and the pulse signal transmitter and seismic sensor is turned on and is in a sticky state.

[0025] Preferably, the lifting system comprises a pulley device, a suspension rope and a fixing frame, wherein the fixing frame is used to fix the pulley device, and the suspension rope and the pulley device cooperate to complete the lifting and lowering of the pulse signal transmitter and the seismic sensor. When measurement is required, the lifting system is used to slowly lower the pulse signal transmitter and the seismic sensor of the left measurement system or the right measurement system until they are in stable contact with the ballast particles, and then the lifting system is closed; when the measurement is completed, the lifting system is used to slowly raise the pulse signal transmitter and the seismic sensor of the left measurement system or the right measurement system until they rise to the initial position and contact with the self-charging device, start charging, and close the lifting system. Assuming that the height of the initial position of the pulse signal transmitter and the seismic sensor from the top surface of the ballast bed is H, the rope descent length L should satisfy L>H, and the number of rotations M of the pulley is obtained according to the following formula:

[0026]

[0027] Where L is the length of the rope extension or contraction, r h is the rotation radius of the pulley device, and the lowering time and lifting time are t hs and t hj The descending or ascending speed v of the pulse signal transmitter and the seismic sensor is obtained by formulas (8) and (9): h and the angular velocity of the pulley device ω h ;

[0028]

[0029]

[0030] Preferably, the wave velocity test analyzer records the time required for the pulse signal to propagate to the seismic sensor, calculates the propagation velocity of the elastic wave of the pulse signal according to the shortest propagation distance, and uses the wave velocity coefficient calibrated by the indoor test to convert the wave velocity into the roadbed density and transmit it to the controller and the roadbed status real-time display system. The overall density of the roadbed is measured by the density evaluation value DD of the left measurement system. z And the density evaluation value DD of the measurement system on the right y The average value is proposed and recorded as DD.

[0031] Preferably, the line mileage recorder transmits the detection position center mileage information to the controller and the track bed status real-time display system. The detection position center mileage K is calculated by the working times of the left measurement system. The specific calculation formula is as follows:

[0032] K=K0+(N k -1)*0.6 / 1000 (28)

[0033] Where K0 is the initial mileage; Nk The number of system detections is measured on the left.

[0034] Preferably, the data recording memory is used to store backup test data, time, mileage and results, and transmit important test data and results to the controller and the track bed status real-time display system;

[0035] The nighttime lighting system is directly connected to the power supply device, and comprises a first light source, a second light source, a third light source, a fourth light source and a fifth light source.

[0036] Preferably, the controller and the real-time display system of the roadbed status display not only display the density DD calculated by wave velocity, but also process and display the roadbed density DD calculated by the main vibration frequency. Hz And the prediction model obtained by numerical simulation results is used to obtain the lateral resistance information of the roadbed. The specific implementation process is as follows:

[0037] (1) The main vibration frequency is used to obtain the density of the ballast bed, which is used as an auxiliary decision-making tool for the compactness of the ballast bed;

[0038] The wave velocity test analyzer obtains the elastic wave propagation velocity and uses the data recording memory to record the vibration response of the seismic sensor, and transmits the vibration response data to the controller and the track bed status real-time display system;

[0039] The controller and the real-time display system of the roadbed status use the data processing program to realize the spectrum analysis, and extract the frequency corresponding to the highest amplitude position as the main vibration frequency. The main vibration frequency coefficient calibrated by the indoor test is used to convert the corresponding density, and the average density measured by the left and right measurement systems is taken as DD. Hz As the evaluation value, the main frequency coefficients obtained are b and b0. The calculation process of the ballast bed density detected on site is as follows:

[0040] DD Hzz =bx z +b0 (29)

[0041] DD Hzy =bx y +b0 (30)

[0042]

[0043] In the formula, DD Hzz is the density obtained by the left measurement system through the main vibration frequency conversion; x z is the average main vibration frequency of the seismic sensor in the left measurement system; DD Hzy is the density obtained by the right measurement system through the main vibration frequency conversion; x y The average main vibration frequency of the seismic sensors of the measurement system on the right;

[0044] (2) Using the prediction model obtained from the numerical simulation results, the evaluation value of the lateral resistance of the roadbed is obtained;

[0045] Step 1: Using the discrete element and multi-body dynamics coupling method, a numerical simulation model of the ballast bed-sleeper-tamping pick with different densities was established to simulate the tamping process. The ballast bed thickness of the numerical model was 350mm, the ballast shoulder width was 500mm, the slope gradient was 1:1.75, the ballast shoulder height was 150mm, and the sleeper used was type III concrete sleeper; the pick tip thickness was 10mm; the pick palm height was 70mm; and the width was 140mm;

[0046] Step 2: Statistically obtain the density of the ballast within the range of 0 mm to 175 mm under a single sleeper and on both sides of the sleeper after the tamping operation as the independent variable. After the statistics are completed, a certain speed is applied to the middle sleeper to make it move at a uniform speed. When the sleeper displacement reaches 2 mm, the lateral force of the particles on the sleeper is recorded as the lateral resistance and used as the dependent variable.

