Railway track parameter measuring device and method

Abstract

The invention discloses a railway track parameter measuring device and method, and belongs to the technical field of track measurement, and the device comprises an ultrasonic distance measuring sensor, a three-dimensional tilt angle sensor, a pulse encoder, a camera, a single-chip microcomputer, a DSP chip, trolley wheels, a hub motor, a brake device, a digital temperature sensor, a mileage measuring wheel, an alarm lamp and a power supply. Through measurement and real-time data return, the method has the advantages of economy, accuracy, rapidness, convenience and the like, plays an important role in track quality evaluation, can realize accurate control of a train, improves the running efficiency and punctuality rate of the train, increases the line traffic capacity, and further improves the competitiveness of railway transportation.

Description

Technical Field

[0001] The present invention belongs to the technical field of track measurement, and particularly relates to a device and method for measuring railway track parameters. Background Art

[0002] As of the end of 2023, the operating mileage of the national railway reached 1.59 million kilometers, ranking first in the world. With the rapid development of high-speed railways and urban rail transit in China, as the core component of rail transit, the quality and safety of railway tracks directly affect transportation efficiency and train operation safety. Therefore, it is particularly important to accurately measure various parameters of railway tracks (such as gauge, flatness, slope, and track geometry, etc.). Conducting dynamic detection of the track geometric state can achieve an objective evaluation of the track service state, obtain multi-dimensional track geometric dynamic detection data, and thus bring about a qualitative leap in the construction, maintenance, and repair levels of the line. Based on this, it is of great significance to quickly and accurately measure track geometric parameters.

[0003] Track measurement mainly covers gauge (the distance between tracks), elevation (the height change of the track), longitudinal and lateral fluctuations (the smoothness of the track), and the deviation of the line center. Currently, the most advanced optical measurement, satellite positioning, and inertial navigation technologies are adopted internationally, significantly improving the level of track geometric parameter measurement. However, the equipment cost is high, and most of the measurement methods are indirect measurements, with complex solution models and boundary conditions, and some measurement methods are not applicable to ordinary-speed lines. The main measurement methods in China are traditional manual measurement and modern equipment measurement, and the disadvantages are as follows: The traditional manual measurement method depends on the experience and skills of the measurement personnel, with large subjective errors, making it difficult to ensure the accuracy and consistency of the measurement results. The manual measurement efficiency is low, and it is difficult to meet the requirements of rapid response in large-scale track detection. Modern equipment measurements such as unmanned aerial vehicles and intelligent track inspection vehicles have the disadvantages of high cost and limited operation range. Summary of the Invention

[0004] In order to solve the above problems, the present invention proposes a device and method for measuring railway track parameters.

[0005] The technical solution of the present invention is: A device for measuring railway track parameters includes an ultrasonic ranging sensor, a three-dimensional inclination sensor, a pulse encoder, a camera, a single-chip microcomputer, a DSP chip, trolley wheels, hub motors, a braking device, a digital temperature sensor, a mileage measurement wheel, an alarm lamp, and a power supply;

[0006] The ultrasonic ranging sensor and the hub motor are arranged on the side inside the vehicle frame; the three-dimensional inclination sensor, the pulse encoder, the single-chip microcomputer, the DSP chip, and the digital temperature sensor are all arranged on the vehicle frame; the trolley wheels and the mileage measurement wheel are both arranged at the bottom of the vehicle frame; the camera and the alarm lamp are both arranged on the top of the vehicle frame; the braking device and the power supply are arranged inside the vehicle frame.

[0007] Further, the brake system includes a power drive unit, a transmission start rod, a first transmission relay rod, a second transmission relay rod, a connecting seat, a first transmission clamping arm and a second transmission clamping arm;

[0008] The power drive unit is arranged on the connecting seat; one end of the first transmission relay rod and one end of the second transmission relay rod are both arranged under the connecting seat; the other end of the first transmission relay rod is movably connected to one end of the transmission starting rod; the other end of the second transmission relay rod is movably connected to the other end of the transmission starting rod; one end of the first transmission clamping arm and one end of the second transmission clamping arm are both movably arranged under the connecting seat.

[0009] Furthermore, the power drive unit is communicatively connected to the single chip microcomputer; the power drive unit is electrically connected to the power supply.

