Railway track parameter measuring device and method

Abstract

The application discloses a railway track parameter measuring device and method, and belongs to the technical field of track measurement. The device comprises an ultrasonic distance measuring sensor, a three-dimensional angle sensor, a pulse encoder, a camera, a single-chip microcomputer, a DSP chip, a trolley wheel, a hub motor, a brake device, a digital temperature sensor, a mileage measuring wheel, an alarm lamp and a power supply. The application has the advantages of economy, precision, rapidness, convenience and the like by measuring and real-time data feedback, plays an important role in track quality evaluation, can realize precise control of trains, improves the operation efficiency and punctuality rate of trains, increases the line passing 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 in particular relates to a device and method for measuring railway track parameters. Background Art

[0002] By the end of 2023, China's operating railway mileage will reach 159,000 kilometers, firmly ranking first in the world. With the rapid development of high-speed rail and urban rail transit in my country, railroad quality and safety, as a core component of rail transit, directly impact transportation efficiency and driving safety. Therefore, accurately measuring various rail parameters (such as gauge, flatness, slope, and track geometry) has become particularly important. Dynamic monitoring of track geometry allows for objective evaluation of track service conditions and provides multi-dimensional dynamic measurement data, thereby significantly improving the construction, repair, and maintenance of railway lines. Therefore, the rapid and accurate measurement of track geometry parameters is of great significance.

[0003] Track measurement primarily covers gauge (the distance between rails), elevation (the height variation of the track), longitudinal and lateral fluctuations (track smoothness), and line centerline deviation. Currently, the international adoption of cutting-edge optical measurement, satellite positioning, and inertial navigation technologies has significantly improved the measurement of track geometry parameters. However, these equipment are expensive, and the measurement methods are mostly indirect, with complex solution models and boundary conditions. Some measurement methods are not suitable for conventional lines. The main measurement methods used in my country are traditional manual measurement and modern equipment measurement. These drawbacks include: traditional manual measurement relies on the experience and skills of the surveyor, is subject to significant subjective errors, and cannot guarantee the accuracy and consistency of measurement results. Manual measurement is also inefficient and cannot meet the rapid response requirements of large-scale track inspections. Modern equipment measurement, such as drones and intelligent track inspection vehicles, has the disadvantages of high cost and limited operating range. Summary of the Invention

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

[0005] The technical solution of the present invention is as follows: a railway track parameter measuring device includes an ultrasonic distance measuring sensor, a three-dimensional tilt sensor, a pulse encoder, a camera, a single-chip microcomputer, a DSP chip, a trolley wheel, a hub motor, a braking device, a digital temperature sensor, an odometer wheel, an alarm light and a power supply;

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

[0007] Further, the braking 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 provided at the other end of the first transmission clamping arm; and a resistance increasing component is provided 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 measuring 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; it can measure track parameters including: 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 integrated 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 travel on the rails. During travel, the alarm light flashes and an alarm sounds, and the vehicle automatically determines when to start measurement based on the vehicle's position.

[0015] (4) The present invention also provides a braking device. When the vehicle needs to brake during operation, the microcontroller cooperates with the motor to control the flexible clamping mechanism to closely fit the contour of the rail. The electromagnetic induction principle is used 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. Use the ultrasonic ranging sensor to transmit a signal and generate a reflected waveform according to the transmission frequency of the transmitted signal;

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

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

[0020] S4. Using a digital temperature sensor to collect the ambient temperature, and calculating the ultrasonic wave propagation speed according to the ambient temperature;

[0021] S5. Calculate the track gauge using the ultrasonic wave propagation velocity and subsequent transit time.

[0022] Furthermore, in S2, several samplings are performed to generate several waveform data, abnormal values ​​of several waveform data are eliminated, and weighted averaging processing is performed on the remaining waveform data to generate a static emission reference waveform.

[0023] Furthermore, 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 obtain the first transit time.

[0024] Furthermore, 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 flight time is obtained using the first flight time.

[0025] Furthermore, in S5, the track gauge The calculation formula is:

[0026] ;

[0027] Where, represents the propagation speed of ultrasonic waves, Indicates the subsequent transit time.

