Bridge ballastless track monitoring system

Abstract

The invention relates to the field of ballastless track monitoring, and particularly discloses a bridge ballastless track monitoring system which comprises a static and dynamic testing unit, a fiber bragg grating temperature testing unit and a relative displacement testing unit. The static and dynamic testing unit comprises an intelligent rib and an optical fiber patch strain sensor, the intelligent rib is arranged in the roadbed slab, and the optical fiber patch strain sensor is arranged on the base plate and between the base plate and the bridge; the fiber bragg grating temperature testing unit comprises an optical fiber temperature sensor; the optical fiber temperature sensor is arranged in the roadbed slab; the relative displacement testing unit comprises a mounting round hole, an induction iron plate and a non-contact displacement sensor, the induction iron plate is arranged on the roadbed slab, the induction iron plate is pre-buried in the roadbed slab and located between the two sleepers, and the non-contact displacement sensor is arranged on the mounting round hole and the induction iron plate. The invention aims to provide a bridge ballastless track monitoring system to solve the technical problem of how to automatically monitor.

Description

Technical Field

[0001] The invention relates to the field of ballastless track monitoring, and in particular discloses a bridge ballastless track monitoring system. Background Art

[0002] Ballastless track generally includes structures such as roadbed plate, base plate and sleeper. Ballastless track is widely used due to its good smoothness, good stability, long service life and good durability. For example, Taiping Lake Bridge, the main bridge of Taiping Lake Bridge is a seamless double-track bridge with a temperature span of 394 meters, which is the largest temperature span of domestic high-speed railways. CRTS I type double-block ballastless track is laid on the main line bridge of the whole bridge and a track temperature regulator is set. The main bridge is located on a longitudinal slope of 1‰ in both directions, and the slope change point is located in the middle of the main span. The plane of the main bridge is located on a straight line with a line spacing of 5.0m. Compared with highway bridges, the high speed, high comfort and high safety requirements of railways put forward more stringent requirements on bridge structures. The basic characteristics of high-speed railways are heavy loads and high-speed operation, so the bridge structure must have sufficient bearing capacity, sufficient stiffness, good dynamic characteristics, and should also have good wind resistance and earthquake resistance. High-speed driving causes the bridge's dynamic response to be particularly significant. Once the bridge is diseased or the structure is damaged, the structure is prone to large vibrations, which reduces the train's riding comfort and even endangers high-speed driving safety. At the same time, the low-tower cable-stayed bridge is a highly statically indeterminate structure. Affected by temperature and external loads, the internal force and linear shape of the bridge vary greatly. Therefore, it is necessary to monitor the main bridge of the Taiping Lake Bridge during operation to provide a real-time basis for the operation and management of the bridge.

[0003] After a bridge is built and put into operation, its working condition depends to a certain extent on the level of maintenance and management. The maintenance of a bridge is inseparable from advanced maintenance technology and scientific and technological means, and more importantly, advanced scientific management.

[0004] At present, the maintenance and management of bridges in the operation stage mainly rely on manual inspection, which is not standardized, comprehensive and timely. At the same time, Taiping Lake Bridge is a high-speed railway bridge, which adopts a fully enclosed driving mode. Manual inspection can only be carried out at the railway "window point", with short inspection time and low efficiency. Summary of the invention

[0005] In view of this, an object of the present invention is to provide a bridge ballastless track monitoring system to solve the technical problem of how to automatically monitor.

[0006] In order to achieve the above object, the present invention provides the following technical solutions: A bridge ballastless track monitoring system includes a static and dynamic test unit, a fiber grating temperature test unit and a relative displacement test unit; the static and dynamic test unit includes an intelligent rib and an optical fiber patch strain sensor, the intelligent rib is arranged inside the roadbed plate, and the optical fiber patch strain sensor is arranged between the base plate and the bridge; the fiber grating temperature test unit includes an optical fiber temperature sensor, and the optical fiber temperature sensor is arranged inside the roadbed plate; the relative displacement test unit includes a mounting circular hole, an induction iron plate and a non-contact displacement sensor, the induction iron plate is arranged on the roadbed plate, the induction iron plate is pre-buried inside the roadbed plate and located between two sleepers, and the non-contact displacement sensor is arranged on the mounting circular hole and the induction iron plate. In this scheme, an intelligent rib is arranged inside the roadbed plate, and the existing optical fiber intelligent rib can be detected by itself to measure the deformation degree of the intelligent rib, so as to judge the deformation degree of the roadbed plate. The optical fiber patch strain sensor is arranged on the base plate and between the base plate and the bridge to compare the vertical dynamic test of the large-span ballastless track. The optical fiber temperature sensor can monitor the temperature of the roadbed plate at different heights. Non-contact displacement sensors are mainly used to monitor the displacement of rail-road bed plate and road bed plate-bridge.