[0047] Step 3: Apply a vertical downward force F on the middle sleeper of the numerical simulation model after the tamping operation in step 1. c and horizontal exciting force F s , make the roadbed fully compacted to achieve a stable operation effect, and then repeat the process of step 2;

[0048] Step 4: By repeating the numerical simulation process of steps 1 to 3, multiple sets of ballast bed density and lateral resistance data are obtained;

[0049] Step 5: Draw the multiple sets of data obtained in step 4 into a scatter plot, and use the Logistic correlation analysis prediction model to obtain the relationship between the ballast bed density and the lateral resistance as follows:

[0050]

[0051] Where, L r is the lateral resistance of the ballast bed; b1, b2, p, and m0 are correlation coefficients, which are 2.43, 14.48, 25.71, and 62.64, respectively; DD is the density of the ballast bed. In the actual calculation process, the density of the ballast bed is the result of wave velocity conversion or the result of main vibration frequency conversion. When the lateral resistance of the ballast bed is predicted based on the detected ballast bed density, the density obtained by the on-site measurement vehicle detection is substituted into formula (32) to calculate the lateral resistance of the ballast bed and evaluate whether the lateral resistance of the ballast bed meets the standard after tamping or stabilization operation.

[0052] It can be seen from the technical solutions provided by the above-mentioned embodiments of the present invention that the intelligent measuring vehicle for detecting the density of the roadbed after tamping and stabilization operation of the present invention realizes the intelligent detection of the density of the roadbed after tamping and stabilization operation, gets rid of the limitations of the previous water injection method and glue injection method to disturb the roadbed and the low detection accuracy and efficiency, has a large measurement range, high accuracy and fast testing speed, and can realize rapid detection and evaluation feedback of the density of the roadbed along the entire line.

[0053] Additional aspects and advantages of the present invention will be given in part in the following description, which will become obvious from the following description, or may be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0055] Figure 1 A three-dimensional structural diagram of an intelligent detection vehicle for measuring the compactness of a roadbed after tamping stabilization operation provided by an embodiment of the present invention;

[0056] Figure 2 A three-dimensional stereogram of a running wheel provided in an embodiment of the present invention;

[0057] Figure 3 A plan view of a running wheel provided in an embodiment of the present invention;

[0058] Figure 4 A schematic diagram of calculating the actual rolling radius of a running wheel provided in an embodiment of the present invention;

[0059] Figure 5 A plan view of a boss-type frame provided by an embodiment of the present invention;

[0060] Figure 6 A side view of a boss-type vehicle frame provided by an embodiment of the present invention;

[0061] Figure 7 A schematic diagram of the arrangement positions of a pulse signal transmitter and a seismic sensor provided in an embodiment of the present invention;

[0062] Figure 8 A pulse signal transmitter and a disk provided by an embodiment of the present invention;

[0063] Fig. 9 A seismic sensor and a disk provided by an embodiment of the present invention;

[0064] Fig.10A pulse signal transmitter lifting system and charging equipment provided by an embodiment of the present invention;

[0065] Fig.11 A seismic sensor lifting system and charging equipment provided by an embodiment of the present invention;

[0066] Fig.12 An elevation diagram and wave velocity coefficient calibration of an indoor granular roadbed control platform with different densities provided in an embodiment of the present invention;

[0067] Fig.13 A plan view of an indoor granular roadbed control platform with different densities and wave velocity coefficient calibration provided by an embodiment of the present invention;

[0068] Fig.14 A curve showing the relationship between the density of the ballast bed and the average wave velocity provided in an embodiment of the present invention;

[0069] Fig.15 A left-side measurement system working process and a wave velocity tester analysis process provided by an embodiment of the present invention;

[0070] Fig.16 A left-side measurement system detection area division provided by an embodiment of the present invention;

[0071] Fig.17 A curve showing the relationship between the density of the ballast bed and the main vibration frequency provided in an embodiment of the present invention;

[0072] Fig.18 A simulation of tamping operation of ballast with different densities provided in an embodiment of the present invention;

[0073] Fig.19 A simulation of stabilization operation of roadbeds with different densities provided in an embodiment of the present invention;

[0074] Fig. 20 A relationship curve between the compactness of a bulk ballast bed and the lateral resistance of the ballast bed after tamping stabilization operation is provided in an embodiment of the present invention.

[0075] In the figure, 1. the first running wheel, 2. the second running wheel, 3. the third running wheel, 4. the fourth running wheel, 5. the boss-type frame, 6. the arc-shaped connecting rod, 7. the first pulse signal generator, 8. the second pulse signal generator, 9. the disc, 10. the first seismic sensor, 11. the second seismic sensor, 12. the third seismic sensor, 13. the fourth seismic sensor, 14. the fifth seismic sensor, 15. the sixth seismic sensor, 16. the seventh seismic sensor, 17. the eighth seismic sensor, 18. the self-charging device, 19. the pulley device, 20. the hanging rope, 21. the fixing frame, 22. the first light source, 23. the second light source, 24. the third light source, 25. the fourth light source, 26. the fifth light source, 27. the handle, 28. the power supply device, 29. the line mileage recorder, 30. the wave speed test analyzer, 31. the data recording memory, 32. the controller and the roadbed status real-time display system. DETAILED DESCRIPTION

[0076] The embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be interpreted as limiting the present invention.