[0010] Furthermore, a buffer pad is arranged at the other end of the first transmission clamping arm; and a resistance increasing component is arranged at the other end of the second transmission clamping arm.

[0011] The beneficial effects of the present invention are:

[0012] (1) The present invention provides a railway track parameter measurement device, the main body of which is a small vehicle running on a single track, with a compact structure and low cost, ensuring high precision while taking into account miniaturization and lightness, and being easy to run on the railway track; the device can measure track parameters including: track gauge, pitch angle, rotation angle and road condition photos, and transmit data back in real time;

[0013] (2) The camera device of the present invention can capture 360° of the railway road conditions and surrounding environment of the measured section. The remote control device uses a Wi-Fi module to connect the main control chip and the adapted sensor. The single-chip microcomputer and DSP chip on the trolley collect and process the data from each sensor and the camera device, and send the comprehensive data to the external monitoring equipment via Wi-Fi.

[0014] (3) The wheels of the present invention are designed after train wheels and are driven by wheel hub motors to ensure stable running on the rails. During the running process, the warning light flashes and an alarm sounds, and the vehicle automatically determines when to start measurement based on the vehicle position.

[0015] (4) The present invention also provides a braking device. When the vehicle needs to brake during operation, the single-chip microcomputer cooperates with the motor to control the flexible clamping mechanism to closely fit the contour of the rail, and uses the principle of electromagnetic induction to generate a strong adsorption force, which cooperates with the mechanical clamping force to significantly improve the braking friction, thereby achieving efficient braking on the train track without causing wear to the track.

[0016] Based on the above device, the present invention also proposes a railway track parameter measurement method, comprising the following steps:

[0017] S1. Transmit a signal using an ultrasonic ranging sensor and generate a reflected waveform based on the transmission frequency of the transmitted signal;

[0018] S2. Construct a static transmission reference waveform and a dynamic transmission reference waveform;

[0019] S3. Calculate the first transit time based on the transmitted waveform, the static transmission reference waveform, and the dynamic transmission reference waveform, and obtain subsequent transit times using the first transit time;

[0020] S4. Collect the ambient temperature using a digital temperature sensor and calculate the ultrasonic propagation speed based on the ambient temperature;

[0021] S5. Calculate the gauge using the ultrasonic propagation speed and the subsequent transit times.

[0022] Further, in S2, perform a number of samplings to generate a number of waveform data, eliminate outliers of the number of waveform data, and perform weighted average processing on the remaining waveform data to generate a static transmission reference waveform.

[0023] Further, in S3, perform cross-correlation calculation on the transmitted waveform and the static transmission reference waveform using the fast Fourier transform algorithm to generate the time delay corresponding to the peak of the cross-correlation function and obtain the first transit time.

[0024] Further, in S3, perform cross-correlation calculation on the transmitted waveform and the dynamic transmission reference waveform using the fast Fourier transform algorithm to generate a relative time deviation, and obtain subsequent transit times using the first transit time.

[0025] Further, in S5, the gauge is calculated by the formula:

[0026] ;

[0027] wherein, represents the ultrasonic propagation speed, represents the subsequent transit time.

[0028] The beneficial effects of the present invention are as follows: The present invention provides a method for measuring railway track parameters, which adopts the ultrasonic echo ranging principle and cross-correlation calculation to accurately measure the gauge data, and transmits the comprehensive data to an external monitoring device through Wi-Fi, etc.; by measuring and real-time transmitting data, it combines the advantages of economy, accuracy, speed, and convenience, plays an important role in the quality assessment of the track, can achieve precise control of the train, improve the operation efficiency and punctuality rate of the train, increase the line passing capacity, and further enhance the competitiveness of railway transportation. Description of the Drawings

[0029] Figure 1It is a schematic structural diagram of a railway track parameter measuring device;

[0030] Figure 2 It is an overall structural schematic diagram of a railway track parameter measuring device;

[0031] Figure 3 It is a schematic structural diagram of a braking system;

[0032] Figure 4 It is an overall structural schematic diagram of a braking system;

[0033] Figure 5 It is a flowchart of a railway track parameter measuring method;

[0034] Figure 6 It is a schematic structural diagram of a transmitting end and a receiving end;

[0035] In the figure, 1. Ultrasonic distance measuring sensor; 2. Three-dimensional inclination sensor; 3. Pulse encoder; 4. Camera; 5. Single-chip microcomputer; 6. DSP chip; 7. Cart wheels; 8. Hub motor; 9. Braking device; 10. Digital temperature sensor; 11. Odometer measuring wheel; 12. Alarm lamp; 13. Power supply; 14. Power drive unit; 15. Buffer pad; 16. Resistance increasing component; 17. Transmission starting rod; 18. First transmission relay rod; 19. Second transmission relay rod; 20. Connecting seat; 21. First transmission clamping arm; 22. Second transmission clamping arm. Specific implementation manners

[0036] The embodiments of the present invention will be further described below with reference to the accompanying drawings.