[0028] The beneficial effects of the present invention are as follows: the present invention provides a railway track parameter measurement method, which adopts the ultrasonic echo ranging principle and cross-correlation calculation to accurately measure the track gauge data, and sends the comprehensive data to external monitoring equipment via Wi-Fi; by measuring and transmitting data in real time, it takes into account the advantages of economy, accuracy, speed and convenience, plays an important role in the quality assessment of the track, can realize the precise control of the train, improve the operating efficiency and punctuality of the train, increase the line capacity, and further enhance the competitiveness of railway transportation. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1This is a schematic diagram of the structure of a railway track parameter measurement device;

[0030] Figure 2 This is a schematic diagram of the overall structure of a railway track parameter measurement device;

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

[0032] Figure 4 Schematic diagram of the overall structure of the braking system;

[0033] Figure 5 Flow chart of the railway track parameter measurement method;

[0034] Figure 6 Schematic diagram of the structure of the transmitting end and the receiving end;

[0035] In the figure, 1. Ultrasonic ranging sensor; 2. Three-dimensional inclination sensor; 3. Pulse encoder; 4. Camera; 5. Single-chip microcomputer; 6. DSP chip; 7. Car wheel; 8. Hub motor; 9. Braking device; 10. Digital temperature sensor; 11. Odometer wheel; 12. Warning light; 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. DETAILED DESCRIPTION

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

[0037] like Figure 1 As shown, the present invention provides a railway track parameter measuring device, including 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 hub motor 8, a braking device 9, a digital temperature sensor 10, an odometer wheel 11, an alarm light 12 and a power supply 13;

[0038] The ultrasonic distance measuring sensor 1 and the wheel hub motor 8 are arranged on the side 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 odometer wheel 11 are both arranged at the bottom of the vehicle frame;

[0039] like Figure 2 As shown, the camera 4 and the warning light 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's wheels 7 are driven by hub motors 8, ensuring stable operation on the track. An odometer wheel 11 is installed beneath the frame, and a pulse encoder 3 is used to measure the trolley's mileage. Before measurement, a specified distance is entered in the software interface. The software uses a multi-speed travel mode, first rapidly moving to the measured section based on the set distance. Then, based on the trolley's position, it determines in real time whether to decelerate or brake. Upon reaching the measured section, the trolley begins uniform motion and measurement. The ultrasonic ranging sensor 1 is placed on the side of the trolley and sends a short pulse ultrasonic signal to the opposite rail. The signal propagates in the air and is reflected back when it encounters the rail. It cooperates with the temperature sensor 10, DSP chip 6 and single-chip microcomputer 5 to process data and perform high-precision detection of the distance between the two rails; the three-dimensional tilt sensor 2 is installed inside the trolley and cooperates with the DSP chip 6 to accurately measure the pitch angle, rotation angle and yaw angle of the rail; the camera device 4 is placed on the top of the trolley to capture the railway conditions and surrounding environment of the measured section; the remote control device uses the single-chip microcomputer 5 and DSP chip 6 to collect and process data from each sensor, uniformly format the data from each sensor, set the data transmission structure, and send the integrated data directly to external monitoring equipment and control systems via Wi-Fi.

[0041] The trolley's wheels 7, modeled after train wheels, are driven by hub motors 8 to ensure stable travel on the rails. During travel, an alarm light 13 flashes and an audible alarm sounds, providing a warning. An odometer wheel 11 is installed below the midsection of the vehicle body, and a pulse encoder 3 measures the trolley's mileage. A single-chip microcontroller 5 serves as the data processing unit, connected to the pulse encoder 3 to calculate the trolley's current position by reading data. The multi-speed travel mode involves defining a target position (e.g., a designated rail parameter measurement point) and setting a threshold in the program. This threshold (e.g., the distance to the target position being less than a certain value) is used to determine whether the trolley has reached the target position, enabling more accurate detection when approaching the target. Once the trolley reaches the set position, the alarm light 12 is immediately turned off, and the installed measurement sensors (e.g., the ultrasonic ranging sensor 1, the three-dimensional inclination sensor 2, and the camera 4) are activated to perform measurements.

