Track state detection device and its application

Abstract

The present application belongs to the field of transportation technology, and in particular, relates to a track state detection device and its application. At present, the means used on site to detect the vertical stiffness state of the track include manual detection, large-scale stiffness loading vehicles and other methods. There are few studies on the means of detecting the layered stiffness of the track. The present application provides a track state detection device, including a running mechanism, a loading mechanism and an intelligent recognition mechanism. The running mechanism reaches the detection position according to the point to be detected, the loading mechanism applies a load to the track at the detection point, and the intelligent recognition mechanism performs layered detection on the loaded track to obtain the layered stiffness of the track. By simplifying the structure, a detachable and portable design is achieved, which meets the needs of on-site application and promotion.

Description

Technical Field

[0001] The present application belongs to the field of transportation technology, and in particular, relates to a track state detection device and its application. Background Art

[0002] With the vigorous development of my country's railway industry, the mileage of my country's railways has continued to grow, exceeding 150,000 kilometers by the end of 2021. In order to ensure the safe operation of long lines, it is necessary to regularly carry out maintenance and repair of railway infrastructure. The maintenance and repair of track structures directly determines the safe state of operation, and track status detection is the key to guiding maintenance operations.

[0003] At present, my country mainly conducts track status inspections through comprehensive inspection vehicles, professional track inspection vehicles, and manual inspections. The inspection data obtained are mainly based on track geometry and vehicle body mechanical response. Among them, the track geometry data directly guides on-site maintenance and repair operations. According to the disease characteristics reflected by the geometry data, the track geometry is corrected through maintenance means to meet the needs of operation. However, the reasons for the occurrence of geometric disease characteristics are complex, and deep-seated diseases that cause geometric unevenness cannot be fundamentally eliminated by simply adjusting the track geometry; in addition, since the data measured by the on-board inspection equipment is the dynamic geometry state under the action of wheel load, only static geometry data can be re-measured during on-site operations, resulting in the lack of repair of some diseases.

[0004] Manual testing mainly measures the supporting stiffness of the ballast bed. By disassembling the track fasteners, eliminating the constraints between the rails and sleepers, and using the binding of the wire rope to the rails and the reaction bracket, the rails are used as the supporting points, and the load is applied to the top of the reaction bracket through the hydraulic jack and transmitted to the sleepers to achieve vertical excitation of the ballast bed. At the same time, the vertical displacement of the ballast bed is measured to obtain the supporting stiffness of the ballast bed. The large-scale stiffness loading vehicle applies vertical and lateral excitation loads to the track through the on-board hydraulic servo actuator. By applying vertical loads to the track, the displacement response of the components is obtained using a non-contact displacement sensor to detect the track stiffness.

[0005] In summary, in view of the current situation that the existing track condition evaluation lacks ballast mechanical indicators and the existing ballast mechanical detection methods such as manual inspection and large-scale rigidity loading vehicles are difficult to popularize, it is particularly necessary to realize the intelligent in-depth detection of track diseases based on "geometry + mechanics" and avoid maintenance omissions caused by differences in detection methods. Summary of the invention

[0006] 1. Technical issues to be solved

[0007] In view of the problem that the current track condition evaluation lacks roadbed mechanical detection indicators; the existing track vertical stiffness state detection methods include manual detection, large stiffness loading vehicles and other methods, which are complex to operate, not popular, and fail to achieve layered detection of track stiffness, this application provides a track condition detection device and its application.

[0008] 2. Technical solution

[0009] In order to achieve the above-mentioned objectives, the present application provides a track state detection device, including a running mechanism, a loading mechanism and an intelligent recognition mechanism. The running mechanism reaches a detection position according to a point to be detected, the loading mechanism applies a load to the track at the detection point, and the intelligent recognition mechanism performs a layered detection on the loaded track to obtain the layered stiffness of the track.

[0010] Another implementation manner provided by the present application is: the loading mechanism is arranged on the running mechanism, and the intelligent identification mechanism is arranged on the running mechanism.

[0011] Another implementation manner provided by the present application is: the running mechanism comprises a running frame, the running frame is provided with running wheels, and the running frame is provided with through holes.

[0012] Another embodiment provided by the present application is: the traveling frame includes a flat frame, the flat frame is connected to the bracket via a folding axis, and the number of the brackets is 4.

[0013] Another implementation manner provided by the present application is: the loading mechanism includes a reaction frame, the reaction frame is connected to the loading assembly via a jack, and the jack can pass through the through hole.

