Rail direction and height detection method and rail detection device

Abstract

The invention provides a track direction and height detection method and a track detection device.The track direction and height detection method comprises the steps of data acquisition, device track acquisition, compensation value acquisition, real track acquisition and track direction and height data acquisition, angular velocity data is acquired through a gyroscope, angle data is acquired through an inclinometer, and the angular velocity data is acquired through an angle sensor; the contour data of the two steel rails are collected through the line laser sensor, and the mileage data are collected through the mileage detector, so that the three-dimensional track coordinates of the track detection device can be obtained based on the angular velocity data, the angle data and the mileage data; then, based on the high-precision line laser contour data, obtaining a feature point coordinate at a specified position on the inner side of the steel rail as a rail direction compensation value, and compensating a three-dimensional track coordinate of the device by using the feature point coordinate, so as to obtain a real track coordinate at the specified position on the inner side of the steel rail along the x direction and the top surface of the steel rail along the z direction; and accurate rail direction and height data can be calculated.

Description

Technical Field

[0001] The present invention belongs to the technical field of track detection, and in particular relates to a track direction and height detection method and a track detection device. Background Art

[0002] Track geometry is an important indicator for measuring the quality and operational safety of railway lines, and is directly related to the smoothness, comfort and driving safety of trains. Track geometry mainly includes parameters such as track direction, height, gauge, level and twist. These parameters together reflect the spatial state and structural integrity of the track, and affect the maintenance management and fault diagnosis of the line.

[0003] Among them, the track direction data is one of the important parameters for measuring the geometric state of railway tracks, which directly affects the smoothness and safety of train operation. Poor track direction data may lead to increased vibration of train operation, abnormal wear of wheel-rail contact, and even cause serious safety accidents such as train derailment. Similar to the track direction, the height data is another important parameter reflecting the geometric state of the track. The height describes the unevenness of the top surface of the track rail in the vertical direction. Poor track height will not only increase train vibration, but also cause increased wheel-rail impact force, leading to accelerated aging of basic designs such as rails and roadbeds, affecting train ride comfort and operational safety. Accurate track direction and height data can help railway operating departments detect track diseases early and optimize maintenance plans, thereby improving the service quality and service life of the line. Therefore, accurate measurement of the track direction and height data is of vital importance for track line maintenance, disease warning and operational safety.

[0004] With the rapid development of high-speed and heavy-duty railways, the speed and load of trains have increased significantly, and the requirements for the accuracy of track geometry are becoming higher and higher. At the same time, the time for track inspection and maintenance is very limited. The traditional method of manual inspection can no longer meet the current needs of efficient railway operation and precise maintenance. Therefore, track geometry inspection is gradually developing towards high precision, automation and real-time, and special inspection equipment such as track inspection instruments and track inspection vehicles are widely used.

[0005] At present, track gauges are widely used in railway inspection and maintenance as the core equipment for track direction and height measurement. Existing track direction measurement technologies mainly include inertial method, chord measurement method and trajectory method. These track direction measurement technologies have their own limitations and shortcomings.

[0006] The inertial method is widely used on large track inspection vehicles, relying on inertial reference to achieve track direction measurement. The measurement accuracy of the inertial method is easily affected by vehicle speed, and the drift error of the inertial reference requires complex algorithm correction. The equipment cost is high, making it difficult to promote and use in small and medium-sized track inspection equipment.

[0007] The chord measurement method measures the track direction by arranging three equal chords. It is widely used in track inspection instruments currently on the market, especially the improved chord measurement method of "using the small to infer the large". The fixed side wheels and spring side wheels of the track inspection instrument are tightened to the inside of the rail, and the gyroscope is used to record the angle change at a certain distance to calculate the basic chord-track direction value of the rail on one side. The track direction value of the rail on the other side is inferred by the basic chord-track direction value and the track gauge. The accuracy of the chord measurement method is easily affected by track structures such as rail joints, and there are measurement blind spots in complex areas such as the point rail, heart rail, and fat edge of the rail. In addition, the inferred track direction value of the rail on the other side is less accurate.

[0008] The trajectory method combines the angular velocity data of the gyroscope with the real-time position data of the displacement encoder to further calculate the track direction by inferring the driving trajectory of the track inspection instrument. As a contact measurement technology, the trajectory method is also limited by the track surface structure and performs poorly in complex areas such as the point rail and the center rail.

[0009] As mentioned above, the existing track direction measurement technology still has significant limitations in measurement accuracy, operating efficiency and adaptability in complex track scenarios. Summary of the invention

[0010] The present invention is made to solve the above problems, and aims to provide a non-contact rail direction and height detection method which is more stable, has better detection accuracy and adaptability in complex rail scenes. The present invention adopts the following technical solutions:

[0011] The present invention provides a method for detecting the track direction and height of a track. The method has such a technical feature that it comprises the following steps: a data acquisition step, in which data of the track is acquired by a track detection device, wherein the angular velocity data of the device is acquired by the gyroscope of the device, the angle data of the device is acquired by the inclinometer of the device, a plurality of line laser sensors of the device correspond to two rails of the track respectively, the contour data of the track is acquired by the line laser sensor, and the mileage data of the device moving along the track is acquired by the mileage detector of the device; a device trajectory acquisition step, in which the three-dimensional trajectory coordinates of the device are acquired based on the angular velocity data, the angle data and the mileage data, and then the three-dimensional trajectory coordinates of the rails on both sides are acquired; a compensation value acquisition step, in which the three-dimensional data of the two rails are acquired based on the contour data and the mileage data, and the coordinate values ​​of a plurality of feature points at the designated positions on the inner side of the rails are extracted therefrom as compensation values; a real trajectory acquisition step, in which the three-dimensional trajectory coordinates of the device are compensated by the track direction compensation value, and the real trajectory information at the designated positions on the inner side of the rail and the top surface is acquired; a track direction and height acquisition step, in which the track direction data and height data of the track are calculated based on the real trajectory information.

[0012] The track direction and height detection method provided by the present invention may also have such a technical feature, before the data collection step, it also includes: a preparation step, calibrating the inclinometer, jointly calibrating the multiple line laser sensors to obtain calibration parameters, and time synchronization of the gyroscope, the inclinometer, the multiple line laser sensors and the mileage detector, wherein the relative positions of the multiple line laser sensors enable them to obtain the contour data of the same cross-section of the track, and the calibration parameters are used to integrate the contour data measured by the multiple line laser sensors into a unified coordinate space, and obtain the correspondence between the contour data and the actual physical scale.

