A tamping vehicle level monitoring and track lifting automatic compensation device and system

Abstract

The present application discloses a device and system for monitoring the level of a tamping vehicle and automatically compensating for track lifting, and the device includes: a signal acquisition unit, a data calculation and control unit, and a display and alarm unit. The signal acquisition unit obtains the numerical values ​​of the front, middle, and rear electronic pendulums, left and right leveling sensors, and measuring wheels from the electrical control system of the tamping vehicle. The data calculation and control unit calculates and compares the numerical values ​​obtained by the signal acquisition unit to determine whether the line level exceeds the limit value, and outputs a control signal to the electrical control system of the tamping vehicle based on the calculation result. The electrical control system of the tamping vehicle controls the logic to perform the track lifting operation and the prohibition of running after the alarm. The display and alarm unit displays and issues an alarm message based on the control signal output by the data calculation and control unit. The present application can solve the technical problems that the existing detection method fails to achieve comprehensive abnormal analysis and control of the line level condition, cannot prohibit running operations when a level abnormality is detected, and cannot achieve automatic compensation for track lifting of the tamping vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of railway engineering machinery, and in particular to a device and system for monitoring the level of a tamping vehicle and automatically compensating for track lifting used in large-scale railway maintenance machinery. Background Art

[0002] A tamping vehicle is a large-scale railway track maintenance machine that automatically levels, raises and levels the track, and tamps ballast to improve the density of the ballast in the roadbed, enhance track stability, and eliminate directional deviation, left-right horizontal deviation, and front-to-back height deviation. This ensures that the track meets design standards and maintenance regulations, ensuring safe train operation. Tamping vehicles are widely used in new line construction, overhaul and cleaning of existing lines, and maintenance of existing lines. They perform track leveling, raising and leveling, tamping ballast, and compacting ballast on the roadbed shoulders. This ensures that the track's orientation and level meet maintenance regulations and enhances track stability. Because a large portion of the tamping vehicle's operating route is located on construction lines or post-cleaning lines, the track conditions in this area are often poor. Currently, monitoring the track's level during operation relies primarily on manual measurements from the front of the vehicle or by operators observing electronic pendulum indicators. Inadvertent monitoring due to operator negligence is inevitable, posing operational safety risks and even leading to accidents such as derailments, disrupting train operations. Meanwhile, during track-lifting operations, existing tamping vehicles manually adjust track lift amount using an auxiliary track-lifting handle potentiometer. This adjustment is performed by the operator based on the leveling meter's indications, achieving manual track-lifting compensation. The quality of track-lifting corrections depends on the operator's experience, resulting in significant errors and increasing the workload for the No. 1 operator. While the tamping vehicle's existing electrical system measures track level using sensors such as an electronic pendulum, the driver or operator must manually observe the instrument to confirm level and determine the line's safety status, manually compensating for track lift amount by observing the leveling meter. The existing system is unable to intelligently determine track level, fails to consider the need for automatic level determination and safety alarms, and lacks automatic track-lifting compensation.

[0003] In the prior art, the following technical solutions are mainly related to this application:

[0004] Prior Art 1 is a Chinese invention application filed by the Railway Construction Research Institute and the China Academy of Railway Sciences on December 28, 2015, and published on April 13, 2016, with publication number CN105484116A. This application discloses a device for detecting horizontal parameters of a track after a tamping vehicle operation. The device is installed on the B measuring carriage and the rear of the tamping vehicle. Its main components include an electrical box 1 and a main box 2. The electrical box 1, which houses a tilt sensor, is fixed to the B measuring carriage of the tamping vehicle. The control circuit board in the main box 2 acquires the horizontal parameters detected by the electrical box 1 via a four-core cable. After data processing, the data is sent to the display control card via the RS232 communication protocol. The display then displays the data, with the position of the triangle symbol at the bottom of the display indicating left or right superelevation. This application enables real-time and rapid detection of horizontal parameters after a tamping vehicle operation, eliminating the need for further testing, reducing labor intensity, and improving detection efficiency, thus ensuring efficient tamping vehicle operation. However, this application uses a new electrical box and inclination sensor to realize the line horizontal parameter detection, and only detects the line horizontal parameters after the tamping vehicle operation. The detection results do not directly participate in the running control of the tamping vehicle, and the original vehicle sensors are not used to realize the detection. The detection data is limited, and it can only realize the super-high quantity detection and super-high direction judgment, and does not have the alarm and control parking functions.

[0005] Prior art 2 is a Chinese utility model patent applied for by Sun Guojun on December 28, 2020, and published on September 17, 2021, with publication number CN214215780U. The utility model discloses a railway line triangular pit alarm device based on a tamping vehicle, which relates to the field of tamping vehicles, including a measuring trolley, which includes running wheels, a crossbeam, and also includes a single-chip microcomputer, a processor, a distance sensor, a level sensor, an alarm, and an alarm release button; the single-chip microcomputer is electrically connected to the processor, the alarm release button, and the alarm respectively, and the processor is electrically connected to the distance sensor and the level sensor respectively, the level sensor is mechanically connected to the crossbeam, and the distance sensor is mechanically connected to the running wheel. This utility model patent can perform real-time detection of the line level difference after the operation when the tamping vehicle is operating, monitor whether there are triangular pits on the line and alarm in real time to ensure the safety of train operation. However, this utility model uses a single-chip microcomputer to collect data from level and distance sensors, but the sensor type is not specified. This only enables detection of the horizontal triangular pit after the vehicle is operated, without examining the lateral level or the front end of the line. This makes it impossible to effectively prevent the risk of the tamping vehicle derailing. Furthermore, this utility model only outputs an alarm signal, without directly controlling the vehicle's stopping, and lacks an automatic compensation function for track start-up.

[0006] Prior art 3 is a Chinese invention application filed by Golden Eagle Heavy Engineering Machinery Co., Ltd. on January 6, 2021, and published on August 20, 2021, with publication number CN113283277A. The application discloses a method for automatic detection and control of track irregularities for railway tamping vehicles, including data acquisition, data processing, and control execution steps. During data acquisition, the three-point method is used to measure the positron value, leveling value, and superelevation value at equidistant points in the area to be tamped on the railway line, and the directional deviation, lateral horizontal deviation, and longitudinal horizontal deviation of the railway line are obtained using a positron sensor, an electronic pendulum, and a leveling sensor. During data processing, the algorithm controller is used to obtain the theoretical positron value, realize waveform restoration of the positron difference, obtain the front-end offset, obtain the theoretical leveling value, realize waveform restoration of the difference between the leveling values, and obtain the leveling correction value. During control execution, the computer outputs track irregularity parameters such as the theoretical positron value, front-end offset, theoretical leveling value, and leveling correction value to control the tamping vehicle to complete the line maintenance operation. This application boasts advantages such as a simple structure, easy maintenance, reliable test data, and precise control processes. However, while it collects data from verse sensors, leveling sensors, and electronic pendulums, it focuses on a calculation method for collecting data, without specifying its actual application on a tamping vehicle. Furthermore, the application lacks alarm, automatic parking control, operational safety protection, or automatic compensation for track lifting.