[0007] Optionally, five smart bars are provided, and FRP-OF smart bars are used; four of the smart bars are provided at the bottom of the track bed plate, two of the four smart bars are arranged on opposite sides of two sleepers, the third smart bar is arranged in parallel at the side end of the track bed plate, the fourth smart bar is vertically aligned with the other three smart bars, and the last smart bar is in the same vertical position as the fourth smart bar and is located at the bottom of the sleeper. In this solution, the smart bars can monitor the deformation of the track bed plate from both the horizontal and vertical dimensions, and two of the smart bars are provided below the sleepers, which are the main stress points and can monitor the bottom conditions below the sleepers on the track bed plate. The other two smart bars are crisscrossed and arranged on the sides of the sleepers and the track bed plate to monitor the overall condition of the track bed plate, and the last smart bar is provided below the sleepers to monitor the conditions of the upper part of the track bed plate.

[0008] Optionally, four optical fiber patch strain sensors are arranged on the surface of the base plate, three of which are arranged below one side of the sleeper and the other is arranged on the other side of the sleeper; optical fiber patch strain sensors are arranged on the four corners between the base plate and the bridge. The optical fiber patch strain sensors are used to test the mutual left and right and adaptability between the base and the bridge.

[0009] Optionally, the mounting circular holes are arranged on the left and right side surfaces and the front and rear end surfaces of the track bed plate.

[0010] Optionally, the non-contact displacement sensor is fixed on the track bed plate through the mounting circular hole, and the non-contact displacement sensor cooperates with the sensing iron plate to detect displacement changes.

[0011] Optionally, the non-contact displacement sensor includes a laser base, a laser and a vibration sensor, the laser base includes a C-shaped mounting plate and a double-layer platform, the lower end of the mounting plate is formed with a circular hole and an integrally formed hollow cylindrical isolation tube, the isolation tube is aligned with the circular hole, the double-layer platform is arranged at the upper end of the mounting plate, the upper end of the double-layer platform is used to install the vibration sensor, and the lower end of the double-layer platform is used to install the laser.

[0012] Optionally, a spherical mounting shell is disposed on the double-layer platform, a universal roller ball is disposed inside the mounting shell, a mounting plate is disposed at the lower end of the universal roller ball, and the laser is disposed on the mounting plate.

[0013] Optionally, when the vibration sensor detects the occurrence of vibration, the static and dynamic test unit, the fiber grating temperature test unit and the relative displacement test unit all stop testing.

[0014] The working principle and beneficial effects of this solution are: In this scheme, various sensors are installed inside and outside the roadbed to comprehensively monitor the stress and deformation of the roadbed. Through various sensors, an operation monitoring system can be established to continuously obtain the status information of key parts of the bridge structure in real time. The automatic evaluation system is used for online analysis and evaluation, and combined with manual inspection methods, it can timely discover the hidden dangers of bridge diseases, send warnings to management personnel through text messages, calls, etc., take treatment measures in advance, effectively prevent catastrophic accidents such as collapse, and ensure the safety of bridge operations. At the same time, the specific information collected evaluates the status and safety of the bridge, provides managers with the focus of bridge maintenance management, can scientifically guide engineering decisions, implement effective maintenance, repair and reinforcement work, save a lot of later maintenance costs, and improve the level of bridge maintenance management.

[0015] The detection methods of the fiber optic patch strain sensor, fiber optic temperature sensor and smart tendon in this scheme are relatively simple. The detection errors caused by vehicles and high-speed trains can also be reduced by optimizing the detection system. However, the detection structure of the non-contact displacement sensor will change due to its position change, and the error cannot be eliminated through system optimization. Therefore, a laser base is provided in this scheme, and a vibration sensor and a universal ball are provided on the laser base. The vibration sensor can detect whether there is a high-speed train running on the track, and the universal ball can ensure that the laser is always in a vertical state. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the intelligent reinforcement arrangement; Figure 2 This is a schematic diagram of the layout of the optical fiber temperature sensor; Figure 3This is a schematic diagram of the installation of the circular hole and the induction iron plate; Figure 4 It is a structural schematic diagram of a non-contact displacement sensor.