[0037] As Figure 1 shown, the present invention provides a railway track parameter measuring device, including an ultrasonic distance measuring sensor 1, a three-dimensional inclination sensor 2, a pulse encoder 3, a camera 4, a single-chip microcomputer 5, a DSP chip 6, cart wheels 7, a hub motor 8, a braking device 9, a digital temperature sensor 10, an odometer measuring wheel 11, an alarm lamp 12 and a power supply 13;

[0038] The ultrasonic distance measuring sensor 1 and the hub motor 8 are arranged on the side inside the vehicle frame; the three-dimensional inclination sensor 2, the pulse encoder 3, the single-chip microcomputer 5, the DSP chip 6 and the digital temperature sensor 10 are all arranged on the vehicle frame; the cart wheels 7 and the odometer measuring wheel 11 are both arranged at the bottom of the vehicle frame;

[0039] As Figure 2 shown, the camera 4 and the alarm lamp 12 are both arranged on the top of the vehicle frame; the braking device 9 and the power supply 13 are arranged inside the vehicle frame.

[0040] The trolley wheel 7 is driven by a hub motor 8 to ensure the stable operation of the trolley body on the track. A mileage measurement wheel 11 is installed under the frame, and the pulse encoder 3 is used to measure the running mileage of the trolley. Before measurement, the specified walking distance is input in the software interface, and a multi-level speed running mode is adopted. First, it quickly moves to the measured section according to the set distance, and then it determines whether to decelerate and brake in real time according to the position of the trolley. When it reaches the measured section, it starts to move at a constant speed and starts the measurement. The ultrasonic ranging sensor 1 is installed on the side of the trolley and emits a short-pulse ultrasonic signal to the opposite rail. The signal propagates in the air and will be reflected back when it encounters the rail. It cooperates with the temperature sensor 10, the DSP chip 6 and the single-chip microcomputer 5 to process data and perform high-precision detection of the distance between the two rails; the three-dimensional inclination sensor 2 is installed inside the trolley and cooperates with the DSP chip 6 to accurately measure the pitch angle, roll angle and yaw angle of the rail; the imaging device 4 is installed on the top of the trolley to photograph the railway road conditions and the surrounding environment of the measured section; the remote control device uses the single-chip microcomputer 5 and the DSP chip 6 to collect and process the data from each sensor, uniformly format the data from each sensor, set the data transmission structure, and directly send the comprehensive data to external monitoring devices and control systems through Wi-Fi.

[0041] The trolley wheel 7 is designed by imitating the train wheel and is driven by a hub motor 8 to ensure stable driving on the rail. During the walking process, the warning light 13 flashes and emits a warning sound to play a warning role. A mileage measurement wheel 11 is installed under the middle section of the vehicle body, and the pulse encoder 3 is used to measure the running mileage of the trolley. The single-chip microcomputer 5 is used as the data processing unit, and the pulse encoder 3 is connected to the single-chip microcomputer 5, and the current position of the trolley is calculated by reading the data. The multi-level speed walking mode includes: defining a target position (for example, the specified rail parameter measurement point) in the program and setting a threshold value, using the threshold value (such as the distance from the target position is less than a certain value) to judge whether the trolley reaches the target position, and performing more accurate detection when approaching the target. Once the trolley reaches the set position, the warning light 12 is immediately turned off, and the installed measurement sensors (such as the ultrasonic ranging sensor 1, the three-dimensional inclination sensor 2 and the imaging device 4) are started to perform the measurement.