[0014] Another embodiment provided by the present application is: the reaction frame includes a reaction clamp, a reaction bracket and a reaction frame connected in sequence, the reaction clamp is clamped on the rail, the loading assembly includes a first loading wheel, a loading axle and a second loading wheel connected in sequence, and the loading axle and the reaction frame are fixed by the jack.

[0015] Another implementation manner provided by the present application is that the reaction force bracket is connected to the reaction force flat frame via an assembly interface.

[0016] Another implementation manner provided by the present application is: the intelligent recognition mechanism includes a binocular vision sensor and a three-dimensional structured light sensor, the binocular vision sensor is connected to the track stiffness layered recognition algorithm module, the three-dimensional structured light sensor is connected to the track stiffness layered recognition algorithm module, the binocular vision sensor is arranged on the flat frame, and the three-dimensional structured light sensor is arranged on the flat frame.

[0017] The present application also provides an application of the track state detection device, wherein the monitoring device is used for detecting the vertical stiffness of the entire track, the vertical stiffness of the track fastener rubber pads, and the vertical stiffness of the ballast track bed.

[0018] Another implementation manner provided by the present application is: the overall vertical stiffness test of the track includes the overall vertical stiffness test of the ballasted track and the overall vertical stiffness test of the ballastless track; the vertical stiffness test of the track fastener rubber pads includes the vertical stiffness test of the ballasted track fastener rubber pads and the vertical stiffness test of the ballastless track fastener rubber pads.

[0019] 3. Beneficial effects

[0020] Compared with the prior art, the track state detection device provided by the present application has the following beneficial effects:

[0021] The track state detection device provided in the present application is a portable track vertical stiffness intelligent layered detection trolley.

[0022] The track state detection device provided in the present application is combined with the track vertical stiffness intelligent stratification detection device based on the track geometry data, which is used to detect the mechanical state of the track as a whole, fasteners and ballast bed when carrying out geometry correction during maintenance and repair, thereby realizing the detection of deep track diseases; at the same time, the introduction of loading in the detection process can effectively avoid the omission of detection and repair of dynamic irregularities due to static detection.

[0023] The track state detection device provided in the present application realizes a detachable and portable design by simplifying the structure, thus meeting the needs of on-site application and promotion.

[0024] The track state detection device provided in the present application is easy to operate and can be completed by one person. Compared with manual detection, the labor cost can be reduced; compared with large-scale rigid loading vehicles, the equipment has low investment and can be widely applied and promoted.

[0025] The application of the track state detection device provided in this application is a trolley with separable, assembleable, combinable and portable structural characteristics, including three modules: running mechanism, loading mechanism and intelligent identification mechanism, which is mainly used for the overall vertical stiffness detection of ballasted and ballastless tracks, the vertical stiffness detection of ballasted and ballastless track fastener rubber pads, and the vertical stiffness detection of the track bed of ballasted tracks. This makes up for the deficiency that the current track state detection for maintenance and repair only measures geometry. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic diagram of the structure of the track state detection device of the present application;

[0027] Figure 2 It is a lateral schematic diagram of the running mechanism of the present application;

[0028] Figure 3 It is a top view schematic diagram of the running mechanism of the present application;

[0029] Figure 4 It is a front view schematic diagram of the running mechanism of the present application;

[0030] Figure 5 is a schematic side view of the loading mechanism of the present application;

[0031] Figure 6 is a top view schematic diagram of the loading mechanism of the present application;

[0032] Figure 7 is a front view schematic diagram of the loading mechanism of the present application;

[0033] Figure 8 is a second front view schematic diagram of the loading mechanism of the present application;

[0034] Fig. 9 It is a schematic diagram of the intelligent identification mechanism of the present application;

[0035] Fig.10 is a schematic diagram of deformation of ballasted track under loading in the present application;

[0036] Fig.11 It is a schematic diagram of the deformation of the rail surface of the ballasted track under the loading action of the present application;

[0037] Fig.12 It is a schematic diagram of deformation of the rubber pad of the ballasted track fastener under loading in the present application;

[0038] Fig.13 It is a schematic diagram of the sinking of the sleeper of the ballasted track under the loading action of the present application;

[0039] Fig.14 is a schematic diagram of deformation of ballastless track under loading in the present application;

[0040] Fig.15 It is a schematic diagram of the deformation of the rail surface of the ballastless track under the loading action of the present application;