[0007] The above-mentioned existing technologies provide means for detecting the horizontal parameters of railway lines or technical solutions for certain abnormal alarms, but do not implement comprehensive abnormal analysis and control of the horizontal conditions of the lines. There is also no mention of directly prohibiting running operations when horizontal abnormalities are detected, or automatic compensation for the tamping vehicle starting from the track, making it difficult to ensure operational safety. Summary of the Invention

[0008] In view of this, the purpose of this application is to provide a tamping vehicle level monitoring and automatic track lifting compensation device and system to solve the technical problems that the existing level detection method fails to achieve comprehensive abnormal analysis and control of the line level condition, and cannot prohibit running operations when level abnormalities are detected, and cannot achieve automatic compensation for the tamping vehicle track lifting.

[0009] In order to achieve the above-mentioned purpose of the invention, the present application specifically provides a technical implementation scheme of a tamping vehicle level monitoring and automatic track-lifting compensation device, which includes: a signal acquisition unit, a data calculation and control unit, and a display and alarm unit. The signal acquisition unit obtains the values ​​of the front electronic pendulum, the middle electronic pendulum, the rear electronic pendulum, the left leveling sensor, the right leveling sensor, and the measuring wheel from the tamping vehicle electrical control system. The data calculation and control unit calculates and compares the values ​​obtained by the signal acquisition unit to determine whether the line level exceeds the limit value, and outputs a control signal to the tamping vehicle electrical control system based on the calculation result, and the tamping vehicle electrical control system control logic executes the track-lifting operation and the prohibition of travel function after the alarm. The display and alarm unit displays and issues an alarm message based on the control signal output by the data calculation and control unit.

[0010] Furthermore, the signal acquisition unit includes a DI module and an AI module. The DI module acquires measuring wheel pulse signals and switch button logic signals, and the AI ​​module acquires the values ​​of the front electronic pendulum, middle electronic pendulum, rear electronic pendulum, left leveling sensor, and right leveling sensor. The data calculation and control unit performs real-time calculations based on the values ​​obtained by the signal acquisition unit, and outputs the tamping vehicle electrical control system logic control signal and track compensation data based on the calculation results. The display and alarm unit includes a data display module, an alarm indication module, and a parameter setting module. The data display module performs real-time display based on the data transmitted by the data calculation and control unit. The alarm indication module issues an alarm prompt based on the data transmitted by the data calculation and control unit, and the parameter setting module sets the parameters of the data calculation and alarm threshold of the data calculation and control unit through the communication port.

[0011] Furthermore, the switch button logic signal includes a horizontal alarm function switch logic signal, an alarm manual reset button logic signal, and a manual track compensation / automatic track compensation switching switch logic signal. When the data calculation and control unit detects the horizontal alarm function switch logic signal, it outputs an alarm and a restricted travel control signal. When the data calculation and control unit detects that the horizontal limit exceeds the limit and triggers the alarm, the vehicle cannot be driven. After the hidden danger is eliminated, the alarm manual reset button is pressed to resume driving and eliminate the alarm. When the data calculation and control unit detects the manual track compensation / automatic track compensation switching switch logic signal, the track lifting amount is automatically compensated during operation. If the logic signal is not detected, the manual compensation mode is maintained.

[0012] Furthermore, during the track lifting operation, the signal acquisition unit acquires and transmits the left leveling sensor value in real time to the data calculation and control unit. The data calculation and control unit includes a first PID controller. The left basic track lifting amount, left settlement compensation amount, track lifting reduction amount, leveling correction automatic compensation amount, and left superelevation correction value serve as inputs to the first PID controller. The left leveling sensor value serves as feedback to the first PID controller, forming a closed loop for left track lifting control. The output signal of the first PID controller is amplified and controls the left track lifting hydraulic valve to drive the left track lifting device to perform the track lifting operation, completing the left track lifting operation. The signal acquisition unit acquires and transmits the right leveling sensor value in real time to the data calculation and control unit. The data calculation and control unit includes a second PID controller. The right basic track lifting amount, right settlement compensation amount, track lifting reduction amount, leveling correction automatic compensation amount, and right superelevation correction value serve as inputs to the second PID controller. The right leveling sensor value serves as feedback to the second PID controller, forming a closed loop for right track lifting control. The output signal of the second PID controller is amplified and controls the right track lifting hydraulic valve to drive the right track lifting device to perform the track lifting operation, completing the right track lifting operation.

[0013] Furthermore, the data calculation and control unit includes a third PID controller. The third PID controller uses the left and right superelevation difference (left leveling sensor value minus right leveling sensor value) as a given value, and the difference between the front-end theoretical superelevation and the middle electronic pendulum value as feedback, forming a closed-loop leveling correction control loop. The output value of the third PID controller serves as the automatic leveling correction compensation value for track lifting operations.

[0014] Furthermore, when the left track superelevation is selected, the data calculation and control unit calculates the left basic track start amount and the right basic track start amount respectively according to the following formula:

[0015] Left basic track start amount = manual setting + track geometry parameter computer setting + front electronic pendulum value + track geometry parameter computer theoretical superelevation + manual theoretical superelevation;

[0016] Right basic track start amount = manual setting + track geometry parameter computer setting;

[0017] When the right track superelevation is selected, the data calculation and control unit calculates the left basic track start amount and the right basic track start amount respectively according to the following formula:

[0018] Left basic track start amount = manual setting + track geometry parameter computer setting;

[0019] Right basic track start amount = manual setting + track geometry parameter computer setting + front electronic pendulum value + track geometry parameter computer theoretical superelevation + manual theoretical superelevation.

[0020] Furthermore, the signal acquisition unit obtains and transmits the front electronic pendulum value to the data calculation and control unit in real time. When the front electronic pendulum value is greater than the first limit value, the data calculation and control unit determines that the front-end line level exceeds the limit, and outputs a vehicle forward restriction signal, prohibits forward movement and issues an alarm signal.

[0021] Furthermore, the signal acquisition unit obtains and transmits the rear electronic swing value to the data calculation and control unit in real time. When the rear electronic swing value is greater than the second limit value, the data calculation and control unit determines that the rear end line level exceeds the limit, and outputs a vehicle reverse restriction signal, prohibits reverse movement and issues an alarm signal.

[0022] Furthermore, the signal acquisition unit converts the orthogonal pulse signals output by the measuring wheel into vehicle mileage and simultaneously collects data from the left and right leveling sensors. The data calculation and control unit determines the longitudinal horizontal superelevation state by calculating and comparing the change in the left and right superelevation differences of the vehicle line. It also calculates the maximum and minimum values ​​of the left and right superelevation differences within a certain operating base length. If the difference between the maximum and minimum values ​​exceeds a third limit, the data calculation and control unit determines that the longitudinal horizontal deviation exceeds the limit, outputs a vehicle travel restriction signal, prohibits vehicle travel, and issues an alarm.