[0013] The track direction and height detection method provided by the present invention may also have such a technical feature, wherein the compensation value acquisition step includes the following sub-steps: generating three-dimensional point cloud data of the two rail areas based on multiple frames of the contour data, the mileage data and the calibration parameters; extracting the three-dimensional point cloud data of the two rails from the three-dimensional point cloud data of the rail area; extracting the coordinate values ​​of each feature point on the inner side of the two rails 16 mm below the top surface of the two rails from the three-dimensional point cloud data of the two rails; and obtaining the compensation value based on the coordinate values ​​of each feature point.

[0014] The track direction and height detection method provided by the present invention may also have such a technical feature, wherein the x-axis coordinate value of each of the feature points is obtained as the track direction compensation value, and the z-axis coordinate value of each of the feature points is obtained as the height compensation value. In the real trajectory acquisition step, the x-axis coordinate values ​​of the corresponding feature points are used to compensate and correct the x-axis coordinate values ​​in the three-dimensional trajectory coordinates of the two rails, thereby obtaining the real x-direction trajectory of the inner side of the rails 16 mm below the track surface of the two rails; the z-axis coordinate values ​​of the corresponding feature points are used to compensate and correct the z-axis coordinate values ​​in the three-dimensional trajectory coordinates of one of the rails used as the reference, thereby obtaining the real z-direction trajectory of the track surface of the rail, and then the z-axis coordinate values ​​in the three-dimensional trajectory coordinates of the other rail are compensated and corrected based on the real z-direction trajectory of the rail and the horizontal value of the corresponding position, thereby obtaining the real z-direction trajectory of the track surface of the two rails.

[0015] The track direction and height detection method provided by the present invention may also have such a technical feature, wherein the coordinate value of the feature point is extracted in the following manner: according to the standard elevation data of the rail, the three-dimensional point cloud data of the rail head is extracted from the three-dimensional point cloud data of the rail; based on the three-dimensional point cloud data of the rail head, the RANSAC algorithm is used to fit the top surface of the rail and the inner side surface of the rail head respectively to obtain corresponding fitting surfaces; the coordinates of the center point of the fitting surface of the top surface of the rail are calculated as the coordinates of the highest point of the top surface of the rail; based on the coordinates of the highest point of the top surface of the rail, the coordinates of the feature point 16 mm below the highest point of the top surface of the rail are extracted from the fitting surface of the inner side surface of the rail head.

[0016] The track direction and height detection method provided by the present invention may also have such technical features, and before the data collection step, it also includes: a zero bias acquisition step, wherein the track detection device is placed on the track for a predetermined time, and static data is collected by the gyroscope, and the zero bias of the gyroscope is calculated based on the data; in the device trajectory acquisition step, the angular velocity data is also corrected according to the zero bias.

[0017] The track direction and height detection method provided by the present invention may also have such a technical feature, wherein the device trajectory acquisition step includes the following sub-steps: performing zero bias correction on the angular velocity data based on the zero bias to obtain angular velocity correction data, including a heading angular velocity correction value and a pitch angular velocity correction value; integrating the heading angular velocity correction value and the pitch angular velocity correction value according to the sampling frequency of the gyroscope to obtain a heading angle change and a pitch angle change, respectively; correcting the heading angle change and the pitch angle change based on the corresponding angle value of the inclinometer to obtain a heading angle correction change and a pitch angle correction change; accumulating the heading angle correction change and the pitch angle correction change corresponding to each sampling to obtain heading angle data and pitch angle data that change with mileage; and calculating the three-dimensional trajectory coordinates of the track detection device moving along the track by a trajectory method based on the heading angle data, the pitch angle data and the mileage data.

[0018] The track direction and height detection method provided by the present invention may also have such a technical feature, wherein, in the track direction data acquisition step, according to the line properties of the detection area (such as conventional railway or high-speed railway) and the track geometry (such as a straight line or a curve), an appropriate chord length is selected and the coordinates of the starting point, the end point and the midpoint are extracted from the real trajectory information according to the selected chord length, and according to the coordinates of the three points and the three-point calculation formula, the vertical distance from the midpoint to the line connecting the starting point and the end point is calculated as the track direction value.

[0019] The present invention provides a track detection device, which has the following technical features: a device body, which is provided with an inclinometer and two or more line laser sensors, wherein the inclinometer is used to obtain the roll angle data of the device body, and the multiple line laser sensors respectively correspond to two rails of the track and are used to obtain the contour data of the track; a moving mechanism, which is used to enable the device body to move along the track, including multiple running wheels connected to the device body and mileage detectors arranged on one or more of the running wheels, which are used to obtain the mileage data of the running wheels moving along the rails; and a data calculation and analyzer, which is used to perform calculations and analyses based on the roll angle data, the contour data and the mileage data to obtain a track detection result, which at least includes the track direction data of the track, wherein the data calculation and analyzer adopts the above-mentioned track direction and height detection method to obtain the track direction data.

[0020] The track detection device provided by the present invention may also have such technical features, wherein the track detection device is also used to detect the turnout area, there are four running wheels, and the moving mechanism also includes multiple side wheels for laterally limiting the device body, and the side wheels are all fixed side wheels.

[0021] Functions and Effects of the Invention

[0022] The track direction and height detection method and track detection device provided by the present invention include a data acquisition step, a device trajectory acquisition step, a compensation value acquisition step, a real trajectory acquisition step, and a track direction data acquisition step, wherein angular velocity data is acquired by a gyroscope, angle data is acquired by an inclinometer, contour data of two rails is acquired by a line laser sensor, and mileage data is acquired by a mileage detector, so that the three-dimensional trajectory coordinates of the track detection device can be obtained based on the angular velocity data, angle data and mileage data, and then the feature point coordinates at a specified position on the inner side of the rail are obtained based on the high-precision line laser contour data as a compensation value, and the feature point coordinates are used to compensate the three-dimensional trajectory coordinates of the device, so as to obtain the real trajectory coordinates at the specified position on the inner side of the rail and the top surface along the track direction, and then the accurate track direction data and height data can be calculated.

[0023] As described above, the method and device of the present invention make full use of the multi-sensor data carried by the track detection device, and realize non-contact high-precision track direction and height detection through multi-source data fusion. Compared with the measurement method based on high-cost and high-precision inertial navigation modules used on large track detection vehicles, the method of the present invention significantly reduces the hardware requirements and greatly reduces the equipment cost and maintenance costs of the track detection device. And unlike the characteristics of the inertial navigation module that needs to rely on a high-speed environment, the method of the present invention supports high-precision trajectory fitting and track direction measurement under low-speed conditions, which is particularly suitable for small track detection devices or track detection needs in low-speed scenarios, further broadening the scope of application. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a flow chart of a method for detecting track direction and height in Embodiment 1 of the present invention;

[0025] Figure 2 is a flowchart of step S4 in embodiment 1 of the present invention;

[0026] Figure 3 This is a flowchart of step S5 in the first embodiment of the present invention.