[0041] Fig.16 It is a schematic diagram of deformation of the rubber pad of the ballastless track fastener under loading in the present application;

[0042] Fig.17 It is a schematic diagram of the running function of the loaded wheelset of the present application;

[0043] Fig.18 It is a schematic diagram of the reaction force clamp travel function of the present application. DETAILED DESCRIPTION

[0044] Hereinafter, the specific embodiments of the present application will be described in detail with reference to the accompanying drawings. According to these detailed descriptions, those skilled in the art can clearly understand the present application and can implement the present application. Without violating the principles of the present application, the features in the various embodiments can be combined to obtain new implementations, or certain features in certain embodiments can be replaced to obtain other preferred implementations.

[0045] Track stiffness testing, whether manual or based on large loading vehicles, has not yet been widely used.

[0046] (1) Manual inspection

[0047] Manual testing requires the removal of track fasteners, which is inefficient and time-consuming. It takes about 30 minutes to test the support stiffness of a set of sleepers. On the other hand, this method will affect the stability of the track structure, especially in the seamless line area. The removal of fasteners will affect the locked rail temperature, which is detrimental to operational safety. Therefore, current manual testing is mainly used for partial point testing during major and medium-sized line repairs, and has not been popularized in daily maintenance and repair processes.

[0048] (2) Large rigid loading vehicle

[0049] Since there is currently only one large-scale rigidity loading vehicle on the entire railway, this vehicle is mainly used for line testing and debugging. It has complete functions but is relatively complex. It can not only apply vertical loads to the line, but also lateral and excitation loads. It has a large loading range, so it is expensive to build and test, and the testing cost is high, so it cannot be widely used for daily line testing.

[0050] The current manual inspection method mainly tests the stiffness of the ballasted track bed, but cannot test the fasteners and ballastless track components, and cannot effectively test the track as a whole and other components. The stiffness loading vehicle was also developed relatively early, so it cannot achieve the stiffness layering test of the track components, and can only test the overall stiffness of the track.

[0051] See also Figures 1 to 18 The present application provides a track state detection device, including a running mechanism, a loading mechanism and an intelligent recognition mechanism. The running mechanism reaches a detection position according to a point to be detected, the loading mechanism applies a load to the track at the detection point, and the intelligent recognition mechanism performs a layered detection on the loaded track to obtain the layered stiffness of the track.

[0052] Specifically, the track state detection device of the present application is a portable track vertical stiffness intelligent layered detection trolley, which is divided into a running mechanism, a loading mechanism and an intelligent recognition mechanism. The point to be tested is determined according to the previous track inspection geometry data, the running mechanism is used to adjust the trolley to reach the detection position, the loading mechanism is used to realize fixed-point loading of the track structure, and the intelligent recognition mechanism is combined to realize the track stiffness layered detection based on mechanical loading and machine vision. The trolley adopts a separate design concept, and meets the requirements of portability and easy assembly through assembly and combination. Based on the above functions, the layered detection of track stiffness before and after maintenance is realized, thereby guiding and evaluating maintenance.

[0053] The running mechanism is a simple small running frame, which mainly provides a driving power platform for the loading mechanism and a sensor mounting platform for the intelligent identification mechanism. The loading mechanism is an assembled loading device, which mainly applies load to the track and uses sensors to detect the static response of the track to obtain the track layer stiffness. The intelligent identification mechanism is a track stiffness intelligent detection and identification device, which mainly uses sensors installed under the running mechanism flat frame to detect and identify the vertical displacement of rails, sleepers and other components before and after loading, so as to obtain the track layer stiffness. The track state detection device is formed by assembling the running, loading and intelligent identification mechanisms.

[0054] By building a detection vehicle assembled from three modules, it has better portability and can be carried and used in daily maintenance and repair operations; the device does not require the removal of fasteners for detection and has little disturbance to the line; it has lower manual operation requirements and the vehicle has a high degree of intelligence.

[0055] Furthermore, the loading mechanism is arranged on the running mechanism, and the intelligent identification mechanism is arranged on the running mechanism.

[0056] Further, the running mechanism comprises a running frame, the main running frame is provided with running wheels, and the running frame is provided with a through hole 8. The through hole 8 here is a jack embedding hole.