[0023] Furthermore, the signal acquisition unit acquires and transmits the front electronic pendulum value and the rear electronic pendulum value to the data calculation and control unit in real time. When the difference between the front electronic pendulum value and the rear electronic pendulum value is greater than the fourth limit value, the data calculation and control unit determines that the front and rear height difference exceeds the limit, there is a triangular pit or a lateral level abnormality, and outputs a vehicle travel restriction signal, prohibits reverse travel and issues an alarm signal.

[0024] Furthermore, during the operation, the tamping operation completion program-controlled signal is monitored in real time. When the tamping operation completion program-controlled signal is detected, the signal acquisition unit acquires and transmits the middle electronic pendulum value to the data calculation and control unit in real time. When the middle electronic pendulum value exceeds a fifth limit, the data calculation and control unit determines that the operation level exceeds the limit and that the track ballast is insufficiently compacted and potentially superelevated. The unit then outputs a vehicle travel restriction signal, prohibiting vehicle travel and issuing an alarm signal.

[0025] Furthermore, the data calculation and control unit adopts a DO module or an embedded processing module with digital output function.

[0026] This application also specifically provides a technical implementation solution for a tamping vehicle level monitoring and automatic track-lifting compensation system. The tamping vehicle level monitoring and automatic track-lifting compensation system includes: the tamping vehicle level monitoring and automatic track-lifting compensation device described above, and a tamping vehicle electrical control system. The tamping vehicle electrical control system includes a left leveling sensor, a right leveling sensor, a front electronic pendulum, a middle electronic pendulum, a rear electronic pendulum, a measuring wheel, and a track-lifting hydraulic valve connected to the tamping vehicle level monitoring and automatic track-lifting compensation device.

[0027] By implementing the technical solutions of the tamping vehicle level monitoring and track lifting automatic compensation device and system provided by the present application, the following beneficial effects are achieved:

[0028] (1) The device and system for monitoring the level of a tamping vehicle and automatically compensating for track lifting in this application utilizes measurement data from front, middle, and rear electronic pendulums and operation leveling sensors to automatically calculate the required track lifting compensation amount. Based on the set control strategy, the device and system can automatically compensate for the track lifting amount during operation. Furthermore, when it is determined that the level condition affects vehicle safety, the device can automatically issue an alarm signal and restrict vehicle movement.

[0029] (2) The tamping vehicle level monitoring and track lifting automatic compensation device and system of the present application can automatically compensate for the track lifting amount during the track lifting operation, greatly reducing the workload of the No. 1 operation position. Upon detecting an abnormal track level, it immediately outputs a no-travel signal and reminds the driver to check and take further safety operations. By replacing manual monitoring with automatic monitoring means, it effectively avoids the risks of untimely manual monitoring and data omissions, thereby greatly enhancing the safety of vehicle operations.

[0030] (3) The device and system for level monitoring and automatic compensation of track lifting for the tamping vehicle of the present application is based on the front, middle and rear electronic pendulums and leveling sensors of the existing electrical control system of the tamping vehicle. It can collect various data such as lateral level superelevation, longitudinal level superelevation, triangular pits, etc., and has alarm reminder and automatic parking control functions. At the same time, it participates in the control of the vehicle's track lifting operation and can realize automatic compensation of the track lifting amount. On the premise of realizing the above functions, the modification of the original vehicle's electrical system is convenient, successful and effective. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] To more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For those skilled in the art, other embodiments can be derived from these drawings without inventive effort.

[0032] Figure 1 This is a system structure block diagram of a specific embodiment of the tamping vehicle level monitoring and track lifting automatic compensation device system of the present application;

[0033] Figure 2 This is a control principle block diagram of a specific embodiment of the tamping vehicle level monitoring and track lifting automatic compensation device of the present application;

[0034] Figure 3 This is a functional block diagram of a specific embodiment of the tamping vehicle level monitoring and track lifting automatic compensation device of the present application;

[0035] Figure 4 This is a block diagram of the track-lift compensation control principle of a specific embodiment of the tamping vehicle level monitoring and track-lift automatic compensation device of the present application;

[0036] Figure 5 This is a structural diagram of a specific embodiment of the tamping vehicle level monitoring and automatic track lifting compensation device of the present application applied to a tamping vehicle;

[0037] Figure 6 This is a program flow chart of a specific embodiment of the method for tamping vehicle level monitoring and automatic compensation for track lifting based on the device of the present application;

[0038] Figure 7 This is a flowchart of a tamping vehicle level detection and alarm process according to a specific embodiment of the tamping vehicle level monitoring and track lifting automatic compensation method of the device of the present application;

[0039] In the figure: 1- signal acquisition unit, 2- data calculation and control unit, 3- display alarm unit, 4- electrical control system of tamping vehicle, 5- leveling sensor, 6- front electronic pendulum, 7- middle electronic pendulum, 8- rear electronic pendulum, 9- measuring wheel, 10- level monitoring and automatic compensation device for tamping vehicle, 11- front driver's cab, 12- rear driver's cab, 13- detection trolley, 14- tamping device, 15- tamping head, 16- rail, 17- left track lifting device, 18- left track lifting hydraulic valve, 19- first controller, 20- third controller. DETAILED DESCRIPTION

[0040] For the purpose of reference and clarity, the technical terms, abbreviations or abbreviations used below are recorded as follows:

[0041] AI module: Analog Input module, short for analog input module;

[0042] DI module: Digital Input module, short for digital input module;

[0043] DO module: Digital Output module, short for digital output module;

[0044] PID control: Proportion Integration Differentiation control, the abbreviation of proportional integral differential control.

[0045] To make the purpose, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0046] As attached Figure 1 To the attached Figure 7 As shown, a specific embodiment of the tamping vehicle level monitoring and track lifting automatic compensation device and system of the present application is given. The present application is further explained below in conjunction with the drawings and specific embodiments.

[0047] The following detailed description of the technical solutions for a specific embodiment of the present invention's device and system for monitoring track level and automatically compensating for track lifting is provided using a DC-32 tamping vehicle as an example. This embodiment of the present invention is based on the existing electrical control system of the DC-32 tamping vehicle. Based on an analysis of the actual track level during tamping vehicle operation and the safety alarm control strategy, a technical solution for a device and system for monitoring track level and automatically compensating for track lifting is provided.

[0048] Example 1

[0049] The present application utilizes the measurement data of the front, middle and rear electronic pendulums and leveling sensors of the tamping vehicle electrical control system 4, and adds control and alarm protection devices to automatically calculate the required track lifting compensation amount. According to the set control strategy, the track lifting amount is automatically compensated during operation. At the same time, when it is determined that the horizontal condition affects the safety of the vehicle, an alarm signal is automatically issued and the vehicle movement is restricted. According to the current status of the horizontal condition of the track of the tamping vehicle operation line, the line conditions that may affect the safety of the operation mainly include the potential superelevation caused by the front level superelevation, the rear level superelevation, triangular pits, and insufficient ballast density. In response to these situations, the specific embodiments of the present application formulate different monitoring and safety alarm judgment strategies based on the existing electrical control system of the tamping vehicle.

