Railway track settlement deformation measuring device and measuring method

Abstract

The present invention relates to the technical field of track settlement deformation measurement, and discloses a railway track settlement deformation measurement device and a measurement method, comprising a detection vehicle, a detection sleeve and a settlement detection mechanism. The invention can detect the settlement of the track through the detection vehicle provided, and can install and detect multiple types of rails through the detection sleeve provided, thereby improving the application scope of the detection vehicle. The invention can accurately detect the multi-angle and multi-directional deformation of the track geometry through the linkage between the settlement detection mechanism provided and the detection sleeve provided, and can ensure the accuracy of the detection value, reduce the operating difficulty of the staff, and save time and labor. The above structures complement each other, and the combined use of multiple structures can more accurately detect the settlement of the track, and at the same time detect the state of the two rails when the track settles.

Description

Technical Field

[0001] The invention relates to the technical field of track settlement deformation measurement, and in particular to a railway track settlement deformation measurement device and a measurement method. Background Art

[0002] Track settlement refers to the vertical displacement of the railway subgrade due to various reasons (such as uneven soil properties, groundwater exploitation, etc.). This phenomenon can lead to uncoordinated deformation and structural stability of the track structure, resulting in track unevenness, which in turn affects the safety of train operation and ride comfort. Types of track settlement include longitudinal uneven settlement of the subgrade and lateral uneven settlement of the subgrade.

[0003] Therefore, based on the existing railway track settlement and deformation measuring device, it has a single function in actual use and cannot meet the measurement of geometric changes that occur when the track settles. It is necessary to use multiple tools to measure the changes, but it is time-consuming and laborious to replace multiple tools. At the same time, it is difficult to retrieve the detected position and angle when replacing tools after the geometric change, which affects the measurement accuracy. It is difficult to repair the railway track after settlement, and there may still be deviations after maintenance. For this reason, we propose a railway track settlement and deformation measuring device and measurement method. Summary of the invention

[0004] In view of the shortcomings of the prior art, the present invention provides a railway track settlement and deformation measuring device and method, which has the advantages of accurate detection, time-saving and labor-saving, and solves a series of problems such as time-consuming and labor-intensive detection and inaccurate detection.

[0005] To achieve the above object, the present invention provides the following technical solution: a railway track settlement deformation measuring device and a measuring method, comprising:

[0006] A track, the track comprising two steel rails;

[0007] A detection vehicle, which is used to detect the settlement of the track. The detection vehicle comprises a vehicle shell slidably connected to the top of the track, wherein a rolling cylinder is rotatably connected inside the vehicle shell, and the rolling cylinder is rotatably connected to the top of the adjacent rail;

[0008] The bottom of the vehicle shell is provided with two settlement detection mechanisms, the settlement detection mechanisms include a sliding plate slidably connected to the bottom of the vehicle shell, the sliding plate is rotatably connected to a settlement detection frame inside, the bottom of the settlement detection frame is rotatably connected to a detection sleeve, the detection sleeve is slidably connected to the outside of the adjacent rail, the top of the settlement detection frame is fixedly connected to two drop telescopic rods, the top of the drop telescopic rod is fixedly connected to a drop frame, the bottom of the drop frame is fixedly installed with two third pressure detectors, the top of the settlement detection frame is fixedly connected to two drop springs, the top of the drop spring is fixedly connected to the detection end of the adjacent third pressure detector, and the drop frame is slidably connected to the top of the inner wall of the vehicle shell;

[0009] The outside of the detection sleeve is fixedly connected with two first meshing teeth, and the two first meshing teeth are arranged at intervals. The top of the settlement detection frame is slidably connected with a first driving rod and a second driving rod, and the bottoms of the first driving rod and the second driving rod are fixedly connected with second meshing teeth, and the first driving rod and the second driving rod are both meshed with adjacent first meshing teeth through the second meshing teeth thereon;

[0010] One side of the settlement detection frame is fixedly connected to the first detection frame, one side of the first driving rod is fixedly connected to the first spring, one side of the first detection frame is fixedly installed with a first pressure detector, and one side of the first spring is fixedly connected to the detection end of the first pressure detector;

[0011] One side of the settlement detection frame is fixedly connected to an arc-shaped telescopic plate, one side of the arc-shaped telescopic plate is fixedly connected to an arc-shaped block, a second pressure detector is fixedly installed on the top of the arc-shaped block, one side of the second driving rod is fixedly connected to a second spring, and one side of the second spring is fixedly connected to the detection end of the second pressure detector.

[0012] Preferably, the settlement detection mechanism also includes a sliding groove opened at the bottom of the inner wall of the vehicle shell, the sliding plate is slidably connected to the inside of the sliding groove, small sliding grooves are opened on both sides of the sliding groove, small sliding plates are opened on both sides of the sliding plate, the height of the small sliding plate is less than the height of the small sliding groove, the small sliding plate is slidably connected to the inside of the small sliding groove, an annular groove is opened inside the sliding plate, and an annular plate is fixedly connected to the outside of the settlement detection frame, and the annular plate is rotatably connected to the inside of the annular groove.

[0013] Preferably, a first limit rod is fixedly connected to one side of the first driving rod, and the first limit rod is slidably connected to the inside of the settlement detection frame; a second limit rod is fixedly connected to one side of the second driving rod, and the second limit rod is slidably connected to the inside of the settlement detection frame; an arc groove is provided on the top of the vehicle shell, the arc block is slidably connected to the inside of the arc groove, and an angle sensor is fixedly installed on the bottom of the arc block.

[0014] Preferably, a detection plate is fixedly connected to one side of the sliding plate, and an infrared distance sensor is fixedly installed on the bottom of the inner wall of the vehicle shell.