[0017] The markings in the attached drawing are as follows: track bed plate 1, intelligent rib 2, optical fiber temperature sensor 3, mounting circular hole 4, induction iron plate 5, mounting sheet 6, isolation tube 7, double-layer platform 8, vibration sensor 9, mounting shell 10, universal ball 11, laser 12. DETAILED DESCRIPTION

[0018] The following is further described in detail through specific implementation methods: Example A bridge ballastless track monitoring system, combined with Figure 1-Figure 4 As shown, it includes a static and dynamic test unit, a fiber grating temperature test unit and a relative displacement test unit.

[0019] The static and dynamic test unit includes smart tendons 2 and optical fiber patch strain sensors. Five smart tendons 2 are provided, and FRP-OF smart tendons 2 are used. The length of smart tendons 2 is 2300mm. Smart tendons 2 are provided inside the roadbed slab 1, of which four smart tendons 2 are provided at the bottom of the roadbed slab 1, two of the four smart tendons 2 are arranged on the opposite sides of two sleepers, the third smart tendon 2 is arranged in parallel at the side end of the roadbed slab 1, the fourth smart tendon 2 is vertically aligned with the other three smart tendons 2, and the last smart tendon 2 is at the same vertical position as the fourth smart tendon 2 and is located at the bottom of the sleeper. Optical fiber patch strain sensors are provided on the base plate and between the base plate and the bridge. Four optical fiber patch strain sensors are provided on the surface of the base plate, three of which are provided below one side of the sleeper, and the other is provided on the other side of the sleeper; optical fiber patch strain sensors are provided at the four corners between the base plate and the bridge.

[0020] The fiber grating temperature testing unit includes a fiber optic temperature sensor 3, which is arranged inside the track bed plate 1; a total of 12 fiber optic temperature sensors 3 are arranged, with four in each group, and a group of fiber optic temperature sensors 3 are arranged vertically, and three groups of fiber optic temperature sensors 3 are respectively arranged on both sides of two sleepers and between two sleepers.

[0021] The relative displacement test unit includes a mounting circular hole 4, an inductive iron plate 5 and a non-contact displacement sensor. The inductive iron plate 5 is arranged on the ballast plate 1, which is pre-buried inside the ballast plate 1 and located between two sleepers. The mounting circular hole 4 is arranged on the left and right sides and the front and rear end faces of the ballast plate 1, and the non-contact displacement sensor is arranged on the mounting circular hole 4 and the inductive iron plate 5. The diameter of the mounting circular hole 4 is about 5mm (determined according to the diameter of the general expansion bolt), and the spacing between the two holes is 50mm; the size of the inductive iron plate 5 is: 90mm*100mm*6mm. Next to the position of the inductive iron plate 5, a small pipe is led from the top of the ballast plate 1 to the side where the ballast plate 1 and the base plate meet, which is convenient for the later sensor routing, and the diameter is 8mm. The non-contact displacement sensor is fixed on the ballast plate 1 through the mounting circular hole 4, and the non-contact displacement sensor cooperates with the inductive iron plate 5 to detect the displacement change.

[0022] The non-contact displacement sensor includes a laser base, a laser 12 and a vibration sensor 9. The laser base includes a C-shaped mounting plate 6 and a double-layer platform 8. The lower end of the mounting plate 6 is formed with a circular hole and an integrally formed hollow cylindrical isolation tube 7, and the isolation tube 7 is aligned with the circular hole. The lower layer of the double-layer platform 8 is fixedly set on the upper end of the mounting plate 6, the upper layer of the double-layer platform 8 is used to install the vibration sensor 9, and the lower end of the double-layer platform 8 is used to install the laser 12. The lower layer of the double-layer platform 8 is provided with a spherical mounting shell 10, and a universal ball 11 is arranged in the mounting shell 10. The lower end of the universal ball 11 is fixedly provided with a mounting plate, and the laser 12 is arranged on the mounting plate.