[0050] As attached Figure 1As shown, an embodiment of the tamping vehicle level monitoring and automatic track lifting compensation device of the present application specifically includes: a signal acquisition unit 1, a data calculation and control unit 2, and a display and alarm unit 3. The signal acquisition unit 1 obtains the values ​​of the front electronic pendulum 6, the middle electronic pendulum 7, the rear electronic pendulum 8, the over-leveling sensor 5 (including the left leveling sensor and the right leveling sensor), and the measuring wheel 9 from the tamping vehicle electrical control system 4. The data calculation and control unit 2 calculates and compares the values ​​obtained by the signal acquisition unit 1 to determine whether the line level exceeds the limit value, and outputs a control signal to the tamping vehicle electrical control system 4 based on the calculation result. The tamping vehicle electrical control system 4 controls the logic to perform the track lifting operation and the prohibition of travel after the alarm (achieved by controlling the travel hydraulic valve). The display and alarm unit 3 displays and issues an alarm message based on the control signal output by the data calculation and control unit 2.

[0051] The signal acquisition unit 1 further includes a DI module and an AI module. The DI module collects the pulse signal of the measuring wheel and the logic signal of the switch button. The AI ​​module collects the values ​​of the front electronic pendulum 6, the middle electronic pendulum 7, the rear electronic pendulum 8, the left leveling sensor, and the right leveling sensor. The data calculation and control unit 2 performs real-time calculations based on the values ​​obtained by the signal acquisition unit 1 and outputs the logical control signal of the tamping vehicle electrical control system and the compensation data for the track start according to the calculation results, as shown in the attached figure. Figure 2 and attached Figure 3 As shown, the display alarm unit 3 includes a data display module, an alarm indication module, and a parameter setting module. The data display module provides real-time display based on data transmitted by the data calculation and control unit 2. The alarm indication module issues alarm prompts based on data transmitted by the data calculation and control unit 2. The parameter setting module 3 sets the parameters for the data calculation and alarm thresholds of the data calculation and control unit 2 via the communication port. The data calculation and control unit 2 can further utilize a DO module or an embedded processing module with 24V digital output function.

[0052] The switch button logic signal further includes the horizontal alarm function switch logic signal, the alarm manual reset button logic signal, and the manual track lifting compensation / automatic track lifting compensation switching switch logic signal. When the data calculation and control unit 2 detects the horizontal alarm function switch logic signal, it outputs an alarm and a restricted travel control signal, otherwise the horizontal alarm function is invalid. When the data calculation and control unit 2 detects that the horizontal limit exceeds the limit and triggers the alarm, the vehicle cannot be driven. After the hidden danger is eliminated, the alarm manual reset button is pressed to resume driving and eliminate the alarm. When the data calculation and control unit 2 detects the manual track lifting compensation / automatic track lifting compensation switching switch logic signal, the track lifting amount is automatically compensated during operation. If the logic signal is not detected, the manual compensation mode is maintained.

[0053] As attached Figure 4As shown, during the track lifting operation, the signal acquisition unit 1 acquires and transmits the left leveling sensor value in real time to the data calculation and control unit 2. The data calculation and control unit 2 includes a first PID controller 19. The left basic track lifting amount, left settlement compensation amount, track lifting reduction amount, leveling correction automatic compensation amount, and left superelevation difference correction value are given as the left track lifting amount Z0_ZQIDAO of the first PID controller 19. The left leveling sensor value LLev serves as feedback for the first PID controller 19, forming a closed loop for left track lifting control. Taking the DC-32 tamping vehicle as an example, its specific calculation process is shown below:

[0054] Left track starting amount Z0_ZQIDAO = left superelevation correction value + leveling correction automatic compensation value + KL1*left basic track starting amount - KL2*track starting reduction amount + left settlement compensation amount - left leveling sensor value.

[0055] Among them, KL1 is the given calculation ratio parameter of the left starting track, and KL2 is the left starting track reduction ratio parameter. The left superelevation correction value, starting track reduction, and left settlement compensation are all given values.

[0056] The output signal of the first PID controller 19 is amplified to control the left track lifting hydraulic valve 18 to drive the left track lifting device 17 to perform the track lifting action, thereby completing the left track lifting operation process of the rail 16.

[0057] The structure of the right track start control is similar to that of the left track start control. The signal acquisition unit 1 acquires and transmits the right leveling sensor value in real time to the data calculation and control unit 2. The data calculation and control unit 2 includes a second PID controller. The right basic track start amount, right settlement compensation amount, track start reduction amount, leveling correction automatic compensation amount, and right superelevation correction value are given as the right track start amount Z0_YQIDAO of the second PID controller. The right leveling sensor value RLev serves as feedback for the second PID controller, forming a closed loop for the right track start control. Taking the DC-32 tamping vehicle as an example, its specific calculation process is shown in the following formula:

[0058] Right track start amount Z0_YQIDAO = right superelevation correction value + leveling correction automatic compensation value + KR1*right basic track start amount - KR2*track start reduction amount + right settlement compensation amount - right leveling sensor value.

[0059] Among them, KR1 is the given calculation ratio parameter of the right starting track, and KR2 is the right starting track reduction ratio parameter. The right superelevation correction value, starting track reduction, and right settlement compensation are all given values.

[0060] The output signal of the second PID controller is amplified to control the right track lifting hydraulic valve to drive the right track lifting device to perform the track lifting action, thereby completing the right track lifting operation process of the rail 16.

[0061] The data calculation and control unit 2 further includes a third PID controller 20. The left and right superelevation difference (DIFF) = left leveling sensor value LLev - right leveling sensor value Rlev serves as the input for the third PID controller 20. The difference (DIFF1) between the theoretical front-end superelevation (Supre) and the middle electronic pendulum value (MPen) serves as feedback for the third PID controller 20, forming a closed-loop leveling correction control loop. The output of the third PID controller 20 serves as the automatic leveling correction compensation value for track lifting operations, eliminating manual correction and compensation input, reducing manual operations, and improving compensation accuracy. The specific calculation process is shown in the following equation:

[0062] Difference DIFF1 = front-end theoretical super high Supre - middle electronic pendulum value Mpen;

[0063] Left and right superelevation difference DIFF = left leveling sensor value LLev - right leveling sensor value Rlev;

[0064] Automatic compensation value for leveling correction Compens = difference DIFF1 - left and right superelevation difference DIFF.

[0065] Taking the DC-32 tamping vehicle as an example, when the left track superelevation is selected, the data calculation and control unit 2 further calculates the left basic track start amount and the right basic track start amount according to the following formula:

[0066] Left basic track start amount = manual given MAN_Q + track geometry computer (GAV) given GAV_Q + front electronic pendulum value Fpen + track geometry computer (GAV) theoretical superelevation + manual theoretical superelevation;

[0067] Right basic track start amount = manually given MAN_Q + track geometry parameter computer (GAV) given GAV_Q.