[0077] It will be understood by those skilled in the art that, unless expressly stated, the singular forms "one", "said", and "the" used herein may also include plural forms. It should be further understood that the term "comprising" used in the specification of the present invention refers to the presence of the features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof. It should be understood that when we refer to an element as being "connected" or "coupled" to another element, it may be directly connected or coupled to the other element, or there may be intermediate elements. In addition, the "connection" or "coupling" used herein may include wireless connection or coupling. The term "and / or" used herein includes any unit and all combinations of one or more associated listed items.

[0078] It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those generally understood by those skilled in the art in the art to which the present invention belongs. It should also be understood that terms such as those defined in common dictionaries should be understood to have meanings consistent with the meanings in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless defined as herein.

[0079] To facilitate understanding of the embodiments of the present invention, several specific embodiments will be further explained below with reference to the accompanying drawings, and each embodiment does not constitute a limitation on the embodiments of the present invention.

[0080] A three-dimensional structure diagram of an intelligent detection vehicle for measuring the compactness of a roadbed after tamping stabilization operation provided by an embodiment of the present invention is shown in FIG. Figure 1 As shown, it includes a running system (1-4, 6), a boss-type frame (5), a pulse signal transmitter (7, 8), a signal receiver (10-17), a self-charging device (18), a lifting system (19-21), a handle (27), a power supply device (28), a wave speed test analyzer (30), a line mileage recorder (29), a data recording memory (31), a nighttime lighting system (22-26), and a controller and a track bed status real-time display system (32).

[0081] In the embodiment provided by the present invention, a three-dimensional stereoscopic image of a running wheel provided by the embodiment of the present invention is as follows Figure 2 As shown, the running wheel plan is as follows Figure 3 As shown, the calculation diagram of the actual rolling radius of the running wheel is as follows Figure 4 See Figures 2 to 4 The running system includes a first running wheel 1, a second running wheel 2, a third running wheel 3 and a fourth running wheel 4, wherein the third running wheel 3 and the fourth running wheel 4 have a driving device, which can realize the running wheels to continuously roll forward. During the density test, the running system needs to brake every time it moves forward 0.6m (just one rotation) and start preparing for measurement. After a single measurement is completed, it restarts and enters the next test area. The outer rolling circle radius r1 of the running wheel can be calculated and determined according to formulas (1) to (4).

[0082]

[0083] 2πr0=0.6 (2)

[0084] r2-r1=0.005 (3)

[0085]

[0086] Where, L AO L is the distance from the outer rolling circle of the running wheel to the wheel-rail contact point; AB is the tread width of the running wheel composed of the outer rolling circle and the inner rolling circle of the running wheel; r2 is the radius of the inner rolling circle of the running wheel; r0 is the actual rolling circle radius; d0 is the difference between the actual rolling circle radius r0 and the outer rolling circle radius r1 of the running wheel. In order to ensure that the running system can start and stop at intervals, the actual rolling circle linear speed of the running wheel should not be too large. The running time is set to 5s. The running speed and angular velocity can be calculated by the following formula:

[0087]

[0088]

[0089] Wherein, υ is the actual rolling circle linear velocity or the measured vehicle running speed; ω is the angular velocity of the running wheels of the running system; t is the single running time, which is generally set to 5s.

[0090] In the embodiment provided by the present invention, a plan view of a boss-type frame provided by the embodiment of the present invention is as follows: Figure 5 As shown, the side view of the boss type frame is as follows Figure 6 See Figure 5 and 6 The boss-type frame 5 is used to install the running wheels (1-4), pulse signal transmitters (7, 8), signal receivers (10-17), lifting systems (19-21), self-charging devices 18, handles 27, power supply devices 28, wave speed test analyzers 30, line mileage recorders 29, data recorders and storage devices 31, controllers, and roadbed status real-time display systems 32. The running wheels (1-4) and the boss-type frame 5 are fixed with arc-shaped connecting rods 6, and other components are fixed with bolts. In order to facilitate the contact between the pulse signal transmitters (7, 8) and the signal receivers (10-17) and the roadbed top surface, 10 holes with a hole diameter of 90 mm are drilled on the boss-type frame 5. The bottom plate of the boss-type frame 5 is 2400 mm long and 900 mm wide, and is processed with hard materials.

[0091] In the embodiment provided by the present invention, a schematic diagram of the arrangement position of a pulse signal transmitter and a seismic sensor is shown as follows: Figure 7 As shown, the pulse signal transmitter and the disk are as follows Figure 8 As shown, a seismic sensor and a disk are Fig. 9 See Figures 7 to 9The pulse signal transmitter includes a first pulse signal transmitter 7 and a second pulse signal transmitter 8, both of which can emit elastic waves in the form of vibration; the signal receiver includes a first seismic sensor 10, a second seismic sensor 11, a third seismic sensor 12, a fourth seismic sensor 13, a fifth seismic sensor 14, a sixth seismic sensor 15, a seventh seismic sensor 16, and an eighth seismic sensor 17, which are used to receive the vibration response transmitted by the pulse signal transmitter, such as acceleration, velocity, etc. Among them, the first pulse signal transmitter 7 and the third seismic sensor 12, the fourth seismic sensor 13, the fifth seismic sensor 14, the sixth seismic sensor 15, the seventh seismic sensor 16, and the eighth seismic sensor 17 constitute the right measurement system; the second pulse signal transmitter 8 and the first seismic sensor 10, the second seismic sensor 11, the third seismic sensor 12, the fourth seismic sensor 13, and the fifth seismic sensor 14 constitute the left measurement system. The measurement systems on both sides are independent of each other and do not measure at the same time. Generally, the left measurement system is measured first, and then the right measurement system is measured.