[0015] Preferably, the detection sleeve includes two symmetrically arranged semicircular sleeves, the two semicircular sleeves are threadedly screwed together by mounting bolts, the top and one side of the semicircular sleeves are threadedly screwed with adjusting bolts, one end of the adjusting bolts is rotatably connected to a rolling frame, one side of the rolling frame is fixedly connected to a limiting telescopic rod, one end of the limiting telescopic rod is fixedly connected to the inside of the semicircular sleeve, and the two rolling frames are respectively rollingly connected to the top and one side of the adjacent rails.

[0016] Preferably, the bottom thread of the semicircular sleeve is screwed with an abutment bolt, the top of the abutment bolt is rotatably connected with an abutment block, and the abutment block is slidably abutted against the outside of the adjacent rail.

[0017] Preferably, a rotating groove is provided at the bottom of the sedimentation detection frame, and two driving grooves are provided at the top of the sedimentation detection frame, both of the driving grooves are connected to the rotating groove, the first driving rod and the second driving rod are respectively slidably connected inside the adjacent driving grooves, and the detection sleeve is slidably connected inside the rotating groove.

[0018] Preferably, a touch groove is provided at the bottom of the inner wall of the car shell, and the rolling drum touches the top of the adjacent rail through the touch groove. A roller bolt is screwed on the top thread of the car shell, and the bottom of the roller bolt is rotatably connected to a roller frame. The rolling drum is rotatably connected to the inside of the roller frame, and a length measuring device is fixedly connected to one side of the roller frame. The detection end of the length measuring device is fixedly connected to one end of the rolling drum.

[0019] Preferably, a handle is fixedly connected to the top of the vehicle shell, a push rod is fixedly connected to the top of the vehicle shell, a work frame is fixedly connected to the top of the vehicle shell, a warning light is fixedly connected to the top of the vehicle shell, and a storage box is fixedly connected to the top of the vehicle shell.

[0020] A railway track settlement deformation measuring device and a measuring method, comprising the following steps:

[0021] S1: When it is necessary to detect the settlement of the track, two detection sleeves are slidably connected to the outside of the adjacent rails. At this time, the four adjusting bolts and two abutment bolts on the two semicircular sleeves can be rotated by a torque wrench, and the torque values ​​of the rotation are made the same, so that the detection sleeves are symmetrically slidably connected to the outside of the rails. After the two detection sleeves are installed, the car body is placed on the top of the track by the handle, and the two detection sleeves are respectively clamped in the corresponding rotating grooves at the bottom of the settlement detection frame to complete the installation of the detection equipment. At this time, the push rod can be pushed to drive the car body to move in the length direction of the track to detect the settlement of the track;

[0022] S2: When the two rails are not in a horizontal state, the car body is also in a tilted state, resulting in an increase in the weight of the car body on the lower side. The sliding of the sliding plate drives the settlement detection frame to move. The movement of the settlement detection frame compresses the drop spring and transmits the compressive force to the two third pressure detectors. The third pressure detectors can detect an increase in pressure, indicating that the two rails are not in a horizontal state. When the four third pressure detectors detect that there is no obvious fluctuation in pressure, it can be known that the two rails are in a horizontal state.

[0023] S3: When the rail deflects, the detection sleeve deflects along with the rail, and the deflection of the detection sleeve drives the first driving rod to move. At the same time, the movement of the first driving rod drives the first spring to compress or stretch. At this time, the compressive force or tensile force of the first spring will be transmitted to the detection end of the first pressure detector, and the first pressure detector will detect a specific value. The value detected by the first pressure detector can be used to know that the rail has deflected. When the first pressure detector detects a stable value, it means that the rail has not deflected.

[0024] S4: When there is no change in the width of the two rails, the two infrared distance sensors respectively detect that there is no change in the width of the rails through the detection plate. When there is a change in the width of the two rails, the two infrared distance sensors respectively detect the sliding distance of the sliding plate in the sliding groove through the detection plate, thereby accurately detecting the width deviation of the two rails;

[0025] S5: When the two rails are displaced and deflected due to settlement, the two detection sleeves gradually move away from or close to each other, the sliding plate moves to drive the arc-shaped telescopic plate to extend or contract, and at the same time, the second driving rod moves to drive the second spring to compress or stretch, and the second pressure detector detects the specific value, and the width deviation of the two rails can be detected by the second pressure detector;

[0026] At the same time, when the rail deflects, the deflection of the rail will drive the detection sleeve to deflect, and the deflection of the detection sleeve will drive the second driving rod to move, and drive the second spring to compress or stretch. At this time, the compressive force or tensile force of the second spring will be transmitted to the detection end of the second pressure detector, and the second pressure detector will detect the specific value. The width deviation of the working surface of the two rails can be detected by the second pressure detector, further improving the detection accuracy;

[0027] S6: When the two rails are in a non-parallel state, the detection sleeve rotates, which drives the settlement detection frame to rotate, and the settlement detection frame drives the arc block to slide inside the arc groove. At this time, the angle sensor can detect the deflection angle of the rail in the non-parallel state.

[0028] Compared with the prior art, the present invention provides a railway track settlement and deformation measuring device and method, which have the following beneficial effects: the invention can detect the settlement of the track through the detection vehicle provided, and can install and detect various types of rails through the detection sleeve provided, thereby improving the application scope of the detection vehicle; through the linkage between the provided settlement detection mechanism and the detection sleeve, the multi-angle and multi-directional deformation of the track geometry can be accurately detected, and the accuracy of the detection values ​​can be ensured, the operating difficulty of the staff is reduced, and time and labor are saved. The above structures complement each other, and the combined use of multiple structures can more accurately detect the settlement of the track, and at the same time detect the state of the two rails when the track settles. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention;

[0030] Figure 2 It is a schematic diagram of the three-dimensional structure of the detection vehicle of the present invention;

[0031] Figure 3 It is a schematic diagram of the three-dimensional structure of the interior of the detection vehicle of the present invention;

[0032] Figure 4 for Figure 3 A schematic diagram of the enlarged structure of part B;