[0042] In the embodiment of the present invention, as Figure 3 shown, the braking system 9 includes a power drive unit 14, a transmission starting rod 17, a first transmission relay rod 18, a second transmission relay rod 19, a connecting seat 20, a first transmission clamping arm 21 and a second transmission clamping arm 22;

[0043] The power drive unit 14 is arranged on the connecting seat 20; one end of the first transmission relay rod 18 and one end of the second transmission relay rod 19 are both arranged under the connecting seat 20; the other end of the first transmission relay rod 18 is movably connected to one end of the transmission starting rod 17; the other end of the second transmission relay rod 19 is movably connected to the other end of the transmission starting rod 17; one end of the first transmission clamping arm 21 and one end of the second transmission clamping arm 22 are both movably arranged under the connecting seat 20.

[0044] The power drive unit 14 is used to provide power for the opposite movement of the clamping components, and its interior includes a motor, a gear transmission mechanism and a power output shaft. The motor, as the core power source, is connected to the power supply 13 and the single-chip microcomputer 5. When receiving the "brake" instruction, the motor is powered on and starts to generate rotational power, driving the transmission starting rod 17 to rotate counterclockwise by a specified angle. Thus, the first transmission relay rod 18 and the second transmission relay rod 19 on both sides are driven by the transmission starting rod 17 to move along the track on the connecting seat 20, and further drive the transmission clamping arm 21 and the transmission clamping arm 22 to move towards each other along the track, so as to realize the clamping of the first transmission clamping arm 21 and the second transmission clamping arm 22 on the train track. While realizing this process, the power drive unit 14 supplies a small current to the resistance increasing component 16 to realize the pre-determination of the fitting position of the resistance increasing component and the train track. When the buffer pad 15 is in contact with and clamped to the train track, the power drive unit 14 increases the current to increase the adsorption force between the resistance increasing component and the train track, thereby increasing the friction force to realize braking. When receiving the "release brake" instruction, the power drive unit 14 stops supplying power to the resistance increasing component 16 first, and at the same time drives the transmission starting rod 17 to rotate counterclockwise, so that the first transmission clamping arm 21 and the second transmission clamping arm 22 move in the opposite direction along the track, away from the train track, thereby eliminating the friction force and releasing the brake.

[0045] Before the power drive unit 14 drives the transmission starting rod 17 to rotate counterclockwise, the resistance increasing component 16 is energized first to generate a certain magnetic suction force. In this way, when the first transmission clamping arm 21 and the second transmission clamping arm 22 approach the track, the track can be adsorbed in advance, so that there is a preliminary connection and positioning between the clamping arm and the track, which helps to improve the accuracy and stability of clamping. Then the power drive unit 14 drives the clamping arm to continue to move towards each other along the track, and the magnetic suction force of the resistance increasing component and the mechanical clamping force of the gripper act together to enhance the braking effect. Each component of the braking system 9 is made of high-strength steel, which can withstand greater clamping force and friction force, ensuring the structural strength and durability of the gripper. The resistance increasing component 16 is composed of silicon steel sheets with high magnetic permeability and low hysteresis loss, which can effectively improve the electromagnetic performance and efficiency of the resistance increasing component 16. A buffer pad 15 is also sleeved on the part of the silicon steel sheet in contact with the track, which has good elasticity and friction performance, can provide greater friction force when clamping the track, and can also play a certain buffering role to reduce damage to the track. According to the data feedback in the walking mechanism and start measurement, when the trolley needs to brake during operation, the single-chip microcomputer 5 controls the motor of the power drive unit 14 to work, and the motor controls the first transmission clamping arm 21 and the second transmission clamping arm 22 to closely fit the contour of the railway track. At the same time, the resistance increasing component 16 is started, and a strong adsorption force is generated with the railway track by using the principle of electromagnetic induction, which works together with the mechanical clamping force to significantly increase the braking friction force without causing friction damage to the track. Or when operating in steep terrain or harsh environments, the braking system is started to increase the stability of the trolley and improve the measurement accuracy.

[0046] The trolley has a compact structure and can run stably on a single track. The ultrasonic ranging sensor and the three-dimensional inclination sensor, in cooperation with the temperature sensor, the DSP chip and the single-chip microcomputer, can measure the railway track data more accurately, taking into account both accuracy and economy while facilitating the measurement.

[0047] In the embodiment of the present invention, the power drive unit 14 is communicatively connected to the single-chip microcomputer 5; the power drive unit 14 is electrically connected to the power supply 13.

[0048] In the embodiment of the present invention, as Figure 4 shown, a buffer pad 15 is provided at the other end of the first transmission clamping arm 21; a resistance increasing component 16 is provided at the other end of the second transmission clamping arm 22.