[0092] In the embodiment provided by the present invention, when the pulse signal transmitter (7, 8) and the seismic sensor (10-17) are in contact with the top surface of the roadbed, in order to ensure that they are in good contact with the ballast particles, a metal disc 9 with a diameter of 80 mm and a thickness of 5 mm is provided, so that during the test, there are exactly three ballasts that can jointly support the disc 9, and the elastic wave is transmitted through the disc 9. It should be noted that the disc 9 is a magnetic base, which can achieve the following functions:

[0093] (1) When the measurement starts, the magnetic switches between the disk 9 and the pulse signal transmitters (7, 8) and the seismic sensors (10-17) are closed and in a separated state to avoid electromagnetic interference.

[0094] (2) When the measurement is finished, the magnetic switch between the disk 9 and the pulse signal transmitter (7, 8) and the seismic sensor (10-17) is opened, and the disk is in an adhered state, so that the lifting system can easily transport the disk 9 together with the pulse signal transmitter (7, 8) and the seismic sensor (10-17).

[0095] In an embodiment provided by the present invention, a seismic sensor lifting system and a charging device are provided. Fig.10 As shown in the figure, the elevation diagram of an indoor control platform of a granular roadbed with different densities and the calibration of the wave velocity coefficient are as follows: Fig.11 As shown, see Fig.10 and 11, the lifting system includes components such as a pulley device 19, a suspension rope 20, and a fixed frame 21, wherein the fixed frame 21 is used to fix the pulley device 19, and the suspension rope 20 and the pulley device 19 cooperate to complete the lifting and lowering of the pulse signal transmitter (7, 8) and the seismic sensor (10-17). When measurement is required, the lifting system is used to slowly lower the pulse signal transmitter and seismic sensor of the left or right measuring system until they are in stable contact with the ballast particles, and then the lifting system is turned off. When the measurement is completed, the lifting system is used to slowly raise the pulse signal transmitter and seismic sensor of the left or right measuring system until they rise to the initial position and contact with the self-charging device, start charging, and turn off the lifting system. Assume that the height of the initial position of the pulse signal transmitter and the seismic sensor from the top surface of the ballast bed is H, and the rope descent length L should satisfy L>H. The number of rotations M of the pulley can be obtained according to the following formula:

[0096]

[0097] Where L is the length of the rope extension or contraction, which can be adjusted appropriately according to the height of the top surface of the ballast bed; r h is the rotation radius of the pulley device. In order to ensure that there is no violent collision with the ballast particles during the falling process, the descending time and the lifting time are both set to 15s, respectively. hs and t hj The descending or ascending speed υ of the pulse signal transmitter and the seismic sensor can be obtained by formulas (8) and (9): h and the angular velocity of the pulley device ω h .

[0098]

[0099]

[0100] In the embodiments provided by the present invention, see Fig.10 and 11 The power supply device 28 can provide sufficient power for the running system (1-4), the pulse signal transmitter (7, 8), the seismic sensor (10-17), the lifting system (19-21), the self-charging device 18, the wave speed test analyzer 30, the line mileage recorder 29, the data recording storage 31, the night lighting system (22-26), the controller and the track bed status real-time display system 32 and other components. The self-charging device 18 is disconnected from the power supply device 28 during the measurement process and reconnected to the power supply device 28 after the measurement is completed.

[0101] In the embodiment provided by the present invention, the elevation diagram and wave velocity coefficient calibration of an indoor granular roadbed control platform with different densities provided by the embodiment of the present invention are as follows: Fig.12As shown in the figure, a plan view of an indoor control platform for granular roadbed with different densities and the calibration of wave velocity coefficient are shown in the figure. Fig.13 As shown in the figure, a curve showing the relationship between the density of the ballast bed and the average wave velocity is shown in the figure. Fig.14 As shown, the working process of the left measurement system and the analysis process of the wave velocity tester are as follows Fig.15 As shown, the detection area of ​​a left measurement system is divided as follows Fig.16 See Figures 12 to 16 The wave velocity test analyzer 30 can record the time required for the pulse signal to propagate to the seismic sensor, and then calculate the propagation velocity of the pulse signal elastic wave according to the shortest propagation distance. Finally, the wave velocity coefficient calibrated by the indoor test is used to convert the wave velocity into the roadbed density and pass it to the controller and the roadbed status real-time display system 32. The overall density of the roadbed should be measured by the density evaluation value DD of the left measurement system. z And the density evaluation value DD of the measurement system on the right y The average value is calculated and recorded as DD. Taking the measurement system on the left as an example, the specific process is as follows:

[0102] (1) Obtaining the wave velocity coefficient. The bottom of the indoor 1800mm×1800mm×1150mm ballast box test platform is filled with roadbed filler to a height of 400mm; the middle part is filled with crushed stone ballast according to the special ballast grading, and the cut sleepers are laid at a position 350mm away from the top surface of the roadbed filler, and the buried depth of the middle part of the sleeper is strictly controlled to be 185mm. In the process of wave velocity coefficient calibration, by controlling the ballast filling mass and the number of flat plate compaction, different states of granular roadbed samples with densities of 51%, 61%, 65%, and 68% were produced. The wave propagation speed in the granular roadbed at different densities was measured using a pulse signal transmitter and a seismic sensor, and the average wave velocity (weighted 1) was obtained by weighted averaging the wave velocities of each transmission path. The density calculation formula and wave velocity coefficient calibration formula of the indoor test platform are as follows:

[0103]

[0104]

[0105] DD=a1υ t 2 +a2υ t +a3 (12)

[0106] Where DD is the density; V b V is the volume of ballast particles filled into the ballast box; T is the total volume of the area filled by the ballast excluding the area occupied by the sleepers; m is the total mass of the ballast particles filled in the ballast box; ρ b is the density of ballast particles; a1, a2, a3 are wave velocity coefficients; υt is the average wave velocity of granular ballast samples with different densities.