[0033] Figure 5 It is a schematic diagram of the three-dimensional structure of the detection set part of the present invention;

[0034] Figure 6 It is a three-dimensional structural schematic diagram of the semicircular sleeve part of the present invention;

[0035] Figure 7 It is a schematic diagram of the explosion structure of the semicircular sleeve of the present invention;

[0036] Figure 8 for Figure 3 A schematic diagram of the enlarged structure of part A;

[0037] Fig. 9 is a schematic diagram of the three-dimensional structure of the third pressure detector part of the present invention;

[0038] Fig.10 It is a schematic diagram of the three-dimensional structure of the arc groove part of the present invention;

[0039] Fig.11 It is a schematic diagram of the three-dimensional structure of the small chute part of the present invention;

[0040] Fig.12 is a schematic diagram of the three-dimensional structure of the second meshing tooth portion of the present invention;

[0041] Fig.13 It is a schematic diagram of the three-dimensional structure of the rotating groove part of the present invention.

[0042] In the figure: 1. track; 2. rail; 3. inspection vehicle; 4. settlement detection mechanism; 5. inspection sleeve; 6. vehicle shell; 7. handle; 8. push rod; 9. semicircular sleeve; 10. mounting bolt; 11. adjusting bolt; 12. rolling frame; 13. limiting telescopic rod; 14. abutment bolt; 15. abutment block; 16. sliding plate; 17. settlement detection frame; 18. first meshing tooth; 19. driving groove; 20. rotating groove; 21. first driving rod; 22. first detection frame; 23. first spring; 24. first pressure detector; 25. first limiting rod; 26. second driving rod; 27. second Limit rod; 28. Detection plate; 29. ​​Infrared distance sensor; 30. Arc groove; 31. Arc telescopic plate; 32. Arc block; 33. Second spring; 34. Second pressure detector; 35. Drop spring; 36. Drop frame; 37. Drop telescopic rod; 38. Third pressure detector; 39. Rolling drum; 40. Touch groove; 41. Roller frame; 42. Length measuring device; 43. Roller bolt; 44. Slide groove; 45. Small slide groove; 46. Small slide plate; 47. Annular groove; 48. Annular plate; 49. Working frame; 50. Warning light; 51. Storage box; 52. Second meshing tooth. DETAILED DESCRIPTION

[0043] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0044] As introduced in the background technology, there are deficiencies in the prior art. In order to solve the above technical problems, the present application proposes a railway track settlement deformation measurement device and measurement method.

[0045] In a typical implementation of the present application, Figure 1-13 As shown, a railway track settlement deformation measuring device and a measuring method include:

[0046] Track 1, track 1 includes two steel rails 2, track 1 is prior art and will not be described in detail here;

[0047] The detection vehicle 3 is used to detect the settlement of the track 1. The detection vehicle 3 includes a vehicle shell 6 slidably connected to the top of the track 1. The interior of the vehicle shell 6 is rotatably connected to a rolling cylinder 39. The rolling cylinder 39 is rollingly connected to the top of the adjacent rail 2.

[0048] A handle 7 is fixedly connected to the top of the vehicle shell 6, a push rod 8 is fixedly connected to the top of the vehicle shell 6, a working frame 49 is fixedly connected to the top of the vehicle shell 6, a warning light 50 is fixedly connected to the top of the vehicle shell 6, and a storage box 51 is fixedly connected to the top of the vehicle shell 6;

[0049] The vehicle shell 6 can be placed on the top of the track 1 by means of the provided handle 7, and the vehicle shell 6 can be driven to move in the length direction of the track 1 by pushing the push rod 8. The provided warning light 50 can improve the operating safety of the staff. The provided work frame 49 is convenient for the staff to operate. The provided storage box 51 is convenient for the staff to store the equipment needed by the staff. A height detector is placed inside the storage box 51. When performing settlement detection on the height in the length direction of the track 1, the height detector inside the storage box 51 can be used to measure the height of the vehicle shell 6 at different distances to determine whether settlement occurs in the length direction of the track 1.

[0050] Two settlement detection mechanisms 4 are provided at the bottom of the car body 6, and the settlement detection mechanisms 4 include a sliding plate 16 slidably connected to the bottom of the car body 6, a settlement detection frame 17 is rotatably connected inside the sliding plate 16, a detection sleeve 5 is rotatably connected to the bottom of the settlement detection frame 17, and the detection sleeve 5 is slidably connected to the outside of the adjacent rail 2, and two drop telescopic rods 37 are fixedly connected to the top of the settlement detection frame 17, and a drop frame 36 is fixedly connected to the top of the drop telescopic rod 37, and two third pressure detectors 38 are fixedly installed at the bottom of the drop frame 36, and two drop springs 35 are fixedly connected to the top of the settlement detection frame 17, and the top of the drop spring 35 is fixedly connected to the detection end of the adjacent third pressure detector 38, and the drop frame 36 is slidably connected to the top of the inner wall of the car body 6;

[0051] The settlement detection mechanism 4 further includes a sliding groove 44 provided at the bottom of the inner wall of the vehicle shell 6, the sliding plate 16 is slidably connected inside the sliding groove 44, small sliding grooves 45 are provided on both sides of the sliding groove 44, small sliding plates 46 are provided on both sides of the sliding plate 16, the height of the small sliding plate 46 is less than the height of the small sliding groove 45, and the small sliding plate 46 is slidably connected inside the small sliding groove 45;

[0052] By means of the above-mentioned mechanism, it is possible to detect whether the two rails 2 have subsided in the horizontal direction. Specifically:

[0053] When the two rails 2 are in an inclined state, the car shell 6 is also in an inclined state. When the car shell 6 is in an inclined state, the center of gravity of the car shell 6 is shifted, resulting in an increase in the weight of the car shell 6 on the lower side. Since the height of the small slide plate 46 is less than the height of the small slide groove 45, the small slide plate 46 slides inside the small slide groove 45, thereby realizing that the sliding plate 16 inside the car shell 6 on the lower side slides upward inside the car shell 6. The sliding of the sliding plate 16 drives the settlement detection frame 17 to move, and the movement of the settlement detection frame 17 compresses the drop spring 35. At this time, the two drop springs 35 inside the car shell 6 on the lower side are compressed and transmit the compressive force to the two third pressure detectors 38 thereon, and the pressure increase can be detected by the third pressure detector 38, so that it can be known that the two rails 2 are in an inclined state.