[0057] Furthermore, the traveling frame includes a flat frame 5, and the flat frame 5 is connected to the bracket 9 through a folding shaft 6, and the bracket 9 is 4. The traveling mechanism mainly includes 4 electric traveling wheels 7 and 1 traveling frame, wherein the traveling frame includes 4 brackets 9 and 1 flat frame 5, and the traveling frame adopts a folding design, and the 4 brackets 9 can be bent to meet the portability requirements.

[0058] Furthermore, the loading mechanism comprises a reaction frame, and the reaction frame is connected to the loading assembly via a jack 13 , and the jack 13 can pass through the through hole 8 .

[0059] Furthermore, the reaction frame includes a reaction clamp 10, a reaction bracket 15 and a reaction frame 12 connected in sequence, the reaction clamp 10 is arranged on the rail 1, and the loading assembly includes a first loading wheel 14, a loading wheel axle 16 and a second loading wheel 14 connected in sequence, and the loading wheel axle 16 and the reaction frame 12 are fixed by the jack 13.

[0060] The tread of the loading wheel 14 can rotate around the loading axis, and the reaction force clamp 10 can also rotate around its clamp center axis, so as to coordinate with the movement of the running mechanism.

[0061] The running mechanism uses two pairs of remote-controlled electric power running wheels to achieve longitudinal movement on the rails. The electric jack of the loading mechanism passes through the running mechanism through hole 8, and the running mechanism provides it with longitudinal running traction power. The loading mechanism and the track interact with each other through the loading wheel pair and the reaction clamp 10.

[0062] Furthermore, the reaction bracket 15 is connected to the reaction frame 12 through an assembly interface 11. It mainly includes a set of reaction frames, a loading wheel pair, and a set of electric loading jacks 13. The reaction frame includes 4 pairs of reaction clamps 10, 4 reaction brackets 15, and a reaction frame 12; the loading wheel pair includes two loading wheels 14 and a fixed loading shaft 16, wherein the loading wheel 14 can rotate around the axis, and the loading shaft 16 and the reaction frame 12 are fixed by the jack 13.

[0063] The loading wheel set has rotational freedom, and under the traction of the running mechanism, it can run on the surface of the rail. Specifically, a fixed constraint is adopted between the wheel axle of the loading wheel set and the electric hydraulic jack 13, and the first loading wheel tread 26 and the second loading wheel tread 26 form a whole with the loading wheel axle 27 through the rotating bearing 28. Under the traction of the running mechanism, the loading wheel set is subjected to the longitudinal force transmitted by the jack 13, and the tread 26 and the loading wheel axle 27 rotate relative to each other, so that the tread 26 can run continuously on the rail.

[0064] A single reaction force clamp 10 is composed of a pair of reaction force chucks, which are constrained by bolts 29 to clamp the rail head. At the same time, a certain amount of play is reserved between the chuck 30 and the rail waist to avoid the chuck from getting stuck during longitudinal travel; the chuck 30 is divided into two parts, including a circular reaction force plate 31 and a chuck body 32. The circular reaction force plate 31 and the chuck body 32 can also rotate relative to each other, ensuring that the reaction force plate 31 can reasonably contact the lower part of the rail head and the rail waist when subjected to the longitudinal traction force transmitted by the chuck body 32 to avoid getting stuck.

[0065] The track state detection device of the present application adopts fixed-point loading detection, that is, it is in a stationary state during loading and in an unloading state during running. Therefore, the loading mechanism is mainly subjected to running resistance during the running stage and will not be subjected to additional resistance caused by the loading force.

[0066] Through the aforementioned running process, the track state detection device can accurately run to the abnormal section in combination with the abnormal values ​​in the line track inspection data, and carry out track stiffness stratification detection.

[0067] After the trolley stops, the running mechanism will stop working. The loading mechanism applies a downward displacement stroke to the loading wheel pair through the electric hydraulic jack 13, and applies a vertical load to the rail directly below the loading wheel. At this time, the reaction frame 12 of the loading mechanism and the reaction clamp 10 synchronously produce a coordinated displacement, so that the reaction clamp 10 produces an upward displacement. Under the constraint of the rail head, the reaction clamp 10 is subjected to the downward force of the upward rail head, thereby achieving the force balance of the loading mechanism. Since the loading wheel pair and the reaction clamp 10 are separated by a certain distance, the mutual influence can be filtered through data processing. At this time, the running mechanism is in a relatively static state. The deformation values ​​of various components of the track can be accurately measured by the sensor installed under its frame 5, and the overall and layered stiffness of the track can be calculated in combination with the loading force value.