[0107] (2) Wave velocity calculation. Due to the discontinuous characteristics of the ballast bed, the propagation speed of elastic waves in each direction will be slightly different. The left measurement system has five seismic sensors, which are arranged at different positions to detect the propagation speed of the elastic wave of the pulse signal transmitter along five different propagation paths. The specific calculation process is as follows:

[0108] 1) The propagation path lengths of the elastic waves are recorded as L1, L2, L3, L3 / cosα1, L2 / cosα2, and the propagation times are recorded as t1, t2, t3, t4, and t5, respectively. The detection area is divided into areas I, II, III, and IV.

[0109] 2) Use the wave velocity test analyzer to obtain the wave velocity of different propagation paths as follows:

[0110]

[0111]

[0112]

[0113]

[0114]

[0115] (3) Compactness calculation. According to the relationship between wave velocity and compactness in formula (12), the wave velocity coefficients a1, a2, and a3 are used to convert the wave velocity in step (2) into compactness. The specific calculation process is as follows:

[0116]

[0117]

[0118]

[0119]

[0120]

[0121] DD I =DD ρ1 (twenty three)

[0122]

[0123]

[0124]

[0125] DD z =(DD I ,DD II ,DD III , D.D. IV ) min (27)

[0126] In the formula, It is the density calculated based on the elastic wave propagation speed of five different paths; DD I and DD II DD is the density of the pillow area; III and DD IV DD is the density of the cross-pillow area; z To measure the system density on the left, the minimum value of each test area is taken for evaluation.

[0127] In the embodiments provided by the present invention, see Figure 1 The line mileage recorder 29 can transmit the detection position center mileage information to the controller and the track bed status real-time display system 32. The detection position center mileage K is calculated by the working times of the left measurement system. The specific calculation formula is as follows:

[0128] K=K0+(N k -1)*0.6 / 1000 (28)

[0129] Where K0 is the initial mileage; N k The number of system detections is measured on the left.

[0130] In the embodiments provided by the present invention, see Figure 1 The data recording memory 31 is used to store backup test data, time, mileage and results, and transmit important test data and results to the controller and the track bed status real-time display system 32.

[0131] In the embodiments provided by the present invention, see Figure 1 The nighttime lighting system (22-26) is directly connected to the power supply device 28, and includes a first light source 22, a second light source 23, a third light source 24, a fourth light source 25 and a fifth light source 26, which can provide a good field of view and working environment for nighttime detection.

[0132] In the embodiment provided by the present invention, a curve of the relationship between the density of the ballast bed and the main vibration frequency provided by the embodiment of the present invention is as follows: Fig.17 As shown in the figure, a simulation of tamping operation of ballast with different densities is shown in the figure. Fig.18 As shown in the figure, a simulation of stabilization operation of roadbed with different compaction degrees is shown in the figure. Fig.19 As shown in the figure, a curve showing the relationship between the compactness of the bulk ballast bed and the lateral resistance of the ballast bed after tamping stabilization is shown in the figure. Fig. 20 See Figures 17-20 In addition to displaying the density DD calculated using wave velocity, the controller and the real-time display system 32 for the ballast bed status can also display the ballast bed density DD calculated using the main vibration frequency. Hz And the prediction model obtained by numerical simulation results is used to obtain the lateral resistance information of the roadbed. The specific implementation process is as follows:

[0133] (1) The main vibration frequency is used to obtain the density of the ballast bed, which is used to assist in making decisions on the compactness of the ballast bed.

[0134] 1) While the wave velocity test analyzer obtains the elastic wave propagation velocity, the vibration response of the seismic sensor is recorded using a data recording memory, and the vibration response data is transmitted to the controller and the track bed status real-time display system.

[0135] 2) The controller and the real-time display system of the roadbed status 32 use the data processing program to realize the spectrum analysis, and extract the frequency corresponding to the highest amplitude position as the main vibration frequency, and convert the main vibration frequency coefficient calibrated by the indoor test to obtain the corresponding density. Since both the left and right systems need to be measured, the average value of the density measured by the two is taken. Hz The main frequency coefficients obtained in the indoor test calibration process are b and b0, and the calculation process of the ballast density detected on site is as follows:

[0136] DD Hzz =bx z +b0(29)

[0137] DD Hzy =bx y +b0(30)

[0138]

[0139] In the formula, DD Hzz is the density obtained by the left measurement system through the main vibration frequency conversion; x z is the average main vibration frequency of the seismic sensor of the left measurement system, referred to as the left main vibration frequency; DD Hzy is the density obtained by the right measurement system through the main vibration frequency conversion; x y The average main vibration frequency of the seismic sensor in the right measurement system is referred to as the right main vibration frequency.