[0054] When the two rails 2 are horizontal, the four third pressure detectors 38 will detect that there is no obvious pressure fluctuation, which means that the two rails 2 are in a horizontal state.

[0055] The outside of the detection sleeve 5 is fixedly connected with two first meshing teeth 18, and the two first meshing teeth 18 are arranged at intervals. The top of the sedimentation detection frame 17 is slidably connected with a first driving rod 21 and a second driving rod 26. The bottom of the sedimentation detection frame 17 is provided with a rotation groove 20, and the top of the sedimentation detection frame 17 is provided with two driving grooves 19, and the two driving grooves 19 are connected with the rotation groove 20. The first driving rod 21 and the second driving rod 26 are respectively slidably connected to the inside of the adjacent driving grooves 19, and the detection sleeve 5 is slidably connected to the inside of the rotation groove 20;

[0056] The bottoms of the first driving rod 21 and the second driving rod 26 are fixedly connected with the second meshing teeth 52, and the first driving rod 21 and the second driving rod 26 are meshed with the adjacent first meshing teeth 18 through the second meshing teeth 52 thereon. A first limiting rod 25 is fixedly connected to one side of the first driving rod 21, and the first limiting rod 25 is slidably connected to the inside of the settlement detection frame 17. A second limiting rod 27 is fixedly connected to one side of the second driving rod 26, and the second limiting rod 27 is slidably connected to the inside of the settlement detection frame 17.

[0057] One side of the settlement detection frame 17 is fixedly connected to the first detection frame 22, one side of the first driving rod 21 is fixedly connected to the first spring 23, one side of the first detection frame 22 is fixedly installed with the first pressure detector 24, and one side of the first spring 23 is fixedly connected to the detection end of the first pressure detector 24.

[0058] By means of the above-mentioned mechanism, it is possible to detect whether the rail 2 is deflected due to settlement. Specifically:

[0059] When the rail 2 deflects, the detection sleeve 5 deflects along with the rail 2. The detection sleeve 5 deflects and drives the first drive rod 21 to move through the meshing of the first meshing teeth 18 and the second meshing teeth 52. The movement of the first drive rod 21 drives the first limit rod 25 to move inside the settlement detection frame 17. At the same time, the movement of the first drive rod 21 drives the first spring 23 to compress or stretch. At this time, the compressive force or tensile force of the first spring 23 will be transmitted to the detection end of the first pressure detector 24, and the first pressure detector 24 will detect a specific value. Specifically, when the rail 2 does not sink, the first The spring 23 is in an unstressed state, at which time the detection value of the first pressure detector 24 is zero. When the rail 2 sinks, the first spring 23 is in a compressed or stretched state, and the first pressure detector 24 detects the force exerted on the first spring 23. More specifically, when the first spring 23 is in compression, the value detected by the first pressure detector 24 is a positive number, indicating that the rail 2 is deflected in a direction close to the first pressure detector 24. When the first spring 23 is in a stretched state, the value detected by the first pressure detector 24 is a negative number, indicating that the rail 2 is deflected in a direction away from the first pressure detector 24.

[0060] It is worth mentioning that the relationship between the force and the distance displacement of a spring when it is subjected to force is described by Hooke's law, which states that the force of a spring is proportional to its displacement from the equilibrium position. The mathematical expression of Hooke's law is as follows:

[0061] F=-kx

[0062] in:

[0063] F is the force on the spring, measured in Newtons (N).

[0064] k is the spring constant of the spring also known as the spring stiffness and is measured in Newtons per millimeter (N / mm).

[0065] x is the distance the spring is compressed or extended from its natural, unstressed length, expressed in millimeters (mm).

[0066] The specific offset distance of the rail 2 after settlement can be calculated by the above formula and the above structure;

[0067] More specifically, the deflection angle of the rail 2 can be calculated by the rotation distance of the detection sleeve 5, and the circular formula is:

[0068] θ = rs

[0069] in:

[0070] θ is the rolling angle of the detection sleeve 5 .

[0071] s is the distance that the detection sleeve 5 rolls.

[0072] r is the radius of the detection sleeve 5 .

[0073] This formula shows that the rolling angle of the detection sleeve 5 is equal to the rolling distance of the detection sleeve 5 divided by the radius of the detection sleeve 5. If you need to convert the angle from radians to degrees, you can use the following conversion formula:

[0074] θdeg=θrad×180 / π;

[0075] Where: θdeg is the angle value in degrees.

[0076] θrad is the angle in radians.

[0077] π is the circumference of a circle, which is approximately equal to 3.14159.

[0078] Therefore, the above formula can be used to calculate the deflection angle of the rail 2 by using the known radius of the detection sleeve 5 and the specific offset distance calculated by the above Hooke's law.

[0079] A detection plate 28 is fixedly connected to one side of the sliding plate 16 , and an infrared distance sensor 29 is fixedly installed on the bottom of the inner wall of the vehicle shell 6 .

[0080] By setting up the above-mentioned mechanism, it is possible to detect whether the two rails 2 have a change in width due to settlement. Specifically, when the two rails 2 have no change in width, the width between the two rails 2 remains unchanged, and the two infrared distance sensors 29 detect that the detection plate 28 has not moved, thereby accurately detecting that the two rails 2 have no change in width. When the two rails 2 have a change in width, the detection sleeve 5 outside the rail 2 moves with the rail 2, and the movement of the detection sleeve 5 drives the sliding plate 16 to slide inside the sliding groove 44, and the sliding plate 16 drives the detection plate 28 to move. At this time, the two infrared distance sensors 29 respectively detect the sliding distance of the sliding plate 16 inside the sliding groove 44 through the detection plate 28, thereby accurately detecting the width deviation of the two rails 2.