[0023] When implementing: This embodiment is mainly used for real-time monitoring of static force, relative displacement and temperature during the operation of ballastless track. After all test units are installed, the system starts to run. During the monitoring process, if the vibration sensor 9 detects vibration of the ballastless track, it means that there may be vehicles or trains running on the track. At this time, the monitored data may have errors, so several test units need to stop testing at this time. If there are special circumstances that require testing under dynamic conditions, this function can also be turned off.

[0024] In this embodiment, a non-contact displacement sensor and a sensing iron plate 5 are provided. A mounting shell 10 and a universal ball 11 are provided on the non-contact displacement sensor. A laser 12 is provided at the lower part of the universal ball 11. Since the universal ball 11 can rotate in all directions in the mounting shell 10, it can maintain a vertical state for a long time under the action of gravity. After the laser base itself is deformed or the track bed plate 1 is deformed, the laser 12 can still maintain a vertical state, ensuring that there will be no error in the detection of the laser 12.

[0025] The above is only an embodiment of the present invention, and the common knowledge such as the known specific structure and characteristics in the scheme is not described in detail here. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the structure of the present invention, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicality of the present invention.

Claims

1. A bridge ballastless track monitoring system, characterized in that: It includes a static and dynamic test unit, a fiber grating temperature test unit and a relative displacement test unit; the static and dynamic test unit includes intelligent tendons and fiber patch strain sensors, the intelligent tendons are arranged inside the roadbed plate, and the fiber patch strain sensors are arranged on the base plate and between the base plate and the bridge; the fiber grating temperature test unit includes an optical fiber temperature sensor, and the optical fiber temperature sensor is arranged inside the roadbed plate; the relative displacement test unit includes a mounting circular hole, an induction iron plate and a non-contact displacement sensor, the induction iron plate is arranged on the roadbed plate, the induction iron plate is pre-buried inside the roadbed plate and located between two sleepers, and the non-contact displacement sensor is arranged on the mounting circular hole and the induction iron plate.

2. The bridge ballastless track monitoring system according to claim 1, characterized in that: There are five smart tendons, and FRP-OF smart tendons are used; four of the smart tendons are arranged at the bottom of the track bed plate, two of the four smart tendons are arranged on opposite sides of two sleepers, the third smart tendon is arranged in parallel at the side end of the track bed plate, the fourth smart tendon is vertically aligned with the other three smart tendons, and the last smart tendon has the same vertical position as the fourth smart tendon and is located at the bottom of the sleeper.

3. The bridge ballastless track monitoring system according to claim 2, characterized in that: Four optical fiber patch strain sensors are arranged on the surface of the base plate, three of which are arranged below one side of the sleeper, and the other is arranged on the other side of the sleeper; optical fiber patch strain sensors are respectively arranged on the four corners between the base plate and the bridge.

4. The bridge ballastless track monitoring system according to claim 3 is characterized in that: The mounting circular holes are arranged on the left and right side surfaces and the front and rear end surfaces of the track bed plate.

5. The bridge ballastless track monitoring system according to claim 4, characterized in that: The non-contact displacement sensor is fixed on the track bed plate through the mounting circular hole, and the non-contact displacement sensor cooperates with the induction iron plate to detect displacement changes.

6. The bridge ballastless track monitoring system according to claim 5, characterized in that: The non-contact displacement sensor includes a laser base, a laser and a vibration sensor. The laser base includes a C-shaped mounting plate and a double-layer platform. A circular hole and an integrally formed hollow cylindrical isolation tube are formed at the lower end of the mounting plate. The isolation tube is aligned with the circular hole. The double-layer platform is arranged at the upper end of the mounting plate. The upper end of the double-layer platform is used to install the vibration sensor, and the lower end of the double-layer platform is used to install the laser.

7. The bridge ballastless track monitoring system according to claim 6, characterized in that: A spherical mounting shell is arranged on the double-layer platform, a universal roller ball is arranged inside the mounting shell, a mounting plate is arranged at the lower end of the universal roller ball, and the laser is arranged on the mounting plate.

8. The bridge ballastless track monitoring system according to claim 7, characterized in that: When the vibration sensor detects the occurrence of vibration, the static and dynamic test unit, the fiber grating temperature test unit and the relative displacement test unit all stop testing.

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