[0068] When the right track superelevation is selected, the data calculation and control unit further calculates the left basic track start amount and the right basic track start amount according to the following formula:

[0069] Left basic track start amount = manual setting MAN_Q + track geometry computer (GAV) setting GAV_Q;

[0070] Right basic track start amount = manually given MAN_Q + track geometry parameter computer (GAV) given GAV_Q + front electronic pendulum value Fpen + track geometry parameter computer (GAV) theoretical superelevation + manual theoretical superelevation.

[0071] Among them, the manually given MAN_Q, the track geometry parameter computer given GAV_Q, the track geometry parameter computer theoretical superelevation and the manually given superelevation are all given values ​​of the tamping vehicle electrical control system 4.

[0072] The signal acquisition unit 1 acquires the current electronic pendulum value Fpen in real time and transmits it to the data calculation and control unit 2. When the current electronic pendulum value Fpen is greater than the first limit value LIMT1 (the limit value LIMT1 can be set), that is, when Fpen>

[0073] When LIMT1, the data calculation and control unit 2 determines that the front line level exceeds the limit, and outputs a vehicle forward restriction signal, prohibits forward travel and issues an alarm signal.

[0074] The signal acquisition unit 1 acquires the rear electronic pendulum value Bpen in real time and transmits it to the data calculation and control unit 2. When the rear electronic pendulum value Bpen is greater than the second limit value LIMT2 (the limit value LIMT2 can be set), that is, when Bpen>

[0075] When LIMT2, the data calculation and control unit 2 determines that the rear line level exceeds the limit, and outputs a vehicle reverse restriction signal, prohibits reverse travel and issues an alarm signal.

[0076] When longitudinal horizontal deviation is excessive, resulting in unevenness or triangular pits, a vehicle travel restriction signal is output, prohibiting travel and activating an alarm. The mileage signal (DIST) from the measuring wheel 9, as well as the left and right leveling sensor values ​​LLev and RLev, are collected in real time. The measuring wheel 9 outputs orthogonal pulse signals. Depending on the sensor type, the left and right leveling sensors output analog voltage signals (for analog leveling sensors) or digital communication signals (for network leveling sensors). The signal acquisition unit 1 converts the orthogonal pulse signals from the measuring wheel 9 into the vehicle's mileage DIST and simultaneously collects the left and right leveling sensor values ​​LLev and RLev. The data calculation and control unit 2 obtains the vehicle's mileage DIST and the operating base length (this value can be set via the display and alarm unit 3; for example, a DC-32 tamping vehicle can use the 11m distance between the center positions of the front and rear bogies as the operating base length). It determines the longitudinal horizontal superelevation state by calculating and comparing the change in the left and right superelevation difference HDIFF of the vehicle line. It also calculates the maximum value HDIFF_MAX and the minimum value HDIFF_MIN of the left and right superelevation difference HDIFF within a certain operating base length. When the difference between the maximum value HDIFF_MAX and the minimum value HDIFF_MIN exceeds a third limit value LIMT3 (limit value LIMT3 is configurable), the data calculation and control unit 2 determines that the longitudinal horizontal deviation exceeds the limit, outputs a vehicle travel restriction signal, prohibits travel, and issues an alarm signal. That is, the data calculation and control unit 2 calculates the left and right superelevation differences in real time: HDIFF=LLev-RLev, and calculates the maximum value HDIFF_MAX and the minimum value HDIFF_MIN of HDIFF within the base length range of one end respectively. When HDIFF_MAX-HDIFF_MIN>LIMT3, it is judged that the longitudinal horizontal deviation exceeds the limit.

[0077] When the difference between the front and rear superelevation is too large, indicating the presence of a triangular pit or a lateral level anomaly, a vehicle movement restriction signal is output, prohibiting movement and issuing an alarm signal. The signal acquisition unit 1 obtains the front electronic pendulum value Fpen and the rear electronic pendulum value Bpen in real time and transmits them to the data calculation and control unit 2. When the difference between the front and rear electronic pendulum values ​​Fpen and Bpen is greater than the fourth limit value LIMT4 (the limit value LIMT4 can be set), that is, when Fpen-Bpen>LIMT4, the data calculation and control unit 2 determines that the front and rear superelevation difference exceeds the limit, indicating the presence of a triangular pit or a lateral level anomaly, and outputs a vehicle movement restriction signal, prohibiting reverse movement and issuing an alarm signal.

[0078] During the operation, the tamping operation end program-controlled signal Q0D is monitored in real time. When the tamping operation end program-controlled signal Q0D is detected, the signal acquisition unit 1 acquires and transmits the middle electronic pendulum value Mpen in real time to the data calculation and control unit 2. When the middle electronic pendulum value Mpen is greater than a fifth limit value LIMT5 (limit value LIMT5 is configurable), that is, when Mpen>LIMT5, the data calculation and control unit 2 determines that the operation level exceeds the limit and the track ballast is insufficiently compacted, with potential superelevation. The data calculation and control unit 2 outputs a vehicle movement restriction signal, prohibiting vehicle movement and issuing an alarm signal.

[0079] Based on the hardware of the existing tamping vehicle electrical control system 4, Example 1 of the present application can achieve automatic compensation for the amount of track lifting work during leveling operations according to the above control strategy, and can also provide timely monitoring and alarm protection when various line level anomalies occur. According to actual application requirements, when an alarm is generated, the alarm state can be manually removed and the running function can be restored. At the same time, the display alarm unit 3 can display the numerical values ​​and over-high values ​​of each sensor in real time, and various thresholds or limit values ​​can be set. The limit values ​​can be adjusted by the operator under different line conditions.

[0080] The tamping vehicle level monitoring and automatic track-lifting compensation device 10 described in Example 1 is based on the tamping vehicle electrical control system 4 and the front, middle and rear electronic pendulums, leveling sensors, etc., and calculates and outputs the automatic compensation amount for the tamping vehicle track-lifting operation based on the collected data. It can replace the original method of manually adjusting the potentiometer for compensation, greatly improve the compensation accuracy, and reduce the workload of the No. 1 operator. At the same time, combined with the actual situation of the line and the introduction of the line level condition judgment mechanism, the data calculation and control unit 2 immediately outputs a prohibition signal after detecting an abnormal line level, and reminds the driver to check and take further safety operations. Example 1 of the present application replaces manual monitoring with technical means, effectively avoiding the risks of untimely manual monitoring and data omissions, and enhancing the safety of vehicle operations.

[0081] Example 2

[0082] As attached Figure 1 As shown, an embodiment of the tamping vehicle level monitoring and automatic track-lifting compensation system of the present application based on the device described in Example 1 specifically includes: the tamping vehicle level monitoring and automatic track-lifting compensation device 10 and the tamping vehicle electrical control system 4 as described in Example 1. The tamping vehicle electrical control system 4 includes a left leveling sensor, a right leveling sensor, a front electronic pendulum 6, a middle electronic pendulum 7, a rear electronic pendulum 8, a measuring wheel 9 and a track-lifting hydraulic valve 18 connected to the tamping vehicle level monitoring and automatic track-lifting compensation device 10. Taking the DC-32 tamping vehicle as an example, the specific installation positions of the sensors for the various detection circuit levels and the electronic pendulum of the tamping vehicle electrical control system 4 are shown in the attached figure. Figure 5As shown in FIG. L indicates the vehicle's operating direction. A front cab 11 and a rear cab 12 are located at the front and rear of the tamping vehicle, respectively. A detection trolley 13 and a tamping device 14 are located in the middle of the tamping vehicle. The detection trolley 13 is equipped with a center electronic pendulum 7, and the tamping device 14 is equipped with a tamping head 15. A front electronic pendulum 6 and a measuring wheel 9 are located at the front of the tamping vehicle, while a rear electronic pendulum 8 is located at the rear of the tamping vehicle. Leveling sensors 5 (including left and right leveling sensors) are located in the middle of the tamping vehicle.