[0027] Figure 4 is a three-dimensional diagram of a track detection device in Embodiment 1 of the present invention;

[0028] Figure 5 is a schematic diagram of the distribution of detection components in the track detection device in the first embodiment of the present invention;

[0029] Figure 6 yes Figure 4 An enlarged view of the portion within the middle frame A;

[0030] Figure 7 This is a flow chart of obtaining the level value in step S7 in the second embodiment of the present invention.

[0031] Reference numerals:

[0032] Track detection device 100; device body 10; main unit 11; unit housing 112; shading assembly 113; shading plate 1131; line laser sensors 1411a~1141c; inclinometer 1142; moving mechanism 20; wheel frame 21; running wheel assembly 22; running wheel 222; auxiliary cone wheel 223; fixed side wheel assembly 23; detector assembly 25; pushing mechanism 30; rail (basic rail) 9; pointed rail 8. DETAILED DESCRIPTION

[0033] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the track direction and height detection method and track detection device of the present invention are specifically described below in combination with embodiments and drawings.

[0034] <Example 1>

[0035] The present invention provides a method for detecting the track direction and height of a track and a track detection device, which are used to detect the track direction data of the track. The track direction refers to the projection of the center line of the line on the horizontal plane, that is, whether the straight track is straight and whether the curved track is round. When detecting the track direction, the measurement is performed on the inner side of the rail (the inner side of the rail head) 16 mm below the highest point of the top surface of the rail.

[0036] The track inspection vehicle is a hand-pushed track inspection device that can be placed on the track and moved along the track under the push of the inspection personnel, moving at a relatively low speed and collecting a variety of track data during the movement. The method of this embodiment requires that at least one inertial sensing unit (single-axis gyroscope), two line laser sensors and one mileage detector (mileage encoder) are provided on the track inspection vehicle. To facilitate the description of the method of this embodiment, a track inspection device will be exemplarily shown below.

[0037] Figure 4 is a three-dimensional diagram of the track detection device in this embodiment, Figure 5 It is a schematic diagram of the distribution of internal detection components of the track detection device in this embodiment.

[0038] like Figure 4 and Figure 5 As shown, the track detection device 100 is an H-type comprehensive track detection device (detection vehicle), which includes a device body 10, a moving mechanism 20, and a pushing mechanism 30.

[0039] The device body 10 is roughly in the shape of a long rectangular parallelepiped as a whole, and includes two main units 11. Each main unit 11 is also roughly in the shape of a rectangular parallelepiped, including a unit frame, a unit shell 112, a shading component 113, and a plurality of detection components. The unit frame is a metal part and has a triangular grid structure. The unit shell 112 covers the three side surfaces and the top surface of the unit frame, and the two main units 11 are connected to each other on the side that is not covered. The shading component 113 includes a plurality of shading plates 1131 that are roughly in the shape of rounded rectangular plates, which are respectively installed under the three side surfaces of the unit shell 112 and are slightly inclined outward from the unit shell 112. In an alternative embodiment, the shading component can also be in the shape of a skirt with an opening on one side, and the shape is roughly the shape formed by connecting the gaps between the three shading plates 1131 in the figure.

[0040] Multiple detection components are fixed in the unit frame through corresponding mounting parts, that is, placed in the unit housing 112. The detection components of one main unit 11 include three line laser sensors 1411a~1141c; the detection components of another main unit 11 include three line laser sensors 1411a~1141c, an inclinometer 1142, a track gyroscope 1143, and a height gyroscope 1144. Figure 3 As shown, in a main unit 11, three line laser sensors are arranged near the top of the main unit 11, wherein the line laser sensor 1411a is fixed at the outer end of the unit main body 11 in the length direction and is arranged obliquely, the line laser sensor 1411b is fixed at the middle of the unit main body 11 in the length direction and is arranged obliquely, and the inclination angle is smaller than that of the line laser sensor 1141a, and the line laser sensor 1141c is fixed at the inner end of the unit main body 11 in the length direction and is arranged obliquely, and the inclination direction is different from that of the other two line laser sensors. When the device is placed on the track, the line laser sensor 1411a is inclined toward the outside of the rail and can cover part of the outer side and part of the top surface of the rail, the line laser sensor 1411b is slightly inclined toward the top surface of the rail and can completely cover the top surface and part of the inner side surface of the rail, and the line laser sensor 1141c is inclined toward the inside of the rail and can basically completely cover the top surface and part of the inner side surface of the rail.

[0041] The three line laser sensors in the other main unit 11 are arranged similarly, the only difference being that the line laser sensors in the two main units 11 are arranged in mirror symmetry along the center line of the device body 10. The inclinometer 1142 is fixed in the lower part of one of the main units 11 and is located at the inner end of the main unit 11 in the length direction and in the middle of the entire device body 10.

[0042] The track gyroscope 1143 is installed horizontally in the main unit 11 and its axis is consistent with the height direction of the main unit 11. The height gyroscope 1144 is installed vertically in the main unit 11 and its axis is consistent with the length direction of the main unit 11, that is, the axis of each gyroscope is perpendicular. For example, the support of the running wheel has a square column-shaped beam, which passes through the main unit 11 and is fixed to the main unit 11. The two gyroscopes can be fixed on the upper surface and one side of the beam respectively. The track gyroscope 1143 is used to measure the lateral unevenness of the track in the horizontal direction, reflecting the change of the heading angle of the track. The height gyroscope 1144 is used to measure the height unevenness of the track in the vertical direction, reflecting the change of the pitch angle of the track.

[0043] In this embodiment, the line laser sensors are all high-precision line laser scanners, and the gyroscopes are high-precision fiber optic gyroscopes.

[0044] The shading component 113 is used to block external light to reduce the impact of changes in external ambient light on the line laser sensor, and the brightness of the collected contour data is more uniform and there are fewer missing points.

[0045] In order to cover a variety of inspection items, the comprehensive track inspection device of this embodiment is provided with three line laser sensors in each main unit. If it is a device only used to measure horizontal parameters or a device covering a small number of items, only one or two of them may be provided. At least one is required, and the line laser projected by the line laser sensor needs to be able to cover or roughly cover the top surface of one side of the rail and the inner surface of the rail head. For example, it can be the above-mentioned line laser sensor 1141c.