[0068] Furthermore, the intelligent recognition mechanism includes a binocular vision sensor 18 and a three-dimensional structured light sensor 17, the binocular vision sensor 18 is connected to the track stiffness layered recognition algorithm module, the three-dimensional structured light sensor 17 is connected to the track stiffness layered recognition algorithm module, the binocular vision sensor 18 is arranged on the flat frame 5, and the three-dimensional structured light sensor 17 is arranged on the flat frame 5. The hardware mainly includes two groups of binocular vision sensors 18 and two groups of three-dimensional structured light sensors 17, and the software mainly includes one set of track stiffness layered recognition algorithm, and the track stiffness layered recognition algorithm is embedded in the track stiffness layered recognition algorithm module. The three-dimensional structured light sensor 17 is a three-dimensional structured light sensor.

[0069] The present application also provides an application of the track state detection device, wherein the monitoring device is used for detecting the vertical stiffness of the entire track, the vertical stiffness of the track fastener rubber pads, and the vertical stiffness of the ballast track bed.

[0070] Furthermore, the overall vertical stiffness test of the track includes the overall vertical stiffness test of the ballasted track and the overall vertical stiffness test of the ballastless track; the vertical stiffness test of the track fastener rubber pads includes the vertical stiffness test of the ballasted track fastener rubber pads and the vertical stiffness test of the ballastless track fastener rubber pads.

[0071] See also Figures 10 to 16 ,like Fig.10As shown, under the load of the loading wheel 14, the ballasted track structure will deform, the rail surface of the rail 1 will sink, the fastener rubber pad 19 will be compressed, and the sleeper 3 will also sink. Through the basic relationship of force / deformation=stiffness, combined with the magnitude of the loading force, the sinking of the rail surface of the rail 1 can be used to reflect the overall vertical stiffness of the track, the compression amount 21 of the ballasted track fastener rubber pad can be used to reflect the vertical stiffness of the rubber pad, and the sinking amount 22 of the ballasted track sleeper can be used to reflect the vertical stiffness of the ballasted track bed 4. Fig.11 Under the action of the loading wheel 14, the rail 1 is subjected to a loading force of F1, and the top surface of the rail 1 will bend downward. The figure shows the settlement of the rail surface of the ballasted track 20. Compared with the surface of the rail 1 without load, the left and right rails produce an average vertical displacement of Δ1. At this time, the overall track stiffness D 整体 =F1 / Δ1. Fig.12 Under the action of the loading wheel 14, the track will be subjected to vertical load. The rail 1 transfers the force of the loading wheel 14 to the fastener 2, and the fastener rubber pad 19 further transfers the force downward. Among them, a single fastener rubber pad 19 is subjected to the force F2. At this time, the fastener rubber pad 19 produces a compression deformation of Δ2 compared to when there is no load. Therefore, the vertical stiffness of the fastener rubber pad 19 is D 胶垫 =F2 / Δ2. Fig.13 In the figure, under the action of the loading wheel 14, the track is subjected to vertical load. The rail 1 transmits the force of the loading wheel to the fastener, and the fastener rubber pad 19 further transmits the force downward to the sleeper. Since the sleeper 3 is approximately a rigid body, the vertical displacement change of the sleeper 3 reflects the stiffness response of the ballastless track bed 23 under the load. At this time, the load on the sleeper 3 is F3, the sinking amount of the sleeper 3 is Δ3, and the vertical stiffness of the bed is D 道床 =F3 / Δ3. Fig.14 Under the load of the loading wheel 14, the ballastless track structure will be deformed, the rail surface of the rail 1 will sink, and the fastener rubber pad 19 will be compressed. According to the basic relationship of force / deformation=rigidity, combined with the magnitude of the loading force, the sinking of the rail surface of the rail 1 can be used to reflect the overall vertical stiffness of the track, and the compression amount 25 of the ballastless track fastener rubber pad can be used to reflect the vertical stiffness of the rubber pad. Fig.15 Under the action of the loading wheel 14, the rail 1 is subjected to a loading force of F1, and the top surface of the rail 1 will bend downward. Compared with the rail surface without load, the left and right rails produce an average vertical displacement of Δ1. At this time, the overall track stiffness D 整体 =F1 / Δ1. Fig.16 Under the action of the loading wheel 14, the track will be subjected to vertical load, the rail 1 transfers the force of the loading wheel to the fastener, and the fastener rubber pad 19 further transfers the force downward. Among them, a single fastener rubber pad 19 is subjected to the force F2. At this time, the fastener rubber pad 19 produces a compression deformation of Δ2 compared to when there is no load, so the vertical stiffness of the fastener rubber pad 19 is D胶垫 =F2 / Δ2. F1 is directly obtained through the electric hydraulic jack, and F2 and F3 are calculated and obtained using the mapping relationship between them and F1.