[0042] In the embodiment of the present invention, Figure 3 As shown, the brake system 9 includes 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;

[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 and one end of the transmission starting rod 17 are movably connected; the other end of the second transmission relay rod 19 and the other end of the transmission starting rod 17 are movably connected; 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 power the clamping components' movement toward each other. It includes a motor, a gear transmission mechanism, and a power output shaft. The motor, serving as the core power source, is connected to the power supply 13 and the single-chip microcomputer 5. Upon receiving a "brake" command, the motor is energized and activated, generating rotational force that drives the transmission start rod 17 counterclockwise by a specified angle. This, in turn, drives the first and second transmission relay rods 18, 19 on either side to move along the track on the connecting seat 20. This, in turn, drives the transmission clamping arm 21 and the transmission clamping arm 22 toward each other along the track, thereby tightening the first and second transmission clamping arms 21, 22 against the train track. While this process is being carried out, the power drive unit 14 supplies a low current to the drag-increasing assembly 16 to pre-determine the position of the drag-increasing assembly against the train track. Once the cushion 15 is in contact with the train track and tightened, the power drive unit 14 increases the current, increasing the adhesion between the drag-increasing assembly and the train track, thereby increasing friction and achieving braking. When receiving the "release brake" command, the power drive unit 14 first stops supplying power to the resistance increasing component 16, 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 opposite directions along the track, away from the train track, thereby eliminating friction and releasing the brake.

[0045] Before the power drive unit 14 drives the transmission start rod 17 to rotate counterclockwise, the resistance-increasing assembly 16 is energized to generate a certain magnetic field attraction. This allows the first transmission clamping arm 21 and the second transmission clamping arm 22 to pre-engage the track, ensuring a preliminary connection and positioning between the clamping arms and the track, thereby improving the accuracy and stability of the clamping. The power drive unit 14 then drives the clamping arms to continue moving toward each other along the track. The magnetic attraction of the resistance-increasing assembly and the mechanical clamping force of the gripper work together to enhance the braking effect. The components of the braking system 9 are constructed of high-strength steel, capable of withstanding significant clamping forces and friction, ensuring the structural strength and durability of the gripper. The resistance-increasing assembly 16 is composed of silicon steel sheets with high magnetic permeability and low hysteresis loss, effectively improving the electromagnetic performance and efficiency of the resistance-increasing assembly 16. The portion of the silicon steel sheet in contact with the track is also covered with a cushioning pad 15, which has excellent elasticity and friction properties, providing significant friction when clamping the track while also acting as a buffer to reduce damage to the track. Based on feedback from the travel mechanism and startup measurements, the microcontroller 5 controls the motor of the power drive unit 14 when the vehicle needs to brake during operation. This motor controls the first and second transmission clamping arms 21 and 22 to closely conform to the rail contour. Simultaneously, the drag-enhancing assembly 16 activates, using the principle of electromagnetic induction to generate a strong adsorption force with the rail. This, in conjunction with the mechanical clamping force, significantly increases braking friction without causing frictional damage to the rail. Alternatively, when operating on steep terrain or in harsh environments, the braking system can be activated to increase the vehicle's stability and improve measurement accuracy.

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

[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 source 13 .

[0048] In the embodiment of the present invention, Figure 4 As shown, a buffer pad 15 is provided at the other end of the first transmission clamping arm 21 ; and 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 railway track parameter measurement method, such as Figure 5 As shown, the following steps are included:

[0050] S1. Use the ultrasonic ranging sensor to transmit a signal and generate a reflected waveform according to the transmission frequency of the transmitted signal;

[0051] S2. Constructing a static transmission reference waveform and a dynamic transmission reference waveform;

[0052] S3. Calculate the first transit time based on the transmission waveform, the static transmission reference waveform, and the dynamic transmission reference waveform, and use the first transit time to obtain subsequent transit times;

[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 MCU sets the appropriate ultrasonic transmission frequency based on the actual measurement requirements and environmental conditions. For example, in a relatively stable environment with little interference, the ultrasonic signal can be transmitted every 50 milliseconds. The selection of frequency should take into account factors such as power consumption, real-time measurement, and avoiding signal interference. During transmission, it is necessary to ensure that parameters such as the amplitude and pulse width of the short pulse meet the optimal operating state requirements of the sensor. For example, the pulse amplitude should be maintained at around 5V and the pulse width should be set to 10 microseconds to ensure a strong and clear signal for subsequent reception and recognition.