[0081] An arc-shaped telescopic plate 31 is fixedly connected to one side of the settlement detection frame 17, an arc-shaped block 32 is fixedly connected to one side of the arc-shaped telescopic plate 31, a second pressure detector 34 is fixedly installed on the top of the arc-shaped block 32, a second spring 33 is fixedly connected to one side of the second driving rod 26, one side of the second spring 33 is fixedly connected to the detection end of the second pressure detector 34, an annular groove 47 is opened inside the sliding plate 16, an annular plate 48 is fixedly connected to the outside of the settlement detection frame 17, and the annular plate 48 is rotatably connected to the inside of the annular groove 47;

[0082] An arc groove 30 is formed on the top of the vehicle shell 6 , and an arc block 32 is slidably connected inside the arc groove 30 . An angle sensor is fixedly mounted on the bottom of the arc block 32 .

[0083] By means of the above-mentioned mechanism, it is possible to detect whether the width of the two rails 2 changes due to settlement and deflection. Specifically:

[0084] When the two rails 2 are displaced and deflected due to settlement, the two detection sleeves 5 gradually move away or closer to the two rails 2. At the same time, when the rails 2 are deflected at an angle, the actual width of the two rails 2 changes again. Because the train acts on the top of the rails 2 when it travels on the top of the rails 2, and when the rails 2 are deflected, the working surface of the rails 2 moves accordingly. At this time, the deflection of the rails 2 will drive the detection sleeve 5 to deflect. At this time, the sliding plate 16 slides inside the sliding groove 44, and the drop frame 36 slides on the top of the inner wall of the car body 6. Since the arc block 32 slides inside the arc groove 30, the sliding plate 16 moves to drive the arc telescopic plate 31 to extend or contract, and the detection sleeve 5 moves and rotates, and the second driving rod 26 is driven to move through the engagement of the first meshing tooth 18 and the second meshing tooth 52. The second driving rod 26 moves to drive the second limit rod 27 to move inside the settlement detection frame 17, and the second driving rod 26 moves to compress the second spring 33 Or stretching, at this time, the compressive force or tensile force of the second spring 33 will be transmitted to the detection end of the second pressure detector 34, and the second pressure detector 34 will detect a specific value. When the rail 2 does not sink, the second spring 33 is in a state of no force, and the detection value of the second pressure detector 34 is zero. When the rail 2 sinks, the second spring 33 is in a compressed or stretched state, and the second pressure detector 34 detects the force exerted on the second spring 33. When the second spring 33 is in compression, the value detected by the second pressure detector 34 is a positive number, indicating that the rail 2 moves toward the direction close to the second pressure detector 34. When the second spring 33 is in tension, the value detected by the second pressure detector 34 is a negative number, indicating that the rail 2 moves away from the second pressure detector 34. The value detected by the second pressure detector 34 is matched with the above-mentioned Hooke's law formula to obtain the width deviation of the working surfaces of the two rails 2, thereby further improving the detection accuracy.

[0085] More specifically, when the two rails 2 are in a non-parallel state, the detection sleeve 5 rotates, and the rotation of the detection sleeve 5 drives the settlement detection frame 17 to rotate. The rotation of the settlement detection frame 17 drives the drop frame 36 to rotate on the top of the inner wall of the car body 6. At the same time, the rotation of the settlement detection frame 17 drives the arc-shaped telescopic plate 31 to rotate. The rotation of the arc-shaped telescopic plate 31 drives the arc block 32 to slide inside the arc groove 30. At this time, the deflection angle of the rail 2 in the non-parallel state can be detected by the angle sensor.

[0086] It is worth mentioning that the above structures complement each other, and the combined use of multiple structures can more accurately detect the settlement of the track 1, and at the same time detect the state of the two rails 2 when the track 1 settles;

[0087] The detection sleeve 5 includes two symmetrically arranged semicircular sleeves 9, which are threadedly screwed together by mounting bolts 10. The top and one side of the semicircular sleeve 9 are threadedly screwed with adjusting bolts 11, one end of the adjusting bolt 11 is rotatably connected to a rolling frame 12, one side of the rolling frame 12 is fixedly connected to a limited telescopic rod 13, one end of the limited telescopic rod 13 is fixedly connected to the inside of the semicircular sleeve 9, the two rolling frames 12 are respectively rollingly connected to the top and one side of the adjacent rails 2, the bottom of the semicircular sleeve 9 is threadedly screwed with an abutment bolt 14, the top of the abutment bolt 14 is rotatably connected with an abutment block 15, and the abutment block 15 slides and abuts against the outside of the adjacent rail 2.

[0088] Furthermore, in the above scheme, by means of the above mechanism, the settlement of various types of rails 2 can be detected. Specifically, the types of rails 2 are divided into many types, and the sizes of various types of rails 2 are inconsistent. When it is necessary to detect the settlement of the track 1, the two detection sleeves 5 are slidably connected to the outside of the adjacent rails 2. More specifically, the two semicircular sleeves 9 of one of the detection sleeves 5 are respectively pressed against the top two sides of the rail 2, and then the two semicircular sleeves 9 are screwed together by installing bolts 10. At this time, the four adjusting bolts 11 and the two semicircular sleeves 9 on the two semicircular sleeves 9 can be adjusted by a torque wrench. The abutment bolts 14 are rotated and the torque values ​​of their rotation are made the same, so that the detection sleeve 5 is symmetrically slidably connected to the outside of the rail 2. During the rotation of the four adjusting bolts 11 and the two abutment bolts 14, the four rolling frames 12 and the two abutment blocks 15 abut against the outside of the rail 2, so that the detection sleeve 5 is slidably connected to the outside of the rail 2. At the same time, the limiting telescopic rod 13 is set to prevent the rolling frame 12 from deflecting during the rotation of the four adjusting bolts 11 to affect the sliding of the detection sleeve 5 on the outside of the rail 2. After installation, the remaining detection sleeve 5 is installed on the outside of another rail 2.