[0083] Example 3

[0084] As attached Figure 6 As shown, an embodiment of a method for monitoring the level of a tamping vehicle and automatically compensating for track lifting based on the device described in Example 1 specifically includes the following steps:

[0085] S10) acquiring signals from the front electronic pendulum 6, the middle electronic pendulum 7, the rear electronic pendulum 8, the left leveling sensor, the right leveling sensor and the measuring wheel 9;

[0086] S20) performing calculations and comparisons based on the acquired signals to determine whether the line level exceeds a limit value, and outputting a control signal to the tamping vehicle electrical control system 4 based on the calculation results;

[0087] S30) The control logic of the tamping vehicle electrical control system 4 performs the track lifting operation and the prohibition of running after the alarm, and displays and issues an alarm message according to the output control signal.

[0088] In step S10, the DI module collects measuring wheel pulses and switch button logic signals, while the AI ​​module collects signals from the front electronic pendulum 6, middle electronic pendulum 7, rear electronic pendulum 8, left leveling sensor, and right leveling sensor. In step S20, real-time calculations are performed based on the acquired signals, and the calculation results are used to output logic control signals and track start compensation data for the tamping vehicle electrical control system 4.

[0089] The switch button logic signal further includes a level alarm function switch logic signal, an alarm manual reset button logic signal, and a manual track compensation / automatic track compensation switch logic signal. Step S20) further includes:

[0090] When the horizontal alarm function switch logic signal is detected, an alarm and restricted travel control signal are output. If the horizontal limit is exceeded and the alarm is triggered, the vehicle cannot move. After the hidden danger is eliminated, pressing the alarm manual reset button will resume driving and clear the alarm. When the manual track compensation / automatic track compensation switch logic signal is detected, the track lifting amount is automatically compensated during operation. If this logic signal is not detected, manual compensation mode is maintained.

[0091] During the track lifting process, the left leveling sensor value LLev is acquired in real time. The left basic track lifting amount, left settlement compensation amount, track lifting reduction amount, automatic leveling correction compensation amount, and left superelevation difference correction value are used as the left track lifting amount Z0_ZQIDAO for PID control. The left leveling sensor value LLev serves as feedback for the PID control, forming a closed loop for left track lifting control. The PID control output signal is amplified, controlling the left track lifting hydraulic valve to drive the left track lifting device to perform the track lifting operation, completing the left track lifting process. Taking the DC-32 tamping vehicle as an example, the specific calculation process is shown in the following formula:

[0092] Left track starting amount Z0_ZQIDAO = left superelevation correction value + leveling correction automatic compensation value + KL1*left basic track starting amount - KL2*track starting reduction amount + left settlement compensation amount - left leveling sensor value.

[0093] Among them, KL1 is the given calculation ratio parameter of the left starting track, and KL2 is the left starting track reduction ratio parameter. The left superelevation correction value, starting track reduction, and left settlement compensation are all given values.

[0094] During the track lifting process, the right leveling sensor value RLev is acquired in real time. The right basic track lifting amount, right settlement compensation amount, track lifting reduction amount, automatic leveling correction compensation amount, and right superelevation difference correction value are used as the right track lifting amount Z0_YQIDAO given by the PID control. The right leveling sensor value RLev serves as feedback for the PID control, forming a closed loop for the right track lifting control. The output signal of the PID control is amplified, controlling the right track lifting hydraulic valve to drive the right track lifting device to perform the track lifting action, completing the right track lifting process. Taking the DC-32 tamping vehicle as an example, its specific calculation process is shown in the following formula:

[0095] Right track start amount Z0_YQIDAO = right superelevation correction value + leveling correction automatic compensation value + KR1*right basic track start amount - KR2*track start reduction amount + right settlement compensation amount - right leveling sensor value.

[0096] Among them, KR1 is the given calculation ratio parameter of the right starting track, and KR2 is the right starting track reduction ratio parameter. The right superelevation correction value, starting track reduction, and right settlement compensation are all given values.

[0097] Step S20) further includes:

[0098] Calculate the difference between the front-end theoretical superelevation Supre and the middle electronic pendulum value Mpen, as well as the left and right superelevation difference DIFF = left leveling sensor value LLev - right leveling sensor value RLev. Use the left and right superelevation difference DIFF as the given value of PID control, and use the difference DIFF1 between the front-end theoretical superelevation Supre and the middle electronic pendulum value Mpen as the feedback of PID control to form a leveling correction control closed loop. The output value of PID control is used as the automatic compensation value for leveling correction to participate in the track lifting operation control. The specific calculation process is shown in the following formula:

[0099] Difference DIFF1 = front-end theoretical super high Supre - middle electronic pendulum value Mpen;

[0100] Left and right superelevation difference DIFF = left leveling sensor value LLev - right leveling sensor value Rlev;

[0101] Automatic compensation value for leveling correction Compens = difference DIFF1 - left and right superelevation difference DIFF.

[0102] Taking the DC-32 tamping vehicle as an example, in step S20), when the left track superelevation is selected, the left basic track start amount and the right basic track start amount are further calculated according to the following formulas:

[0103] Left basic track start amount = manual given MAN_Q + track geometry computer (GAV) given GAV_Q + front electronic pendulum value Fpen + track geometry computer (GAV) theoretical superelevation + manual theoretical superelevation;

[0104] Right basic track start amount = manually given MAN_Q + track geometry parameter computer (GAV) given GAV_Q.

[0105] When the right track superelevation is selected, the left basic track start amount and the right basic track start amount are further calculated according to the following formulas:

[0106] Left basic track start amount = manual setting MAN_Q + track geometry computer (GAV) setting GAV_Q;

[0107] Right basic track start amount = manually given MAN_Q + track geometry parameter computer (GAV) given GAV_Q + front electronic pendulum value Fpen + track geometry parameter computer (GAV) theoretical superelevation + manual theoretical superelevation.

[0108] Among them, the manually given MAN_Q, the track geometry parameter computer given GAV_Q, the track geometry parameter computer theoretical superelevation and the manually given superelevation are all given values ​​of the tamping vehicle electrical control system 4.

[0109] When the front line of the vehicle exceeds the limit, the vehicle forward restriction signal should be output, the vehicle should be prohibited from moving and an alarm signal should be issued. Figure 7 As shown, step S20) further includes:

[0110] The front electronic pendulum value Fpen is obtained in real time. When the front electronic pendulum value Fpen is greater than the first limit value LIMT1, it is determined that the front line level exceeds the limit, and a vehicle forward restriction signal is output, forward travel is prohibited, and an alarm signal is issued.