[0140] (2) Using the prediction model obtained from the numerical simulation results, the evaluation value of the lateral resistance of the roadbed is obtained.

[0141] 1) Using the discrete element and multi-body dynamics coupling method, a numerical simulation model of the ballast bed-sleeper-tamping pick with different compaction degrees was established to accurately simulate the tamping process. The ballast bed thickness of the numerical model is 350mm, the ballast shoulder width is 500mm, the slope gradient is 1:1.75, the ballast shoulder height is 150mm, the sleeper adopts type III concrete sleeper; the pick tip thickness is 10mm; the pick palm height is 70mm; and the width is 140mm. The numerical model parameters are shown in Table 1.

[0142] Table 1 Simulation model parameters

[0143]

[0144]

[0145] 2) The density of the ballast within the range of 0mm to 175mm under a single sleeper and on both sides of the sleeper after the tamping operation is obtained as the independent variable. After the statistics are completed, a certain speed is applied to the middle sleeper to make it move at a constant speed. When the displacement of the sleeper reaches 2mm, the lateral force of the particles it is subjected to is recorded as the lateral resistance and used as the dependent variable.

[0146] 3) Apply a vertical downward force F on the middle sleeper of the numerical simulation model after the tamping operation in step 1 c and horizontal exciting force F s , make the roadbed fully dense to achieve stable operation effect, and then repeat the process of step 2.

[0147] 4) By repeating the numerical simulation process of steps 1 to 3, multiple sets of ballast bed density and lateral resistance data can be obtained.

[0148] 5) The multiple sets of data obtained in step 4 are plotted into a scatter plot, and the relationship between the ballast bed density and the lateral resistance is obtained by using the Logistic correlation analysis prediction model as follows:

[0149]

[0150] Where, L r is the lateral resistance of the ballast bed; b1, b2, p, and m0 are correlation coefficients, which are 2.43, 14.48, 25.71, and 62.64, respectively; DD is the density of the ballast bed. In the actual calculation process, the density of the ballast bed can be the result of wave velocity conversion or the result of main vibration frequency conversion. When the lateral resistance of the ballast bed is predicted based on the detected ballast bed density, the density obtained by the on-site measurement vehicle detection is substituted into formula (32) to calculate the lateral resistance of the ballast bed, which can quickly evaluate whether the lateral resistance of the ballast bed meets the standard after tamping or stabilization operation.

[0151] In the embodiment provided by the present invention, when measuring the compactness of the roadbed after tamping or stabilization operation, the pulse signal transmitter and the seismic sensor should be placed as flat as possible to maintain a good contact state.

[0152] The intelligent measuring vehicle for detecting the compactness of the roadbed after tamping and stabilization operation according to the embodiment of the present invention is not only used for obtaining the compactness and lateral resistance of the roadbed after tamping or stabilization operation, but is also suitable for detecting the compactness and lateral resistance of the roadbed after other maintenance operations.

[0153] In summary, the present invention provides an intelligent measuring device for detecting the compactness of the roadbed after tamping and stabilization operation. By setting the first, second, third, and fourth running wheels, a boss-type frame, the first and second pulse signal transmitters, the first, second, third, fourth, fifth, sixth, seventh, and eighth seismic sensors, a wave velocity test analyzer, a line mileage recorder, a data recording storage device, a controller, and a roadbed status real-time display system, a continuous traveling intelligent measuring device for detecting the compactness of the roadbed after tamping or stabilization operation is developed. By setting up different compactness control platforms for the loose roadbed in the laboratory, calibrating the wave velocity coefficient and the main frequency coefficient, and proposing the method of "one-point excitation and multi-point measurement", the intrinsic relationship between the compactness of different areas of the roadbed and the wave velocity and the maximum main frequency is obtained, and the rapid non-destructive detection of the compactness of the roadbed before and after the tamping and stabilization operation is realized. On this basis, a numerical simulation model for tamping and stabilization operations of loose ballast beds with different densities was established, and a prediction model for the lateral resistance of the ballast bed before and after tamping and stabilization operations was constructed. This enabled the accurate acquisition of the density and lateral resistance of the ballast bed after tamping and stabilization operations of ballasted track, providing strong support for the accurate evaluation of the quality of on-site tamping and stabilization operations.

[0154] The embodiment of the present invention realizes the intelligent detection of the density of the roadbed after the tamping stabilization operation, gets rid of the limitations of the previous water injection method and glue injection method to disturb the roadbed and have low detection accuracy and efficiency. It has a large measurement range, high accuracy and fast testing speed, and can realize rapid detection and evaluation feedback of the density of the roadbed along the entire line.

[0155] 2) In addition to detecting the compactness of the ballast bed, the present invention also realizes the rapid acquisition of the lateral resistance of the ballast bed according to the prediction model, getting rid of the time-consuming and laborious limitations of removing fasteners and pads and manually applying lateral loads in the past for testing the lateral resistance of the ballast bed. In addition, the detection technology provided by the present invention is not affected by external conditions such as weather conditions, and the relevant technology can also be used in other engineering practices related to the detection and evaluation of ballast bed compactness in addition to tamping or stabilization operations.

[0156] Those skilled in the art can understand that the accompanying drawings are only schematic diagrams of an embodiment, and the modules or processes in the accompanying drawings are not necessarily required to implement the present invention.