[0089] A touch groove 40 is provided at the bottom of the inner wall of the car shell 6, and the rolling drum 39 touches the top of the adjacent rail 2 through the touch groove 40. A roller bolt 43 is screwed on the top thread of the car shell 6, and the bottom of the roller bolt 43 is rotatably connected to a roller frame 41. The rolling drum 39 is rotatably connected to the inside of the roller frame 41, and a length measuring device 42 is fixedly connected to one side of the roller frame 41. The detection end of the length measuring device 42 is fixedly connected to one end of the rolling drum 39.

[0090] By setting up the above-mentioned mechanism, the car shell 6 can be supported on the top of the track 1 in a three-point manner, and the moving distance of the car shell 6 on the top of the track 1 can be detected at the same time. Specifically, the height of the rolling cylinder 39 can be adjusted by the knob roller bolt 43, so as to control the angle of the car shell 6 on the top of the track 1. When the car shell 6 moves on the top of the track 1, the rolling cylinder 39 rolls on the top of the adjacent rail 2, and the rolling distance of the rolling cylinder 39 on the top of the adjacent rail 2 can be detected by the length measuring device 42.

[0091] Working principle of the present invention: when it is necessary to detect the settlement of the track 1, the two semicircular sleeves 9 of one of the detection sleeves 5 are respectively pressed against the top two sides of the rail 2, and then the two semicircular sleeves 9 are screwed together by the mounting bolts 10. At this time, the four adjusting bolts 11 and the two abutting bolts 14 on the two semicircular sleeves 9 can be rotated by a torque wrench, and the torque values ​​of their rotation are the same, so that the detection sleeve 5 is symmetrically slidably connected to the outside of the rail 2. In the process of rotating the four adjusting bolts 11 and the two abutting bolts 14, the four rolling frames 12 and the two abutting blocks 15 abut against the outside of the rail 2, so that the detection sleeve 5 is slidably connected to the outside of the rail 2. At the same time, the limiting telescopic rod 13 is set to prevent the rolling frame 12 from deflecting during the rotation of the four adjusting bolts 11 and affecting the sliding of the detection sleeve 5 on the outside of the rail 2. After installation, the remaining detection sleeve 5 is installed on the outside of another rail 2.

[0092] After the two detection sleeves 5 are installed, the vehicle shell 6 is placed on the top of the track 1 by the handle 7, and the two detection sleeves 5 are respectively clamped in the corresponding rotating grooves 20 at the bottom of the settlement detection frame 17 to complete the installation of the detection equipment;

[0093] At this time, by pushing the push rod 8, the car shell 6 can be driven to move in the length direction of the track 1, and the settlement of the track 1 can be detected;

[0094] During the detection process, when the two rails 2 are in an inclined state, the car shell 6 is also in an inclined state. When the car shell 6 is in an inclined state, the center of gravity of the car shell 6 is shifted, resulting in an increase in the weight of the car shell 6 on the lower side. Since the height of the small slide plate 46 is less than the height of the small slide groove 45, the small slide plate 46 slides inside the small slide groove 45, thereby realizing that the sliding plate 16 inside the car shell 6 on the lower side slides upward inside the car shell 6, and the sliding of the sliding plate 16 drives the settlement detection frame 17 to move, and the movement of the settlement detection frame 17 compresses the drop spring 35. At this time, the two drop springs 35 inside the car shell 6 on the lower side are compressed and transmit the compressive force to the two third pressure detectors 38, and the pressure increase can be detected by the third pressure detector 38, so that it can be known that the two rails 2 are in an inclined state;

[0095] When the two rails 2 are in a horizontal state, the four third pressure detectors 38 will detect that there is no obvious pressure fluctuation, which means that the two rails 2 are in a horizontal state;

[0096] When the rail 2 deflects, the detection sleeve 5 deflects along with the rail 2. The detection sleeve 5 deflects and drives the first drive rod 21 to move through the meshing of the first meshing teeth 18 and the second meshing teeth 52. The movement of the first drive rod 21 drives the first limit rod 25 to move inside the settlement detection frame 17. At the same time, the movement of the first drive rod 21 drives the first spring 23 to compress or stretch. At this time, the compressive force or tensile force of the first spring 23 will be transmitted to the detection end of the first pressure detector 24, and the first pressure detector 24 will detect specific positive and negative values. The positive and negative values ​​detected by the first pressure detector 24 combined with Hooke's law can be used to calculate the deflection of the rail 2 and determine the deflection direction. At the same time, the specific deflection angle of the rail 2 can be calculated by the formula θ=rs.

[0097] When there is no change in the width of the two rails 2, the width between the two rails 2 remains unchanged, and the two infrared distance sensors 29 detect that the detection plate 28 has not moved, thereby accurately detecting that there is no change in the width of the two rails 2. When there is a change in the width of the two rails 2, the detection sleeve 5 outside the rail 2 moves with the rail 2, and the movement of the detection sleeve 5 drives the detection plate 28 to move. At this time, the two infrared distance sensors 29 respectively detect the sliding distance of the sliding plate 16 in the sliding groove 44 through the detection plate 28, thereby accurately detecting the width deviation of the two rails 2.