[0046] Figure 6 yes Figure 4 Enlarged view of the portion within frame A.

[0047] like Figure 4 and Figure 6 As shown, the mobile mechanism 20 includes two wheel frames 21, four walking wheel assemblies 22, four fixed side wheel assemblies 23, a floating connection assembly (not shown in the figure), and at least one detector assembly 25.

[0048] The wheel frame 21 is a metal frame, and its overall shape is similar to the top and two sides of a trapezoid, and it also has a triangular grid structure. Its two ends are semi-enclosed shell-shaped and have mounting holes for mounting the travel wheel assembly 22. A pair of square mounting holes are provided on the two opposing sides of the above-mentioned unit housing 112, and the middle section of the wheel frame 21 passes through the pair of mounting holes to be connected to the device body 10. The size of the square mounting hole on one of the unit housings 112 is slightly larger than the cross-sectional size of the middle part of the wheel frame 121. The wheel frame 21 passes through the mounting hole on the unit housing 112 and is connected to the main unit 11 through a floating connection assembly. It can rotate slightly along the length direction of the device body 10, and its rotation is limited by the mounting holes. With such a design, the four travel wheels can be kept in contact with the rails as much as possible in places where the track is uneven, so that the overall movement of the device is more stable.

[0049] The gyroscope 1143 is fixed on a wheel frame 21 that does not have a floating connection component and is directly connected to the device body.

[0050] Two running wheel assemblies 22 are respectively arranged on the two ends of the wheel frame 21. The running wheel assembly 22 includes a rotating shaft, a bearing shaft, a running wheel 222, and an auxiliary cone wheel 223. The running wheel 222 is rotatably arranged on the wheel frame 121 through the rotating shaft and the bearing shaft. The running wheel 222 is cylindrical and is used to contact the top surface of the rail; the auxiliary cone wheel 223 is in the shape of a truncated cone and is coaxially arranged on one side of the running wheel 222, and its large end faces the running wheel 222. When the device is placed on the track, the auxiliary cone wheel 223 is located on the outside of the rail, which is used to avoid and assist the stability of the device at the positions of the point rail, the heart rail, etc. when the device enters the turnout.

[0051] The relatively large shading plate 1131 in the shading assembly 113 extends obliquely from the lower end of the main shell to the end of the wheel frame 21 (above the running wheel), that is, the distance between the lower end of the shading plate 1311 and the rail is very small, so it can effectively block most of the external light.

[0052] The four fixed side wheel assemblies 123 are respectively arranged on the ends of the wheel frame 21 next to the four walking wheel assemblies 22. The fixed side wheel assemblies 123 include side wheel brackets extending downward from the ends of the wheel frame 21 and side wheels installed at the lower part of the side wheel brackets. When the device is placed on the track, the side wheels on both sides respectively abut against the inner side of the rail (16 mm below the highest point of the top surface), thereby laterally limiting the device.

[0053] The detector assembly 25 includes a detector housing and a mileage detector (mileage encoder). The detector housing is fixed to the outside of one end of the wheel frame 21 and is arranged corresponding to the running wheel 222. The mileage detector is installed in the housing and is coaxially arranged with the running wheel 222. When the running wheel 222 contacts the track and rolls along the track, the mileage detector can obtain corresponding mileage data.

[0054] The pushing mechanism 30 includes a T-shaped push rod and an angle adjustment assembly, and is used to allow the inspector to push the device.

[0055] In addition, the device also has an electronic control component, including a battery, a data collector, a data calculation analyzer (such as a laptop computer), etc.

[0056] In addition, it is necessary to explain that, considering the movement and detection needs of the device at the turnout, the device does not have spring side wheels, but only fixed side wheels. After modeling analysis and repeated test adjustments, a suitable installation position is designed for the four fixed side wheels so that the device can pass through the center rail area normally. The installation of spring side wheels will affect the walking and detection accuracy of the device at the turnout. The following are a few examples to illustrate this:

[0057] For example, due to the gap between the wing rail and the center rail, when passing through this position, the gap may cause the spring side wheel to lose support, causing the device to deviate or jam.

[0058] In the front area of ​​the heart rail, there is a certain height difference between the top surface of the base rail and the top surface of the heart rail. The spring side wheels may not be able to adapt to the change in height difference due to elastic force limitations, causing the overall center of gravity of the device to shift or jump, thus affecting the detection accuracy; it may also cause the overall instability of the device and make it unable to continue moving along the track.

[0059] The width of the tip of the heart rail gradually narrows. When the spring side wheels are used to press the track components on both sides, the spring side wheels or fixed side wheels may interfere with the track components near the gauge point, resulting in unstable walking and affecting the detection accuracy.

[0060] Since the tip of the heart rail is relatively sharp, the side wheels will not be in sufficient contact with the track. Therefore, the spring side wheels cannot apply uniform pressure when passing through the pointed rail part, causing the entire device to drift or misalign relative to the track, thereby affecting the detection accuracy.

[0061] In the discontinuous area where the point rail and the heart rail transition, the side wheels become suspended or lose support, causing the device to be unable to maintain a stable posture.

[0062] Therefore, the device of this embodiment does not have spring side wheels. The fixed side wheels at the installation position designed through modeling enable the device to move stably and smoothly in the turnout area, and the track direction data is compensated and corrected through algorithm design.

[0063] The method of this embodiment will be described in detail below in conjunction with the above device structure.

[0064] Figure 1 It is a flow chart of the track direction and height detection method in this embodiment.

[0065] like Figure 1 As shown, the method comprises the following steps:

[0066] Step S1 (preparation step), before starting data collection, calibrate the inclinometer, jointly calibrate multiple line laser sensors, and time synchronize the gyroscope, inclinometer, multiple line laser sensors and mileage detector.

[0067] Step S2 (zero bias acquisition step): before starting data collection, the track detection device is placed on the track for a certain period of time to collect gyroscope data in a static state and calculate the zero bias of the gyroscope.

[0068] Step S3 (data collection step), data collection is performed through the track detection device, the original angular velocity data of the device is obtained through the gyroscope, the angle data of the device is obtained through the inclinometer, the contour data of the track is obtained through the line laser sensor, and the mileage data of the device moving along the track is obtained through the mileage detector.

[0069] Step S4 (device trajectory acquisition step), corrects the angular velocity original data based on the calculated zero bias, and obtains the three-dimensional trajectory coordinate value of the device movement based on the angular velocity correction data, the angular velocity and the mileage data.