[0111] When the rear end of the vehicle exceeds the limit, the vehicle should output a reverse limit signal, prohibit reverse movement and issue an alarm signal. Figure 7 As shown, step S20) further includes:

[0112] The rear electronic swing value Bpen is obtained in real time. When the rear electronic swing value Bpen is greater than the second limit value LIMT2, it is judged that the rear end line level exceeds the limit, and a vehicle reverse restriction signal is output, reverse travel is prohibited, and an alarm signal is issued.

[0113] When the longitudinal horizontal deviation is too large, unevenness or triangular pits will appear in the front and back. At this time, the vehicle movement restriction signal should be output, the movement should be prohibited and an alarm signal should be issued. Figure 7 As shown, step S20) further includes:

[0114] The orthogonal pulse signals output by the measuring wheel 9 are converted into the vehicle's distance traveled (DIST). Simultaneously, the left and right leveling sensor values ​​(LLev) and RLev are collected. The vehicle's distance traveled (DIST) and the operating base length are obtained. The longitudinal horizontal superelevation condition is determined by calculating and comparing the change in the left and right superelevation difference (HDIFF) of the vehicle's line. The maximum value (HDIFF_MAX) and minimum value (HDIFF_MIN) of the left and right superelevation difference (HDIFF) are calculated within a certain operating base length. When the difference between the maximum value (HDIFF_MAX) and the minimum value (HDIFF_MIN) exceeds a third limit (LIMT3) (which is configurable), the longitudinal horizontal deviation is determined to be excessive, and a travel restriction signal is output, prohibiting vehicle travel and activating an alarm.

[0115] When the difference between the front superelevation and the rear superelevation is too large, it indicates that there is a triangular pit or a lateral level abnormality. At this time, the vehicle should be output with a restricted signal, prohibiting the vehicle from moving and issuing an alarm signal. Figure 7 As shown, step S20) further includes:

[0116] The front electronic pendulum value Fpen and the rear electronic pendulum value Bpen are obtained in real time. When the difference between the front and rear electronic pendulum values ​​Fpen and Bpen is greater than the fourth limit value LIMT4, it is judged that the front and rear height difference exceeds the limit, there is a triangular pit or a lateral level abnormality, and a vehicle movement restriction signal is output, backward movement is prohibited, and an alarm signal is issued.

[0117] When the track ballast is not compacted enough and there is a potential superelevation, the level will be abnormal after the tamping operation. When the level exceeds the limit, the vehicle movement restriction signal should be output, the movement should be prohibited and an alarm signal should be issued. Figure 7 As shown, step S20) further includes:

[0118] The system monitors the tamping operation completion program-controlled signal Q0D in real time. When the tamping operation completion program-controlled signal Q0D is detected, the system obtains the middle electronic pendulum value Mpen in real time. If the middle electronic pendulum value Mpen is greater than the fifth limit value LIMT5, the system determines that the operation level has exceeded the limit and that the track ballast is insufficiently compacted, potentially resulting in superelevation. The system then outputs a vehicle travel restriction signal, prohibiting vehicle travel and issuing an alarm.

[0119] In the description of this application, it should be noted that when an element is referred to as being "fixed on" or "set on" another element, it can be directly on the other element or indirectly set on the other element; when an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0120] It should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0121] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" or "several" means two or more, unless otherwise specifically defined.

[0122] It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the conditions under which this application can be implemented. Therefore, they have no technical significance. Any structural modification, change in proportional relationship or adjustment of size should still fall within the scope of the technical content disclosed in this application without affecting the efficacy and purpose that can be achieved by this application.

[0123] By implementing the technical solutions of the tamping vehicle level monitoring and track lifting automatic compensation device and system described in the specific embodiments of this application, the following technical effects can be achieved:

[0124] (1) The tamping vehicle level monitoring and automatic track lifting compensation device and system described in the specific embodiments of the present application can automatically calculate the required track lifting compensation amount by using measurement data from the front, middle and rear electronic pendulums and the operation leveling sensor. According to the set control strategy, the track lifting amount can be automatically compensated during operation. At the same time, when it is determined that the level condition affects the safety of the vehicle, an alarm signal can be automatically issued and the vehicle movement can be restricted.

[0125] (2) The tamping vehicle level monitoring and track lifting automatic compensation device and system described in the specific embodiment of the present application can automatically compensate for the track lifting amount during the track lifting operation, greatly reducing the workload of the No. 1 operation position. Upon detecting a line level abnormality, it immediately outputs a prohibition signal and reminds the driver to check and take further safety operations. By replacing manual monitoring with automatic monitoring means, it effectively avoids the risks of untimely manual monitoring and data omissions, thereby greatly enhancing the safety of vehicle operations.

[0126] (3) The tamping vehicle level monitoring and automatic track-lifting compensation device and system described in the specific embodiments of the present application are based on the front, middle and rear electronic pendulums and leveling sensors of the existing electrical control system of the tamping vehicle. They are capable of collecting various data such as lateral level superelevation, longitudinal level superelevation, and triangular pits, and have alarm reminders and automatic parking control functions. At the same time, they participate in the vehicle track-lifting operation control and can realize automatic compensation of the track-lifting amount. On the premise of realizing the above functions, the modification of the original vehicle electrical system is convenient, successful and effective.

[0127] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0128] The above description is only a preferred embodiment of the present application and does not constitute any formal limitation to the present application. Although the present application has been disclosed as above with a preferred embodiment, it is not intended to limit the present application. Any technician familiar with the art can use the above-disclosed methods and technical contents to make many possible changes and modifications to the technical solution of the present application, or modify it into an equivalent embodiment with equivalent changes, without departing from the spirit and technical solution of the present application. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still falls within the scope of protection of the technical solution of the present application.