[0098] When the two rails 2 are displaced and deflected due to settlement, the two detection sleeves 5 gradually move away from or approach the two rails 2. At the same time, when the rails 2 are deflected at an angle, the actual width of the two rails 2 changes again. At this time, the deflection of the rails 2 will drive the detection sleeve 5 to deflect, and the detection sleeve 5 moves and rotates, and the second driving rod 26 is driven to move through the engagement of the first meshing teeth 18 and the second meshing teeth 52. The movement of the second driving rod 26 drives the second limit rod 27 to move inside the settlement detection frame 17. The movement of the second driving rod 26 drives the second spring 33 to compress or stretch. At this time, the compressive force or tensile force of the second spring 33 will be transmitted to the detection end of the second pressure detector 34, and the specific value will be detected by the second pressure detector 34. The value detected by the second pressure detector 34 is matched with the above-mentioned Hooke's law formula to obtain the width deviation of the working surface of the two rails 2, thereby further improving the detection accuracy.

[0099] When the two rails 2 are in a non-parallel state, the detection sleeve 5 rotates, and the rotation of the detection sleeve 5 drives the settlement detection frame 17 to rotate. The rotation of the settlement detection frame 17 drives the drop frame 36 to rotate on the top of the inner wall of the car body 6. At the same time, the rotation of the settlement detection frame 17 drives the arc-shaped telescopic plate 31 to rotate, and the rotation of the arc-shaped telescopic plate 31 drives the arc block 32 to slide inside the arc groove 30. At this time, the deflection angle of the rail 2 in the non-parallel state can be detected by the angle sensor, so that the state of the two rails 2 when the track 1 settles can be detected.

[0100] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A railway track settlement deformation measuring device, characterized in that: include, A track (1), wherein the track (1) comprises two steel rails (2); A detection vehicle (3), the detection vehicle (3) being used to detect the settlement of a track (1), the detection vehicle (3) comprising a vehicle shell (6) slidably connected to the top of the track (1), a rolling cylinder (39) being rotatably connected inside the vehicle shell (6), and the rolling cylinder (39) being rotatably connected to the top of an adjacent steel rail (2); Two settlement detection mechanisms (4) are arranged at the bottom of the vehicle shell (6), the settlement detection mechanisms (4) comprising a sliding plate (16) slidably connected to the bottom of the vehicle shell (6), the sliding plate (16) being rotatably connected to a settlement detection frame (17) inside, the bottom of the settlement detection frame (17) being rotatably connected to a detection sleeve (5), the detection sleeve (5) being slidably connected to the outside of a nearby steel rail (2), the top of the settlement detection frame (17) being fixedly connected to two drop telescopic rods (37), the top of the drop telescopic rods (37) being fixedly connected to a drop frame (36), the bottom of the drop frame (36) being fixedly mounted with two third pressure detectors (38), the top of the settlement detection frame (17) being fixedly connected to two drop springs (35), the top of the drop springs (35) being fixedly connected to the detection end of the adjacent third pressure detector (38), and the drop frame (36) being slidably connected to the top of the inner wall of the vehicle shell (6); The detection sleeve (5) is fixedly connected to the outside with two first meshing teeth (18), and the two first meshing teeth (18) are arranged at intervals. The top of the sedimentation detection frame (17) is slidably connected to a first driving rod (21) and a second driving rod (26), and the bottoms of the first driving rod (21) and the second driving rod (26) are fixedly connected to second meshing teeth (52), and the first driving rod (21) and the second driving rod (26) are meshed with adjacent first meshing teeth (18) through the second meshing teeth (52) thereon; One side of the settlement detection frame (17) is fixedly connected to a first detection frame (22), one side of the first driving rod (21) is fixedly connected to a first spring (23), one side of the first detection frame (22) is fixedly mounted with a first pressure detector (24), and one side of the first spring (23) is fixedly connected to a detection end of the first pressure detector (24); One side of the settlement detection frame (17) is fixedly connected to an arc-shaped telescopic plate (31), one side of the arc-shaped telescopic plate (31) is fixedly connected to an arc-shaped block (32), a second pressure detector (34) is fixedly installed on the top of the arc-shaped block (32), one side of the second driving rod (26) is fixedly connected to a second spring (33), and one side of the second spring (33) is fixedly connected to a detection end of the second pressure detector (34).

2. A railway track settlement deformation measuring device according to claim 1, characterized in that: The settlement detection mechanism (4) further comprises a sliding groove (44) formed at the bottom of the inner wall of the vehicle shell (6); the sliding plate (16) is slidably connected inside the sliding groove (44); small sliding grooves (45) are formed on both sides of the sliding groove (44); small sliding plates (46) are formed on both sides of the sliding plate (16); the height of the small sliding plates (46) is less than the height of the small sliding grooves (45); the small sliding plates (46) are slidably connected inside the small sliding grooves (45); an annular groove (47) is formed inside the sliding plate (16); and an annular plate (48) is fixedly connected to the outside of the settlement detection frame (17); the annular plate (48) is rotatably connected inside the annular groove (47).

3. A railway track settlement deformation measuring device according to claim 2, characterized in that: A first limiting rod (25) is fixedly connected to one side of the first driving rod (21), and the first limiting rod (25) is slidably connected to the inside of the settlement detection frame (17); a second limiting rod (27) is fixedly connected to one side of the second driving rod (26), and the second limiting rod (27) is slidably connected to the inside of the settlement detection frame (17); an arc groove (30) is provided on the top of the vehicle shell (6), the arc block (32) is slidably connected to the inside of the arc groove (30), and an angle sensor is fixedly mounted on the bottom of the arc block (32).

4. A railway track settlement deformation measuring device according to claim 3, characterized in that: A detection plate (28) is fixedly connected to one side of the sliding plate (16), and an infrared distance sensor (29) is fixedly mounted on the bottom of the inner wall of the vehicle shell (6).