[0070] Step S5 (compensation value acquisition step), based on the original profile data and mileage data, obtain the three-dimensional data of the two rails, and extract the coordinate values ​​of multiple feature points at predetermined positions along the rail direction from the three-dimensional data as rail direction compensation values.

[0071] Step S6 (real trajectory acquisition step), using the coordinate values ​​of the feature points to compensate and correct the three-dimensional trajectory coordinate values, thereby obtaining the real trajectory information of the rail at the predetermined position along the track, wherein the real trajectory information includes the straight real trajectory at the predetermined position on the inner side of the rails on both sides and the top surface.

[0072] Step S7 (track direction and height data acquisition step), based on the real track information, the track direction value and height value of the track are calculated respectively.

[0073] The above steps will be described in detail below.

[0074] Step S1 (preparation step), before starting data collection, calibrate the inclinometer, jointly calibrate multiple line laser sensors, and time synchronize the gyroscope, inclinometer, multiple line laser sensors and mileage detector.

[0075] Among them, the inclinometer is calibrated on the calibration platform to obtain its installation error and calibration gain, which are used to correct the data measured by the subsequent inclinometer to improve the measurement accuracy.

[0076] Through design and careful adjustment of the installation positions of multiple line laser sensors, the line lasers they project can collect the contour data of the same cross-section of the track. The multiple line laser sensors are jointly calibrated using a calibration plate with multiple square columnar teeth and triangular pointed columnar teeth, so that the measured contour data can be subsequently integrated into a unified coordinate space, and the correspondence between the contour data measured by the line laser sensor and the actual physical scale can be obtained.

[0077] Time synchronization is the premise of multi-source sensor data fusion. It is used to ensure the synchronization of multi-sensor data collection, avoid error accumulation caused by asynchrony, and provide accurate basic data for subsequent horizontal value calculation. For example, multiple line laser sensors, inclinometers, gyroscopes, and mileage detectors can be connected to the same system-on-chip (such as the system-on-chip of the data collector). Before starting data collection, when starting the system-on-chip, or when sending corresponding instructions to it, the system-on-chip synchronizes the inclinometer, all line laser sensors, and mileage detectors through the local time and the timer value in the timer core. Subsequently, the inclinometer data, line laser sensor data, and mileage data at a cross section of the track can be obtained according to the corresponding timestamp.

[0078] In an alternative solution, a certain amount of time synchronization may also be performed during the data acquisition process to avoid error accumulation after continuous long-term detection. For example, the on-chip system initiates the time synchronization operation at a set time interval, or after the on-chip system receives the first communication data frame of each inclinometer data, the inclinometer, all line laser sensors, and mileage detector are time synchronized through the local time and the timer value in the timer core.

[0079] Step S2 (zero bias acquisition step): before starting data collection, the track detection device is placed on the track for a certain period of time, the gyroscope data in static state is collected and the zero bias (system error) of the gyroscope is calculated.

[0080] It can be understood that there is no strict timing requirement for step S1 and step S2, and they can be performed sequentially or simultaneously.

[0081] Step S3 (data collection step), data collection is performed through the track detection device, the original angular velocity data of the device is obtained through the gyroscope, the angle data of the device is obtained through the inclinometer, the contour data of the track is obtained through the line laser sensor, and the mileage data of the device moving along the track is obtained through the mileage detector.

[0082] That is, the inspector places the device on the track so that its four running wheels are respectively placed on the top surfaces of the two rails and the four fixed side wheels are respectively against the inner sides of the two rails, and pushes the device to move along the track. During the movement, the data collector controls multiple sensors to synchronously collect data.

[0083] The angular velocity data of the gyroscope is used to reflect the moving speed of the device (vehicle body).

[0084] The angle data of the inclinometer is used to reflect the tilt state of the device. However, since the angle data of the inclinometer may fluctuate greatly due to the influence of rail gaps, vibrations, etc., it is necessary to filter the raw data, remove obvious outliers, and then use a smoothing algorithm to smooth the filtered raw data to improve data stability.

[0085] The contour data collected by the line laser sensor includes multiple data points, each of which includes a point coordinate value, a ray reflection intensity (brightness value), and a corresponding mileage value. In this embodiment, each main unit 11 uses the measurement data of the above-mentioned line laser sensor 1141b. In an alternative solution, the measurement data of more line laser sensors can also be used, such as the measurement data of line laser sensors 1141b and 1141c.

[0086] Step S4 (device trajectory acquisition step), corrects the angular velocity original data based on the calculated zero bias, and obtains the three-dimensional trajectory coordinate value of the device movement based on the angular velocity correction data, angle data and mileage data.

[0087] Figure 2 It is a flow chart of step S4 in this embodiment.

[0088] like Figure 2 As shown, step S4 specifically includes the following sub-steps:

[0089] Step S4-1, performing zero bias correction on the original angular velocity data based on the calculated zero bias, and dividing it by the proportional coefficient to obtain angular velocity correction data, including a heading angular velocity correction value and a pitch angular velocity correction value.

[0090] Step S4-2: Integrate the heading angular velocity correction value and the pitch angular velocity correction value according to the sampling frequency of the gyroscope to obtain the heading angle change amount and the pitch angle change amount respectively.

[0091] Step S4-3, based on the corresponding angle value of the inclinometer, the heading angle change and the pitch angle change are corrected to obtain the heading angle correction change and the pitch angle correction change. The inclinometer is used to measure the track level value for subsequent height calculation.

[0092] Step S4-4, accumulating the heading angle correction change and the pitch angle correction change of each sampling to obtain the heading angle data and the pitch angle data that change with the mileage.

[0093] Step S4-5, based on the heading angle data, the pitch angle data and the mileage data, the three-dimensional trajectory coordinates of the device moving along the track are calculated by the trajectory method, that is, the three-dimensional trajectory coordinates of each position of the device. Since the device moves along the track, the three-dimensional trajectory coordinates of the rails on both sides can be obtained.

[0094] Among them, since the device of this embodiment does not have spring side wheels and does not adopt the method of always sticking to the edge, the above three-dimensional trajectory coordinates actually only reflect the path of the device, but do not contain the specific geometric information of the rails, and cannot directly reflect the trajectory of the 16mm inside the two rails. Therefore, it is necessary to compensate for it in the following steps to obtain the real trajectory of the 16mm inside the two rails.

[0095] Step S5 (compensation value acquisition step), based on the profile data and mileage data, obtains the three-dimensional data of the two rails, and extracts the coordinate values ​​of multiple feature points at specified positions on the rail side from the three-dimensional data as rail compensation values.

[0096] Figure 3 is a flow chart of step S5 in this embodiment.