Claims

1. A tamping vehicle level monitoring and track lifting automatic compensation device, characterized in that: include: Signal acquisition unit, data calculation and control unit and display alarm unit; the signal acquisition unit obtains the values ​​of the front electronic pendulum, middle electronic pendulum, rear electronic pendulum, left leveling sensor, right leveling sensor and measuring wheel from the electrical control system of the tamping vehicle; the data calculation and control unit calculates and compares the values ​​obtained by the signal acquisition unit to determine whether the line level exceeds the limit value, and outputs a control signal to the electrical control system of the tamping vehicle according to the calculation result, and the control logic of the electrical control system of the tamping vehicle executes the track lifting operation and the prohibition of running after the alarm; the display alarm unit displays and issues an alarm message according to the control signal output by the data calculation and control unit; during the track lifting operation, the signal acquisition unit obtains and transmits the left leveling sensor value to the data calculation and control unit in real time; the data calculation and control unit includes a first PID controller, the left basic track lifting amount, left settlement compensation amount, track lifting reduction amount, leveling correction automatic compensation amount and left superelevation correction value are given as the first PID controller, and the left leveling sensor value is used as the feedback of the first PID controller to form a left track lifting control closed loop; the first The output signal of a PID controller is amplified to control the left track-lifting hydraulic valve to drive the left track-lifting device to perform the track-lifting action, thereby completing the left track-lifting operation process; the signal acquisition unit obtains in real time and transmits the right leveling sensor value to the data calculation and control unit; the data calculation and control unit includes a second PID controller, and the right basic track-lifting amount, right settlement compensation amount, track-lifting reduction amount, leveling correction automatic compensation amount and right superelevation difference correction value are given to the second PID controller, and the right leveling sensor value is used as feedback of the second PID controller to form a right track-lifting control closed loop; the output signal of the second PID controller is amplified to control the right track-lifting hydraulic valve to drive the right track-lifting device to perform the track-lifting action, thereby completing the right track-lifting operation process; the data calculation and control unit includes a third PID controller, and the left and right superelevation difference = left leveling sensor value - right leveling sensor value is used as the given of the third PID controller, and the difference between the front-end theoretical superelevation and the middle electronic pendulum value is used as feedback of the third PID controller to form a leveling correction control closed loop; the output value of the third PID controller is used as the leveling correction automatic compensation value to participate in the track-lifting operation control; When the left track superelevation is selected, the data calculation and control unit calculates the left basic track start amount and the right basic track start amount respectively according to the following formula: Left basic track start amount = manual setting + track geometry parameter computer setting + front electronic pendulum value + track geometry parameter computer theoretical superelevation + manual theoretical superelevation; Right basic track start amount = manual setting + track geometry parameter computer setting; When the right track superelevation is selected, the data calculation and control unit calculates the left basic track start amount and the right basic track start amount respectively according to the following formula: Left basic track start amount = manual setting + track geometry parameter computer setting; Right basic track start amount = manual setting + track geometry parameter computer setting + front electronic pendulum value + track geometry parameter computer theoretical superelevation + manual theoretical superelevation.

2. The tamping vehicle level monitoring and track lifting automatic compensation device according to claim 1, characterized in that: The signal acquisition unit includes a DI module and an AI module. The DI module collects measuring wheel pulse signals and switch button logic signals, and the AI ​​module collects the values ​​of the front electronic pendulum, middle electronic pendulum, rear electronic pendulum, left leveling sensor and right leveling sensor; the data calculation and control unit performs real-time calculations based on the values ​​obtained by the signal acquisition unit, and outputs the tamping vehicle electrical control system logic control signal and track-starting compensation data based on the calculation results; the display and alarm unit includes a data display module, an alarm indication module and a parameter setting module. The data display module displays in real time based on the data transmitted by the data calculation and control unit; the alarm indication module issues an alarm prompt based on the data transmitted by the data calculation and control unit, and the parameter setting module sets parameters for the data calculation and alarm threshold of the data calculation and control unit through the communication port.

3. The tamping vehicle level monitoring and track lifting automatic compensation device according to claim 2, characterized in that: The switch button logic signal includes the horizontal alarm function switch logic signal, the alarm manual reset button logic signal and the manual track lifting compensation / automatic track lifting compensation switching switch logic signal; when the data calculation and control unit detects the horizontal alarm function switch logic signal, it outputs an alarm and restricted travel control signal; when the data calculation and control unit detects that the horizontal limit is exceeded and the alarm is triggered, the vehicle cannot be driven, and after the hidden danger is eliminated, the alarm manual reset button is pressed to resume driving and eliminate the alarm; when the data calculation and control unit detects the manual track lifting compensation / automatic track lifting compensation switching switch logic signal, the track lifting amount is automatically compensated during operation, and if the logic signal is not detected, the manual compensation mode is maintained.

4. The tamping vehicle level monitoring and track lifting automatic compensation device according to claim 1, 2 or 3, characterized in that: The signal acquisition unit obtains and transmits the front electronic pendulum value to the data calculation and control unit in real time. When the front electronic pendulum value is greater than the first limit value, the data calculation and control unit determines that the front line level exceeds the limit, and outputs a vehicle forward restriction signal, prohibits forward movement and issues an alarm signal.

5. The tamping vehicle level monitoring and track lifting automatic compensation device according to claim 4, characterized in that: The signal acquisition unit obtains and transmits the rear electronic swing value to the data calculation and control unit in real time. When the rear electronic swing value is greater than the second limit value, the data calculation and control unit determines that the rear end line level exceeds the limit, and outputs a vehicle reverse restriction signal, prohibits reverse movement and issues an alarm signal.

6. The tamping vehicle level monitoring and track lifting automatic compensation device according to claim 1, 2, 3 or 5, characterized in that: The signal acquisition unit converts the orthogonal pulse signal output by the measuring wheel into the vehicle mileage, and simultaneously collects the left leveling sensor value and the right leveling sensor value; the data calculation and control unit determines the longitudinal horizontal superelevation state by calculating and comparing the change in the superelevation difference between the left and right sides of the vehicle line, and calculates the maximum and minimum values ​​of the superelevation difference between the left and right sides within a certain operating base length; When the difference between the maximum value and the minimum value is greater than the third limit value, the data calculation and control unit determines that the longitudinal horizontal deviation exceeds the limit, outputs a vehicle movement restriction signal, prohibits movement and sends an alarm signal.

7. The tamping vehicle level monitoring and track lifting automatic compensation device according to claim 6, characterized in that: The signal acquisition unit acquires and transmits the front electronic pendulum value and the rear electronic pendulum value to the data calculation and control unit in real time. When the difference between the front electronic pendulum value and the rear electronic pendulum value is greater than the fourth limit value, the data calculation and control unit determines that the front and rear height difference exceeds the limit, there is a triangular pit or a lateral level abnormality, and outputs a vehicle travel restriction signal, prohibits reverse travel and issues an alarm signal.

8. The tamping vehicle level monitoring and track lifting automatic compensation device according to claim 1, 2, 3, 5 or 7, characterized in that: During the operation process, the program-controlled signal for the end of the tamping operation is monitored in real time. When the program-controlled signal for the end of the tamping operation is detected, the signal acquisition unit obtains the electronic pendulum value in real time and transmits it to the data calculation and control unit. When the electronic pendulum value is greater than the fifth limit value, the data calculation and control unit determines that the operation level exceeds the limit, the track ballast is not compacted enough and there is potential superelevation, and outputs a vehicle movement restriction signal, prohibits movement and sends an alarm signal.

9. The tamping vehicle level monitoring and track lifting automatic compensation device according to claim 8, characterized in that: The data calculation and control unit adopts a DO module or an embedded processing module with a digital output function.

10. A tamping vehicle level monitoring and track lifting automatic compensation device system, characterized in that: include: The tamping vehicle level monitoring and automatic track-lifting compensation device and the tamping vehicle electrical control system as described in any one of claims 1 to 9; the tamping vehicle electrical control system includes a left leveling sensor, a right leveling sensor, a front electronic pendulum, a middle electronic pendulum, a rear electronic pendulum, a measuring wheel and a track-lifting hydraulic valve connected to the tamping vehicle level monitoring and automatic track-lifting compensation device.

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