[0049] Based on the above device, the present invention also proposes a method for measuring railway track parameters, as Figure 5 shown, including the following steps:

[0050] S1. Use the ultrasonic ranging sensor to emit a signal and generate a reflection waveform according to the emission frequency of the emitted signal;

[0051] S2. Construct a static emission reference waveform and a dynamic emission reference waveform;

[0052] S3, calculating the first transit time according to the transmission waveform, the static transmission reference waveform and the dynamic transmission reference waveform, and using the first transit time to obtain the subsequent transit time;

[0053] S4, using a digital temperature sensor to collect the ambient temperature, and calculating the ultrasonic wave propagation speed according to the ambient temperature;

[0054] S5. Calculate the track gauge using the ultrasonic wave propagation velocity and subsequent transit time.

[0055] like Figure 6 As shown, in S1, the transmission frequency is set: the single chip microcomputer sets the appropriate ultrasonic transmission frequency according to the actual measurement requirements and environmental conditions. For example, in a relatively stable environment with less interference, it can be set to transmit an ultrasonic signal every 50 milliseconds. The selection of frequency should comprehensively consider factors such as power consumption, real-time measurement, and avoiding signal interference. When transmitting, it is necessary to ensure that the parameters such as the amplitude and pulse width of the short pulse meet the requirements of the optimal working state of the sensor. For example, the pulse amplitude is kept at about 5V, and the pulse width is set to 10 microseconds to ensure that a sufficient strength and clear signal is sent for subsequent reception and identification.

[0056] Received waveform processing: When the sensor receives the reflected waveform, it is first filtered to remove high-frequency noise and low-frequency background noise generated by the environment, such as electromagnetic interference from electrical equipment. A Butterworth digital filter can be used to set the cutoff frequency to 20kHz - 200kHz (adjusted according to the ultrasonic frequency range and actual interference conditions) to obtain a relatively pure reflected waveform. The filtered waveform is then normalized to map the waveform amplitude to the 0-1 range, which is convenient for subsequent comparison and calculation with the reference waveform.

[0057] In the embodiment of the present invention, in S2, several samplings are performed to generate several waveform data, several abnormal values ​​of the waveform data are eliminated, and weighted averaging is performed on the remaining waveform data to generate a static emission reference waveform.

[0058] In S2, after multiple samplings (for example, 100 times), for the waveform data obtained from each sampling, the abnormal values ​​are first removed (which can be judged by setting conditions such as the amplitude range and the transition time range, such as the transition time exceeding the normal range of ±20% is considered abnormal), and then the amplitudes of the corresponding positions of the remaining valid waveform data are weighted averaged (the weight of the data close to the emission time is slightly higher, such as the weight decreases linearly from 0.6 to 0.4 according to the time sequence), to construct a static emission reference waveform with higher accuracy, which is stored in the specified address space of the microcontroller memory. The storage format can be a fixed-length data array to facilitate subsequent reading.

[0059] Dynamic emission reference waveform selection and processing: Select according to waveform similarity and time correlation. For example, intercept a section from the reflected waveform that has a high similarity (measured by calculating the correlation coefficient, and a correlation coefficient greater than 0.8 is considered similar) with the starting part of the static reference waveform (x0) as the dynamic emission reference waveform, and record the starting time accurately to the microsecond level. At the same time, perform preprocessing such as filtering and amplitude normalization on the dynamic emission reference waveform as well, so that it is under the same processing standard as the subsequent new reflected waveforms.

[0060] In an embodiment of the present invention, in S3, the fast Fourier transform algorithm is used to perform cross-correlation calculation on the emission waveform and the static emission reference waveform, generate the time delay corresponding to the peak of the cross-correlation function, and obtain the first transit time.

[0061] In an embodiment of the present invention, in S3, the fast Fourier transform algorithm is used to perform cross-correlation calculation on the emission waveform and the dynamic emission reference waveform, generate the relative time deviation, and use the first transit time to obtain the subsequent transit times.

[0062] In an embodiment of the present invention, in S5, the gauge The calculation formula is:

[0063] ;

[0064] In the formula, represents the ultrasonic wave propagation speed, represents the subsequent transit time.