5. A railway track settlement deformation measuring device according to claim 4, characterized in that: The detection sleeve (5) comprises two symmetrically arranged semicircular sleeves (9), the two semicircular sleeves (9) are screwed together by means of mounting bolts (10), the top and one side of the semicircular sleeve (9) are screwed with adjusting bolts (11), one end of the adjusting bolt (11) is rotatably connected to a rolling frame (12), one side of the rolling frame (12) is fixedly connected to a limited telescopic rod (13), one end of the limited telescopic rod (13) is fixedly connected to the inside of the semicircular sleeve (9), and the two rolling frames (12) are respectively rollingly connected to the top and one side of the adjacent rail (2).

6. The railway track settlement deformation measuring device according to claim 5, characterized in that: The bottom thread of the semicircular sleeve (9) is screwed with an abutment bolt (14), the top of the abutment bolt (14) is rotatably connected with an abutment block (15), and the abutment block (15) is slidably abutted against the outside of the adjacent steel rail (2).

7. A railway track settlement deformation measuring device according to claim 6, characterized in that: The bottom of the sedimentation detection frame (17) is provided with a rotation groove (20), the top of the sedimentation detection frame (17) is provided with two driving grooves (19), both of the two driving grooves (19) are connected to the rotation groove (20), the first driving rod (21) and the second driving rod (26) are respectively slidably connected inside adjacent driving grooves (19), and the detection sleeve (5) is slidably connected inside the rotation groove (20).

8. The railway track settlement deformation measuring device according to claim 7, characterized in that: The bottom of the inner wall of the vehicle shell (6) is provided with a contact groove (40), and the rolling drum (39) contacts the top of the adjacent rail (2) through the contact groove (40). The top of the vehicle shell (6) is threadedly connected with a roller bolt (43), and the bottom of the roller bolt (43) is rotatably connected to a roller frame (41). The rolling drum (39) is rotatably connected to the inside of the roller frame (41), and a length measuring device (42) is fixedly connected to one side of the roller frame (41), and a detection end of the length measuring device (42) is fixedly connected to one end of the rolling drum (39).

9. A railway track settlement deformation measuring device according to claim 8, characterized in that: The top of the vehicle shell (6) is fixedly connected to a handle (7), the top of the vehicle shell (6) is fixedly connected to a push rod (8), the top of the vehicle shell (6) is fixedly connected to a working frame (49), the top of the vehicle shell (6) is fixedly connected to a warning light (50), and the top of the vehicle shell (6) is fixedly connected to a storage box (51).

10. A measurement method for a railway track settlement deformation measurement device, used in the railway track settlement deformation measurement device according to claim 9, characterized in that: The following steps are involved: S1: When it is necessary to perform a settlement test on the track (1), the two detection sleeves (5) are respectively slidably connected to the outside of the adjacent steel rails (2). At this time, the four adjusting bolts (11) and the two abutment bolts (14) on the two semicircular sleeves (9) can be rotated by a torque wrench, and the torque values ​​of the rotations can be made the same, so that the detection sleeves (5) are symmetrically slidably connected to the outside of the steel rail (2). After the two detection sleeves (5) are installed, the car shell (6) is placed on the top of the track (1) by the handle (7), and the two detection sleeves (5) are respectively clamped in the inside of the rotating groove (20) at the bottom of the corresponding settlement detection frame (17), so that the installation of the detection equipment is completed. At this time, the car shell (6) can be driven to move in the length direction of the track (1) by pushing the push rod (8), so as to detect the settlement of the track (1); S2: When the two steel rails (2) are in an inclined state, the vehicle shell (6) is also in an inclined state, resulting in an increase in the weight of the vehicle shell (6) on the lower side. The sliding plate (16) slides to drive the settlement detection frame (17) to move. The settlement detection frame (17) moves to compress the drop spring (35), and transmits the compressive force to the two third pressure detectors (38). The third pressure detectors (38) can detect an increase in pressure, and it can be known that the two steel rails (2) are in an inclined state. When the four third pressure detectors (38) detect that there is no obvious numerical difference in the pressure, it can be known that the two steel rails (2) are in a horizontal state. S3: When the rail (2) deflects, the detection sleeve (5) deflects along with the rail (2), and the deflection of the detection sleeve (5) drives the first drive rod (21) to move. At the same time, the movement of the first drive rod (21) drives the first spring (23) to compress or stretch. At this time, the compressive force or tensile force of the first spring (23) is transmitted to the detection end of the first pressure detector (24), and the first pressure detector (24) detects a specific value. The deflection and deflection direction of the rail (2) can be known through the value detected by the first pressure detector (24). The specific deflection angle of the rail (2) can be known by combining the value detected by the first pressure detector (24) with Hooke's law and the circle formula. When the value detected by the first pressure detector (24) is zero, it means that the rail (2) has not deflected. S4: When the two steel rails (2) do not change in width, the two infrared distance sensors (29) respectively detect through the detection plate (28) that the steel rails (2) do not change in width; when the two steel rails (2) change in width, the two infrared distance sensors (29) respectively detect through the detection plate (28) the sliding distance of the sliding plate (16) inside the sliding groove (44), thereby accurately detecting the width deviation of the two steel rails (2); S5: When the two steel rails (2) are displaced in distance and deflected due to settlement, the two detection sleeves (5) gradually move away from or close to each other, and the two detection sleeves (5) rotate, the sliding plate (16) moves to drive the arc-shaped telescopic plate (31) to extend or contract, and at the same time, the second driving rod (26) moves to drive the second spring (33) to compress or stretch, and the second pressure detector (34) detects a specific value. The specific value detected by the second pressure detector (34) and Hooke's law can be used to know the width deviation of the working surface of the two steel rails (2), thereby further improving the detection accuracy; S6: When the two rails (2) are in a non-parallel state, the detection sleeve (5) rotates, and the rotation of the detection sleeve (5) drives the settlement detection frame (17) to rotate. The rotation of the settlement detection frame (17) drives the arc block (32) to slide inside the arc groove (30). At this time, the deflection angle of the rail (2) in the non-parallel state can be detected by the angle sensor.

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