[0097] like Figure 3 As shown, step S5 specifically includes the following sub-steps:

[0098] Step S5-1, generating three-dimensional point cloud data of two rail areas based on multi-frame contour data, mileage data and calibration parameters of the line laser sensor.

[0099] Among them, based on the mileage data, multiple frames of contour data are superimposed according to mileage, and converted into three-dimensional point cloud data under the coordinates of the line laser sensor through the corresponding algorithm. Then, it is converted according to the calibration parameters to obtain three-dimensional point cloud data that can reflect the actual physical size of the rail.

[0100] In this embodiment, the contour data of two line laser sensors 1141c are used. Therefore, for the two rails, the multi-frame contour data measured by the corresponding line laser sensors 1141c are superimposed according to the mileage and converted into a three-dimensional point cloud.

[0101] In an alternative embodiment, the profile data of the line laser sensors 1141c and 1141b are used.

[0102] Step S5-2, extracting the three-dimensional point cloud of the rail from the three-dimensional point cloud of the rail area.

[0103] Among them, since the coverage area of ​​multiple line laser sensors is relatively large, the collected contour data not only includes the contour data of the two rails, but also includes the contour data of other track components such as fasteners near the rails, debris, etc. Therefore, it is necessary to remove the contour data irrelevant to the detection and extract the three-dimensional point cloud data of the two rails. For example, a clustering algorithm can be used to remove irrelevant contour data to obtain the three-dimensional point cloud data of the two rails.

[0104] Step S5-3, extracting the coordinate values ​​of each feature point on the inner side of the two rails 16 mm below the highest point of the top surface of the two rails from the three-dimensional point cloud data of the two rails.

[0105] For example, the three-dimensional point cloud data of the rail head can be extracted from the three-dimensional point cloud data of the rail based on the standard elevation data of the rail, and then the RANSAC algorithm is used to fit the top surface of the rail and the inner side surface of the rail head respectively to obtain the corresponding fitting surfaces. Then, the coordinates of the center point of the fitting surface of the top surface of the rail are calculated as the coordinates of the highest point of the top surface of the rail, and then the coordinates of the feature point 16 mm below the highest point of the top surface of the rail are extracted from the fitting surface of the inner side surface of the rail head based on the coordinates of the highest point.

[0106] Step S5-4, obtaining the x-axis coordinate value of each feature point as the track compensation value.

[0107] It can be understood that there is no strict timing requirement for step S4 and step S5, and they can be performed successively or simultaneously. To improve detection efficiency, they can be performed simultaneously.

[0108] Step S6 (real trajectory acquisition step), based on the mileage data, the three-dimensional trajectory coordinate values ​​are compensated and corrected using the coordinate values ​​of the feature points, so as to obtain the real trajectory information at the specified position on the inner side of the rail, including the real trajectory at the predetermined position on the inner side of the rails on both sides and the top surface.

[0109] Among them, the three-dimensional trajectory coordinates include the x-axis coordinate values, y-axis coordinate values, and z-axis coordinate values ​​of each position 16 mm below the highest point of the top surface of the rails on both sides, and xyz corresponds to the horizontal direction of the track, the extension direction of the track, and the height direction of the track, respectively.

[0110] The compensation correction includes correction of the x-direction trajectory and correction of the z-direction trajectory.

[0111] For the correction of the x-direction trajectory, according to the mileage data, the x-axis coordinate values ​​in the three-dimensional trajectory coordinates of the rails on both sides are added to the x-axis coordinate values ​​of the feature points of the rails on one side, so as to obtain the corrected three-dimensional trajectory coordinates, that is, the real x-direction trajectory 16 mm inside the rails on both sides.

[0112] For the correction of the z-direction trajectory, the data of the rail on one side measured by the main unit on the side where the walking wheel is fixed (i.e., the right side in this embodiment without the floating connection component) is used as a reference, and the z-axis coordinate values ​​of the three-dimensional trajectory coordinates of the rail on this side are added to the z-axis coordinate values ​​of the corresponding feature points to obtain the true z-direction trajectory of the top surface of the rail on this side. Then, the true z-direction trajectory of the top surface of the left rail is calculated based on the horizontal values ​​of each corresponding position measured by the inclinometer and combined with the true z-direction trajectory of the top surface of the right rail. The specific formula is as follows:

[0113] Z left =Z right -level

[0114] In the formula, Z rightis the z coordinate value of the actual z-direction trajectory of the top surface of the right rail, Z left is the z coordinate value of the real z-direction trajectory of the top surface of the left rail. level is the horizontal value of the corresponding position, which is measured by using an inclinometer.

[0115] Step S7 (track data acquisition step), calculates the track data and height data based on the real track information.

[0116] Among them, according to the line properties of the detection area (such as ordinary railway or high-speed railway) and the track geometry (such as straight line or curve), the appropriate chord length is selected, and the coordinates of the three points of the starting point, end point and midpoint are extracted from the real track information. Finally, according to the x and y coordinates of the three points and the three-point calculation formula, the vertical distance from the midpoint to the line connecting the starting point and the end point is calculated, which is the track direction of the straight line segment and the positive vector value of the curve segment, that is, the track direction value; according to the z and y coordinates of the three points and the three-point calculation formula, the vertical distance from the midpoint to the line connecting the starting point and the end point is calculated, which is the high and low values.

[0117] For the device and method of this embodiment, the inventors used them to measure the track data of the actual track multiple times, and also used a high-precision laser tracker to measure the track data of the same section of the actual track to verify the effectiveness of the method of the present invention. Through multiple measurements and comparisons, it was proved that the track data measured by the device and method of the present invention is highly consistent with the track data measured by the laser tracker.

[0118] Moreover, after third-party testing of the method of this embodiment by the Henan Institute of Metrology and Testing Science, the measurement accuracy and measurement repeatability of the track horizontal value are significantly higher than the relevant requirements in the above-mentioned industry standards. For the measurement of the track direction data of the track, the relevant industry standard "TB / T 3147-2020 Railway Track Inspection Instrument" gives the following requirements: For measurement accuracy, the qualified rate of measurement results that meet ±0.7mm should not be less than 95%, and the method of the present invention reaches 99.09%. For measurement repeatability, the qualified rate of measurement results not greater than 0.5mm should be no less than 95%. , and the method of the present invention reaches 99.17%.

[0119] Moreover, the track detection device shown in this embodiment is only an exemplary structure. Although the method of the present invention was originally designed based on the detection needs of the H-type integrated track detection vehicle and is effective when used in this type of detection vehicle, in fact, the method of the present invention only requires the track detection vehicle to have a wired laser sensor, a gyroscope, an inclinometer and a mileage detector, and does not rely on a specific vehicle body structure. Therefore, it can also be used for track detection vehicles of other structures by the same logic.