[0065] In an embodiment of the present invention, the digital temperature sensor continuously monitors the ambient temperature T, and transmits the temperature data to the single-chip microcomputer every 1 minute (which can be adjusted according to actual accuracy requirements). The single-chip microcomputer adjusts the ultrasonic wave propagation speed value according to the built-in temperature-sound speed conversion logic, such as using the temperature-sound speed conversion formula, for distance calculation. When collecting temperature data, multiple measurements are taken and averaged (for example, continuously collecting 5 times and taking the average) to reduce measurement errors. The temperature-sound speed conversion formula is: .

[0066] In an embodiment of the present invention, the three-dimensional inclination sensor 2 can accurately measure the change in the inclination angle of an object in three-dimensional space along three mutually perpendicular axes X, Y, and Z in real time. It contains three independently operating accelerometers inside, and each accelerometer corresponds to one coordinate axis, respectively responsible for detecting the acceleration component of the trolley in that axis direction. Under the action of the earth's gravity, the accelerometer can accurately sense the change in the gravity acceleration vector generated by the trolley's inclination during operation along the track. For the pitch angle, it can be analogized to the rotation of an object around the x-axis. The x-axis of the sensor is parallel to the lateral direction of the track (assuming situation). The component of the gravity acceleration g in the y-axis direction of the sensor will change with the change in the pitch angle of the track, and the pitch angle is calculated based on this.

[0067] For the rotation angle: The rotation angle can be understood as the torsion angle of the track itself around a certain axis and is measured using the gyroscope in a three-dimensional inclinometer. The gyroscope measures the angular velocity of an object by detecting physical effects such as the Coriolis force. When the track undergoes torsion, the sensor can sense this change. Similarly, for the rotation angles around the y and z axes, they can also be obtained by integrating the angular velocities along the corresponding axes.

[0068] For the yaw angle: The yaw angle refers to the steering angle of the train track in the horizontal plane. It needs to be measured in combination with a magnetometer. The magnetometer can sense the components of the magnetic field in the sensor coordinate system. When the attitude of the train track (including the pitch angle and the rotation angle) changes, the magnetic field components sensed by the magnetometer will also change accordingly, and there is a specific geometric relationship between this change and the yaw angle of the track. By establishing a suitable coordinate system and combining information such as the pitch angle and rotation angle measured by the accelerometer, the yaw angle can be calculated.

[0069] Implementation of the low-pass filter in DSP: According to the given filter specifications, such as the cut-off frequency, passband ripple, and stopband attenuation, etc., the parameters of the IIR low-pass filter are designed. First, the parameters of the normalized analog filter prototype are calculated based on the cut-off frequency and the filter order, and then the analog filter is converted into a digital filter through methods such as bilinear transformation to obtain the difference equation coefficients of the IIR filter. In the DSP, the filtering operation is implemented according to the difference equation of the IIR filter. For a second-order IIR filter, the general form of its difference equation is y(n)=a 0 x(n)+a 1 x(n - 1)+a 2 x(n - 2)-b 1 y(n - 1)-b 2 y(n - 2), where x(n) is the input sequence, y(n) is the output sequence, and a 0 、a 1 、a 2 、b 1 and b 2 are the filter coefficients. By continuously updating the values of the input and output sequences and performing iterative calculations according to the difference equation, the low-pass filtering of the angular data is realized to remove high-frequency noise.

[0070] The three-dimensional inclination sensor collects the pitch angle, roll angle, and yaw angle data of the track in real time, outputs analog signals, and first transmits them to the single-chip microcomputer. The single-chip microcomputer can perform basic verification and simple screening on the data to remove obvious outliers. Then, the single-chip microcomputer transmits the processed data to the DSP chip. With its powerful digital signal processing capabilities, the DSP chip uses filtering algorithms (such as low-pass filtering to remove high-frequency noise) and data fusion and other technologies to deeply optimize the data accuracy. The processed data can then be transmitted back from the DSP chip to the single-chip microcomputer, and the single-chip microcomputer uses a wireless Wi-Fi module to transmit the accurate angle data to external monitoring devices and control systems.

[0071] Remote control and data acquisition and processing: The remote control device connects to the DSP chip and the single-chip microcomputer through Wi-Fi. The single-chip microcomputer and the DSP chip collect and process data from various sensors, uniformly format the data from various sensors, set up the data transmission structure, and directly send the comprehensive data to external monitoring devices and control systems through Wi-Fi.