[0072] Figure 2 The main components of the running mechanism of the present application are briefly introduced from the side, as well as the relative size relationship with the track structure. The running wheel 7 is self-powered; the whole formed by the running wheel 7 and the bracket 9 can be folded with the folding shaft 6 as the axis. Figure 3 Mainly, the running mechanism of the present application is observed from above, and its main structural form is simply described, adopting the method of reducing the weight and material consumption as much as possible. Figure 4 It mainly describes the front view of the running mechanism of the present application, and introduces the relative position and shape of each component from the structural point of view. Figure 2 , 3 Combined with the above, the morphological structure of the running mechanism is reflected in three dimensions. Figure 6 The four groups of reaction force clamps 10 provide reaction force for the jack 13 to keep the structure balanced during loading. Figure 7 and Figure 8 The structural front view of the loading mechanism is shown from two cross sections, namely, the reaction clamp 10 and the loading wheel 14. The reaction clamp 10 clamps the rail 1 to provide displacement reaction force for the jack 13, and the jack 13 applies the force to the loading wheel axle 16 to load the rail through the loading wheel 14. Fig. 9 It mainly illustrates the installation positions of two sets of sensors of the intelligent recognition mechanism, which are located under the flat frame of the running mechanism respectively, and combines the image recognition algorithm to realize the displacement and deformation detection of various components of the track.

[0073] Although the present application is described above with reference to specific embodiments, it should be understood by those skilled in the art that many modifications may be made to the configurations and details disclosed in the present application within the principles and scope disclosed in the present application. The scope of protection of the present application is determined by the appended claims, and the claims are intended to cover all modifications included in the equivalent literal meaning or scope of the technical features in the claims.

Claims

1. A track state detection device, characterized in that: It includes a running mechanism, a loading mechanism and an intelligent recognition mechanism. The running mechanism reaches the detection position according to the point to be detected, the loading mechanism applies a load to the track of the detection point, and the intelligent recognition mechanism performs layered detection on the track with the load applied to obtain the layered stiffness of the track. The running frame includes a flat frame, which is connected to the bracket through a folding axis, and there are 4 brackets; the intelligent recognition mechanism is arranged on the running mechanism; the intelligent recognition mechanism includes a binocular vision sensor and a three-dimensional structured light sensor, the binocular vision sensor is connected to the track stiffness layered recognition algorithm module, the three-dimensional structured light sensor is connected to the track stiffness layered recognition algorithm module, the binocular vision sensor is arranged on the flat frame, and the three-dimensional structured light sensor is arranged on the flat frame.

2. The track state detection device according to claim 1, characterized in that: The running mechanism comprises a running frame, the main running frame is provided with running wheels, and the running frame is provided with through holes.

3. The track state detection device according to claim 2, characterized in that: The loading mechanism comprises a reaction frame, and the reaction frame is connected to the loading assembly via a jack, and the jack can pass through the through hole.

4. The track state detection device according to claim 3, characterized in that: The reaction frame includes a reaction clamp, a reaction bracket and a reaction frame connected in sequence, the reaction clamp is arranged on the rail, the loading assembly includes a first loading wheel, a loading axle and a second loading wheel connected in sequence, and the loading axle and the reaction frame are fixed by the jack.

5. The track state detection device according to claim 4, characterized in that: The reaction force bracket is connected to the reaction force flat frame via an assembly interface.

6. An application of the track state detection device according to any one of claims 1 to 5, characterized in that: The monitoring device is used for detecting the vertical stiffness of the entire track, the vertical stiffness of the rubber pads of the track fasteners, and the vertical stiffness of the ballast track bed.

7. Application of the track state detection device according to claim 6, characterized in that: The overall vertical stiffness test of the track includes the overall vertical stiffness test of the ballasted track and the overall vertical stiffness test of the ballastless track; the vertical stiffness test of the track fastener rubber pads includes the vertical stiffness test of the ballasted track fastener rubber pads and the vertical stiffness test of the ballastless track fastener rubber pads.

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