[0120] Functions and Effects of Embodiment 1

[0121] The track direction and height detection method and track detection device provided in this embodiment include data collection steps, device trajectory acquisition steps, compensation value acquisition steps, real trajectory acquisition steps, and track direction data acquisition steps, wherein angular velocity data is collected by a gyroscope, angle data is collected by an inclinometer, contour data of two rails is collected by a line laser sensor, and mileage data is collected by a mileage detector, so that the three-dimensional trajectory coordinates of the track detection device can be obtained based on the angular velocity data, angle data, and mileage data, and then the feature point coordinates at the specified position on the inner side of the rail are obtained based on the high-precision line laser contour data as compensation values, and the feature point coordinates are used to compensate the three-dimensional trajectory coordinates of the device, so as to obtain the real trajectory coordinates at the specified position on the inner side of the rail and the top surface along the track direction, and then the accurate track direction data and height data can be calculated. The compensated trajectory not only better conforms to the geometric characteristics of the real rail, but also ensures high precision and repeatability.

[0122] In the embodiment, the track detection device is an H-type integrated track detection device, which can cover multiple items of detection of line tracks and turnout areas. After adopting the above-mentioned non-contact method, the integrated track detection device does not need to be equipped with spring side wheels, which can avoid the problems of multiple walking and detection in the turnout area caused by the installation of spring side wheels, so that the integrated track detection device can detect accurate horizontal parameters while being able to stably move in the turnout area and measure more accurate data, and is no longer subject to the limitations of the existing track data detection method, thereby improving the adaptability and efficiency of the detection. Furthermore, the device is equipped with auxiliary cone wheels, and its multiple fixed side wheels are modeled and designed and carefully tested and adjusted, so that it can move more stably and smoothly in the turnout area.

[0123] Furthermore, before starting to push the device to collect data, the inclinometer and line laser sensor were calibrated separately, and the four sensors were time synchronized, so as to avoid the accumulation of errors caused by the time asynchrony of multiple sensors during data collection, and provide accurate basic data for the subsequent level value calculation.

[0124] Furthermore, time synchronization may also be performed during the data collection process, thereby avoiding error accumulation in a single long-term detection task.

[0125] Furthermore, the roll angle data measured by the inclinometer are filtered, outliers are eliminated, and smoothing is performed, which improves the data stability and is also beneficial to improving the accuracy of the final horizontal value.

[0126] Furthermore, before starting to push the device to collect data, the track detection device is placed on the track to measure the zero bias of the gyroscope. Through zero bias correction and angle correction using an inclinometer, the accuracy of the device's three-dimensional trajectory coordinates can be improved.

[0127] Furthermore, the line laser sensors are all arranged inside a semi-enclosed device housing, and the device is also equipped with a light-shielding blocker extending above the walking wheel, which can effectively block most of the external ambient light and avoid the influence of excessive or changing external ambient light on the line laser sensor, making the sensor data more accurate and also helping to improve the accuracy of the horizontal value.

[0128] In addition, as described in the embodiments, after repeated testing by the inventors and testing and certification by authoritative organizations, the method of the present invention can achieve high-precision track direction data detection, and the test accuracy and repeatability are significantly higher than the relevant requirements in the industry standards, and therefore has high practical application value.

[0129] <Example 2>

[0130] This embodiment provides a track direction and height detection method and a track detection device. In this embodiment, the same symbols are given to the same components as in the first embodiment and the corresponding descriptions are omitted.

[0131] Although accurate track direction and height values ​​can be obtained through the method and device of Example 1, the horizontal value required for calculating the height values ​​still needs to be measured by the existing method, which is inconvenient. The method of this embodiment aims to further solve this problem.

[0132] Compared with the first embodiment, the difference is that in step S7 of this embodiment, an automatic detection and compensation method of the horizontal value is further provided.

[0133] Figure 7 is a flow chart of the method for obtaining the level value in step S7 of this embodiment.

[0134] like Figure 7 As shown, in step S7 of this embodiment, obtaining the level value specifically includes the following steps:

[0135] Step S7-1, obtaining the initial horizontal value of each position of the track based on the roll angle data and the mileage data, wherein the data collected by the inclinometer includes the roll angle data.

[0136] Step S7-2, based on the profile data of each position, the height difference between the highest points of the top surfaces of the rails on both sides is obtained as a height difference compensation value.

[0137] Among them, the Halon operator can be used to process the contour data to form multiple continuous profiles, and the profiles of the rail heads on both sides can be extracted by segmenting the profiles within a predetermined range. Then, the two highest points on the rail surface can be found based on the coordinates, and the height difference can be calculated based on the coordinates of the two highest points on the rail surface.

[0138] Step S7-3, using the height difference compensation value to compensate and correct the initial level value, so as to obtain the accurate level value of each position.

[0139] Among them, the specific compensation formula is:

[0140] Final level value = initial level value + height difference compensation value

[0141] Then, in the calculation of high and low values, the corresponding horizontal value can be extracted according to the mileage value for calculation.

[0142] In this embodiment, other structures and methods are the same as those in the first embodiment, and thus will not be described again.

[0143] Functions and Effects of Embodiment 2

[0144] According to the track direction and height detection method and track detection device provided in this embodiment, on the basis of the function and effect of the first embodiment, since the initial horizontal value is calculated according to the angle data collected by the inclinometer, and the compensation value is calculated according to the contour data collected by the high-precision line laser sensor, the initial horizontal value is compensated and corrected, so the horizontal value of each position can be easily obtained, thereby making the calculation of the height and low values ​​more convenient, and there is no need to adopt the existing manual measurement and other methods to obtain the horizontal value for calculating the height and low values. Moreover, through compensation based on high-precision contours, the shortcomings of the inclinometer in dynamic response can be compensated, and the influence of environmental interference on the horizontal value measurement can be effectively reduced, so as to obtain a more accurate horizontal value, and therefore, a more accurate height and low value can also be obtained.