[0157] It can be known from the description of the above implementation methods that those skilled in the art can clearly understand that the present invention can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which can be stored in a storage medium such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present invention or certain parts of the embodiments.

[0158] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device or system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment. The device and system embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0159] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. An intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation, characterized in that: include: A boss-type frame, and a running system, a pulse signal transmitter, a signal receiver, a lifting system, a power supply device, a wave speed test analyzer, a line mileage recorder, a data recorder and storage device, a controller and a real-time display system for the roadbed status installed on the boss-type frame; The running system and the boss-type frame are fixed by an arc-shaped connecting rod, and the lifting system is connected to the pulse signal transmitter and the signal receiver, and the pulse signal transmitter and the signal receiver are lowered by the lifting system until they contact the top surface of the roadbed; The wave velocity test analyzer records the time required for the pulse signal to propagate to the signal receiver, calculates the propagation velocity of the elastic wave of the pulse signal according to the shortest propagation distance, converts the wave velocity into the roadbed density using the wave velocity coefficient calibrated by the indoor test, transmits the roadbed density to the controller and the roadbed status real-time display system, the line mileage recorder transmits the mileage information of the running system to the controller and the roadbed status real-time display system, and the data recording storage is connected with the controller and the roadbed status real-time display system; The controller and the real-time display system of the ballast status not only display the density DD calculated by wave velocity, but also process and display the ballast density DD calculated by the main vibration frequency. Hz And the prediction model obtained by numerical simulation results is used to obtain the lateral resistance information of the roadbed. The specific implementation process is as follows: (1) The main vibration frequency is used to obtain the density of the ballast bed, which is used as an auxiliary decision-making tool for the compactness of the ballast bed; The wave velocity test analyzer obtains the elastic wave propagation velocity and uses the data recording memory to record the vibration response of the seismic sensor, and transmits the vibration response data to the controller and the track bed status real-time display system; The controller and the real-time display system of the roadbed status use the data processing program to realize the spectrum analysis, and extract the frequency corresponding to the highest amplitude position as the main vibration frequency. The main vibration frequency coefficient calibrated by the indoor test is used to convert the corresponding density, and the average density measured by the left and right measurement systems is taken as DD. Hz As the evaluation value, the main frequency coefficients obtained are b and b0. The calculation process of the ballast bed density detected on site is as follows: DD Hzz =bx z +b0 (29) DD Hzy =bx y +b0 (30) In the formula, DD Hzz is the density obtained by the left measurement system through the main vibration frequency conversion; x z is the average main vibration frequency of the seismic sensor in the left measurement system; DD Hzy is the density obtained by the right measurement system through the main vibration frequency conversion; x y The average main vibration frequency of the seismic sensors of the measurement system on the right; (2) Using the prediction model obtained from the numerical simulation results, the evaluation value of the lateral resistance of the roadbed is obtained; Step 1: Using the discrete element and multi-body dynamics coupling method, a numerical simulation model of the ballast bed-sleeper-tamping pick with different densities was established to simulate the tamping process. The ballast bed thickness of the numerical model was 350mm, the ballast shoulder width was 500mm, the slope gradient was 1:1.75, the ballast shoulder height was 150mm, and the sleeper used was type III concrete sleeper; the pick tip thickness was 10mm; the pick palm height was 70mm; and the width was 140mm; Step 2: Statistically obtain the density of the ballast within the range of 0 mm to 175 mm under a single sleeper and on both sides of the sleeper after the tamping operation as the independent variable. After the statistics are completed, a certain speed is applied to the middle sleeper to make it move at a uniform speed. When the sleeper displacement reaches 2 mm, the lateral force of the particles on the sleeper is recorded as the lateral resistance and used as the dependent variable. Step 3: Apply a vertical downward force F on the middle sleeper of the numerical simulation model after the tamping operation in step 1. c and horizontal exciting force F s , make the roadbed fully compacted to achieve a stable operation effect, and then repeat the process of step 2; Step 4: By repeating the numerical simulation process of steps 1 to 3, multiple sets of ballast bed density and lateral resistance data are obtained; Step 5: Draw the multiple sets of data obtained in step 4 into a scatter plot, and use the Logistic correlation analysis prediction model to obtain the relationship between the ballast bed density and the lateral resistance as follows: Where, L r is the lateral resistance of the ballast bed; b1, b2, p, and m0 are correlation coefficients, which are 2.43, 14.48, 25.71, and 62.64, respectively; DD is the density of the ballast bed. In the actual calculation process, the density of the ballast bed is the result of wave velocity conversion or the result of main vibration frequency conversion. When the lateral resistance of the ballast bed is predicted based on the detected ballast bed density, the density obtained by the on-site measurement vehicle detection is substituted into formula (32) to calculate the lateral resistance of the ballast bed and evaluate whether the lateral resistance of the ballast bed meets the standard after tamping or stabilization operation.