[0072] Those of ordinary skill in the art will realize that the embodiments described herein are for helping the reader understand the principles of the present invention, and it should be understood that the protection scope of the present invention is not limited to such specific statements and embodiments. Those of ordinary skill in the art can make various other specific deformations and combinations that do not depart from the essence of the present invention based on the technical revelations disclosed in the present invention, and these deformations and combinations are still within the protection scope of the present invention.

Claims

1. A railway track parameter measuring device, characterized in that: It includes an ultrasonic distance measuring sensor (1), a three-dimensional tilt sensor (2), a pulse encoder (3), a camera (4), a single-chip microcomputer (5), a DSP chip (6), a trolley wheel (7), a wheel hub motor (8), a braking device (9), a digital temperature sensor (10), an mileage measuring wheel (11), an alarm light (12) and a power supply (13); The ultrasonic distance measuring sensor (1) and the wheel hub motor (8) are arranged on the side of the interior of the vehicle frame; the three-dimensional tilt sensor (2), the pulse encoder (3), the single-chip microcomputer (5), the DSP chip (6) and the digital temperature sensor (10) are all arranged on the vehicle frame; the trolley wheel (7) and the mileage measuring wheel (11) are both arranged at the bottom of the vehicle frame; the camera (4) and the warning light (12) are both arranged at the top of the vehicle frame; and the brake device (9) and the power supply (13) are arranged inside the vehicle frame.

2. The railway track parameter measuring device according to claim 1, characterized in that: The braking system (9) comprises a power drive unit (14), a transmission start rod (17), a first transmission relay rod (18), a second transmission relay rod (19), a connecting seat (20), a first transmission clamping arm (21) and a second transmission clamping arm (22); The power drive unit (14) is arranged on the connecting seat (20); one end of the first transmission relay rod (18) and one end of the second transmission relay rod (19) are both arranged below the connecting seat (20); the other end of the first transmission relay rod (18) is movably connected to one end of the transmission start rod (17); the other end of the second transmission relay rod (19) is movably connected to the other end of the transmission start rod (17); and one end of the first transmission clamping arm (21) and one end of the second transmission clamping arm (22) are both movably arranged below the connecting seat (20).

3. The railway track parameter measuring device according to claim 2, characterized in that: The power drive unit (14) is communicatively connected to the single chip computer (5); and the power drive unit (14) is electrically connected to the power source (13).

4. The railway track parameter measuring device according to claim 2, characterized in that: The other end of the first transmission clamping arm (21) is provided with a buffer pad (15); the other end of the second transmission clamping arm (22) is provided with a resistance increasing component (16).

5. A method for measuring railway track parameters, characterized in that: The following steps are involved: S1, using an ultrasonic ranging sensor to transmit a signal, and generating a reflection waveform according to the transmission frequency of the transmitted signal; S2. Constructing a static transmission reference waveform and a dynamic transmission reference waveform; S3, calculating the first transit time according to the transmission waveform, the static transmission reference waveform and the dynamic transmission reference waveform, and using the first transit time to obtain the subsequent transit time; S4, using a digital temperature sensor to collect the ambient temperature, and calculating the ultrasonic wave propagation speed according to the ambient temperature; S5. Calculate the track gauge using the ultrasonic wave propagation velocity and subsequent transit time.

6. The railway track parameter measurement method according to claim 5, characterized in that: In S2, several samplings are performed to generate several waveform data, several abnormal values ​​of the waveform data are eliminated, and weighted averaging is performed on the remaining waveform data to generate a static emission reference waveform.

7. The railway track parameter measurement method according to claim 5, characterized in that: In S3, a fast Fourier transform algorithm is used to perform cross-correlation calculation on the transmission waveform and the static transmission reference waveform, to generate a time delay corresponding to the peak of the cross-correlation function, and to obtain the first transit time.

8. The railway track parameter measurement method according to claim 5, characterized in that: In S3, a fast Fourier transform algorithm is used to perform cross-correlation calculation on the transmission waveform and the dynamic transmission reference waveform to generate a relative time deviation, and the subsequent transit time is obtained using the first transit time.

9. The railway track parameter measurement method according to claim 5, characterized in that: The S5, track gauge The calculation formula is: ； In the formula, is the propagation speed of ultrasonic wave, Indicates the subsequent transit time.

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