[0145] The above embodiments are only used to illustrate the specific implementation of the present invention, and the present invention is not limited to the description scope of the above embodiments. Those skilled in the art should understand that the present invention is not limited by the above embodiments. The above embodiments and descriptions are only to illustrate the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, and these changes and improvements fall within the scope of the present invention to be protected. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A method for detecting track direction and height, characterized in that: The following steps are involved: A data collection step, collecting data on the track through a track detection device, wherein the angular velocity data of the device is obtained through a gyroscope of the device, a plurality of line laser sensors of the device correspond to two rails of the track respectively, the contour data of the track is obtained through the line laser sensors, and the mileage data of the device moving along the track is obtained through a mileage detector of the device; A device trajectory acquisition step, at least based on the angular velocity data and the mileage data, obtains the three-dimensional trajectory coordinates of the device, and then obtains the three-dimensional trajectory coordinates of the rails on both sides; A compensation value acquisition step, obtaining three-dimensional data of the two rails based on the profile data and the mileage data, and extracting coordinate values ​​of a plurality of feature points at designated positions inside the two rails as compensation values ​​of the rails on both sides; A real track acquisition step, using the corresponding compensation values ​​to respectively compensate the three-dimensional track coordinates of the two rails, to obtain the real track information of the designated positions inside the two rails and the top surface; The track direction and height acquisition step calculates the track direction data and height data of the track based on the real track information.

2. The method for detecting track direction and height according to claim 1, characterized in that: The track detection device also has an inclinometer, and before the data collection step, further comprises: The preparation step comprises calibrating the inclinometer, jointly calibrating the plurality of line laser sensors to obtain calibration parameters, and performing time synchronization on the gyroscope, the inclinometer, the plurality of line laser sensors and the mileage detector. The relative positions of the plurality of line laser sensors enable them to obtain the profile data of the same cross section of the track. The calibration parameters are used to integrate the contour data measured by the plurality of line laser sensors into a unified coordinate space, and obtain a corresponding relationship between the contour data and an actual physical scale.

3. The method for detecting the track direction and height according to claim 2, Features: in, The compensation value acquisition step includes the following sub-steps: Generate three-dimensional point cloud data of two rail areas based on multiple frames of the contour data, the mileage data and the calibration parameters; Extracting three-dimensional point cloud data of the two rails from the three-dimensional point cloud data of the rail area; Extracting coordinate values ​​of each characteristic point on the inner side of the two rails 16 mm below the top surface of the two rails from the three-dimensional point cloud data of the two rails; The compensation value is obtained based on the coordinate value of each of the feature points.

4. The method for detecting the track direction and height according to claim 3, Features: in, Obtaining the x-axis coordinate value of each of the feature points as the track compensation value, and obtaining the z-axis coordinate value of each of the feature points as the height compensation value, In the real trajectory acquisition step, the x-axis coordinate values ​​of the corresponding feature points are used to compensate and correct the x-axis coordinate values ​​in the three-dimensional trajectory coordinates of the two rails, so as to obtain the real x-direction trajectory of the inner side of the rails 16 mm below the rail surface of the two rails; The z-axis coordinate value of the three-dimensional trajectory coordinate of one of the rails used as the reference is compensated and corrected using the z-axis coordinate value of the corresponding feature point to obtain the true z-direction trajectory of the rail surface; and then the z-axis coordinate value of the three-dimensional trajectory coordinate of the other rail is compensated and corrected based on the true z-direction trajectory of the rail and the horizontal value of the corresponding position to obtain the true z-direction trajectories of the two rail surfaces.

5. The method for detecting track direction and height according to claim 3, characterized in that: in, The coordinate values ​​of the feature points are extracted in the following way: Extracting the three-dimensional point cloud data of the rail head from the three-dimensional point cloud data of the rail according to the standard elevation data of the rail; Based on the three-dimensional point cloud data of the rail head, the top surface of the rail and the inner surface of the rail head are fitted respectively by using the RANSAC algorithm to obtain corresponding fitting surfaces; Calculating the coordinates of the center point of the fitting surface of the rail top surface as the coordinates of the highest point of the rail top surface; Based on the coordinates of the highest point on the top surface of the rail, the coordinates of a feature point 16 mm below the highest point on the top surface of the rail are extracted from the fitting surface of the inner side surface of the rail head.

6. The method for detecting track direction and height according to claim 2, characterized in that: Before the data collection step, the method further includes: a zero bias acquisition step, wherein the track detection device is placed on the track for a predetermined time, and static data is collected by the gyroscope, and the zero bias of the gyroscope is calculated based on the data. In the device trajectory acquisition step, the angular velocity data is also subjected to zero bias correction according to the zero bias.

7. The method for detecting track direction and height according to claim 6, Features: The device trajectory acquisition step includes the following sub-steps: Performing zero bias correction on the angular velocity data based on the zero bias to obtain angular velocity correction data, including a heading angular velocity correction value and a pitch angular velocity correction value; Integrating the heading angular velocity correction value and the pitch angular velocity correction value according to the sampling frequency of the gyroscope to obtain a heading angle change and a pitch angle change, respectively; Correcting the heading angle change and the pitch angle change based on the corresponding angle value of the inclinometer to obtain a heading angle correction change and a pitch angle correction change; Accumulate the heading angle correction change and the pitch angle correction change corresponding to each sampling to obtain heading angle data and pitch angle data that change with mileage; Based on the heading angle data, the pitch angle data and the mileage data, the three-dimensional trajectory coordinates of the track detection device moving along the track are calculated by a trajectory method.

8. The method for detecting track direction and height according to any one of claims 1 to 7, characterized in that: in, In the track direction data acquisition step, the corresponding chord length is selected according to the line properties of the detection area and the track geometry, and the coordinates of the starting point, the end point and the midpoint are extracted from the real track information according to the chord length. According to the coordinates of the three points and the three-point calculation formula, the vertical distances from the midpoint to the line connecting the starting point and the end point in the x direction and the z direction are calculated respectively as the track direction and height value.

9. A track detection device, characterized in that: include: The device body is provided with an inclinometer and two or more line laser sensors, wherein the inclinometer is used to obtain the roll angle data of the device body, and the multiple line laser sensors correspond to two rails of the track respectively, and are used to obtain the profile data of the track; A moving mechanism, used to enable the device body to move along the track, including a plurality of running wheels connected to the device body and a mileage detector disposed on one or more of the running wheels, used to obtain mileage data of the running wheels moving along the rail; as well as A data calculation and analysis device is used to perform calculation and analysis based on the roll angle data, the profile data and the mileage data to obtain a track detection result, including at least the track direction data of the track. Wherein, the data calculation and analysis device adopts the track direction and height detection method as described in any one of claims 1-8 to obtain the track direction data.

10. The track detection device according to claim 9, characterized in that: in, The track detection device is also used to detect the turnout area. There are four running wheels. The moving mechanism also includes a plurality of side wheels for lateral positioning of the device body, and the side wheels are all fixed side wheels.

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