2. The intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation according to claim 1 is characterized in that: The running system comprises first, second, third and fourth running wheels, wherein the third and fourth running wheels are provided with a driving device to realize the running wheels to continuously roll forward. During the compactness detection process, the running system brakes every time it rotates one circle forward and starts to prepare for measurement. After a single measurement is completed, it restarts and enters the next detection area. The outer rolling circle radius r1 of the running wheel is calculated and determined according to formulas (1) to (4); 2πr0＝0.6 (2) r2-r1＝0.005 (3) Where, L AO L is the distance from the outer rolling circle of the running wheel to the wheel-rail contact point; AB is the tread width of the running wheel composed of the outer rolling circle and the inner rolling circle of the running wheel; r2 is the radius of the inner rolling circle of the running wheel; r0 is the actual rolling circle radius; d0 is the difference between the actual rolling circle radius r0 and the outer rolling circle radius r1 of the running wheel. The running time is set to 5s, and the running speed and angular velocity are calculated by the following formula: Wherein, υ is the actual rolling circle linear velocity or the measured vehicle running speed; ω is the angular velocity of the running wheels of the running system; and t is the single running time.

3. The intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation according to claim 1 is characterized in that: The boss type frame is used to install running wheels, pulse signal transmitters, signal receivers, lifting systems, self-charging devices, handles, power supply devices, wave speed test analyzers, line mileage recorders, data recorders and storage devices, controllers and roadbed status real-time display system components. Except for the running wheels and the boss type frame, other components are fixed with bolts. 10 holes with a hole diameter of 90 mm are drilled on the boss type frame. The bottom plate of the boss type frame is 2400 mm long and 900 mm wide, and is processed with hard materials.

4. The intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation according to claim 1 is characterized in that: The pulse signal transmitter includes a first pulse signal transmitter and a second pulse signal transmitter, both of which transmit elastic waves in the form of vibration; the signal receiver includes a first seismic sensor, a second seismic sensor, a third seismic sensor, a fourth seismic sensor, a fifth seismic sensor, a sixth seismic sensor, a seventh seismic sensor and an eighth seismic sensor, which are used to receive the vibration response transmitted by the pulse signal transmitter, and the first pulse signal transmitter and the third seismic sensor, the fourth seismic sensor, the fifth seismic sensor, the sixth seismic sensor, the seventh seismic sensor and the eighth seismic sensor constitute a right-side measurement system; the second pulse signal transmitter and the first seismic sensor, the second seismic sensor, the third seismic sensor, the fourth seismic sensor and the fifth seismic sensor constitute a left-side measurement system; The right measurement system and the left measurement system are independent of each other and do not measure at the same time.

5. The intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation according to claim 1 is characterized in that: The pulse signal transmitter and the seismic sensor are provided with a metal disc, so that three ballasts support the disc together during the test, and the elastic wave is transmitted through the disc. The disc is a magnetic base, and the following functions are realized: (1) When the measurement starts, the magnetic switch between the disk and the pulse signal transmitter and seismic sensor is closed and in a separated state; (2) When the measurement is completed, the magnetic switch between the disk and the pulse signal transmitter and seismic sensor is turned on and is in a sticky state.

6. The intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation according to claim 1 is characterized in that: The lifting system includes a pulley device, a suspension rope and a fixing frame, wherein the fixing frame is used to fix the pulley device, and the suspension rope and the pulley device cooperate to complete the lifting and lowering of the pulse signal transmitter and the seismic sensor. When measurement is required, the lifting system is used to slowly lower the pulse signal transmitter and the seismic sensor of the left measurement system or the right measurement system until they are in stable contact with the ballast particles, and then the lifting system is closed; when the measurement is completed, the lifting system is used to slowly raise the pulse signal transmitter and the seismic sensor of the left measurement system or the right measurement system until they rise to the initial position and contact with the self-charging device, start charging, and close the lifting system. Assuming that the height of the initial position of the pulse signal transmitter and the seismic sensor from the top surface of the ballast bed is H, the rope descent length L should satisfy L>H, and the number of rotations M of the pulley is obtained according to the following formula: Where L is the length of the rope extension or contraction, r h is the rotation radius of the pulley device, and the lowering time and lifting time are t hs and t hj The descending or ascending speed v of the pulse signal transmitter and the seismic sensor is obtained by formulas (8) and (9): h and the angular velocity of the pulley device ω h ; 7. The intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation according to claim 1 is characterized in that: The wave velocity test analyzer records the time required for the pulse signal to propagate to the seismic sensor, calculates the propagation velocity of the elastic wave of the pulse signal according to the shortest propagation distance, and uses the wave velocity coefficient calibrated by the indoor test to convert the wave velocity into the density of the roadbed and transmit it to the controller and the roadbed status real-time display system. The overall density of the roadbed is measured by the density evaluation value DD of the left measurement system. z And the density evaluation value DD of the measurement system on the right y The average value is proposed and recorded as DD.

8. The intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation according to claim 1 is characterized in that: The line mileage recorder transmits the detection position center mileage information to the controller and the track bed status real-time display system. The detection position center mileage K is calculated by the working times of the left measurement system. The specific calculation formula is as follows: K=K0+(N k -1)*0.6 / 1000 (28) Where K0 is the initial mileage; N k The number of system detections is measured on the left.

9. The intelligent detection vehicle for measuring the compactness of the roadbed after tamping stabilization operation according to claim 1 is characterized in that: The data recording memory is used to store backup test data, time, mileage and results, and transmit important test data and results to the controller and the track bed status real-time display system; The nighttime lighting system is directly connected to the power supply device, and comprises a first light source, a second light source, a third light source, a fourth light source and a fifth light source.

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