[0056] Received Waveform Processing: After the sensor receives the reflected waveform, it first filters it to remove high-frequency noise, such as electromagnetic interference from electrical equipment, as well as low-frequency background noise. A Butterworth digital filter can be used with a cutoff frequency between 20kHz and 200kHz (adjusted based on the ultrasonic frequency range and actual interference conditions) to obtain a relatively pure reflected waveform. The filtered waveform is then amplitude normalized, mapping the waveform amplitude to a uniform range of 0-1 to facilitate 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, abnormal values ​​of several waveform data are eliminated, and weighted averaging processing is performed on the remaining waveform data to generate a static emission reference waveform.

[0058] In S2, after multiple samplings (for example, 100 times), the waveform data obtained from each sampling is firstly removed of abnormal values ​​(which can be judged by setting conditions such as amplitude range and transit time range, for example, transit time exceeding the normal range of ±20% of the mean 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 moment is slightly higher, for example, the weight decreases linearly from 0.6 to 0.4 according to the time sequence), to construct a static emission reference waveform with higher precision, 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 transmit reference waveform selection and processing: Selection is based on waveform similarity and temporal correlation. For example, a segment of the reflected waveform with high similarity to the beginning of the static reference waveform (x0) (measured by calculating the correlation coefficient; a correlation coefficient greater than 0.8 is considered similar) is selected as the dynamic transmit reference waveform, and the starting time is recorded with microsecond accuracy. The dynamic transmit reference waveform is also pre-processed with filtering and amplitude normalization to ensure that it meets the same processing standards as subsequent new reflected waveforms.

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

[0061] In the embodiment of the present invention, 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 initial transit time is used to obtain the subsequent transit time.

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

[0063] ;

[0064] Where, represents the propagation speed of ultrasonic waves, Indicates the subsequent transit time.

[0065] In an embodiment of the present invention, a digital temperature sensor continuously monitors the ambient temperature T and transmits temperature data to a single-chip microcontroller every minute (adjustable based on actual accuracy requirements). The microcontroller uses built-in temperature-to-sound velocity conversion logic, such as a temperature-to-sound velocity conversion formula, to adjust the ultrasonic propagation velocity value for distance calculation. When collecting temperature data, multiple measurements are taken and averaged (for example, five consecutive measurements are averaged) to reduce measurement errors. The temperature-to-sound velocity conversion formula is: .

[0066] In this embodiment of the present invention, the three-dimensional inclination sensor 2 can accurately measure, in real time, the tilt angle changes of an object along three mutually perpendicular axes (X, Y, and Z) in three-dimensional space. It contains three independently operating accelerometers, each corresponding to a coordinate axis and responsible for detecting the acceleration component of the vehicle along that axis. Under the influence of the Earth's gravity, the accelerometers can accurately sense the changes in the gravitational acceleration vector caused by the vehicle's tilt as it moves along the track. The pitch angle can be analogized to the rotation of an object about the x-axis. The x-axis of the sensor is hypothetically parallel to the lateral direction of the track. The component of the gravitational acceleration g along the sensor's y-axis changes with the pitch angle of the track, and this is used to calculate the pitch angle.

[0067] Regarding the rotation angle: This can be understood as the twisting angle of the track around a specific axis. It is measured using the gyroscope in the 3D tilt sensor. The gyroscope measures the angular velocity of an object by detecting physical effects such as the Coriolis force. When the track twists, the sensor detects this change. Similarly, the rotation angle around the y and z axes can be obtained by integrating the angular velocity along the corresponding axes.

[0068] Regarding the yaw angle: The yaw angle refers to the turning angle of the train track in the horizontal plane. This measurement requires the use of a magnetometer. A magnetometer senses the various components of the magnetic field within the sensor's coordinate system. When the train track's attitude (including pitch and roll angles) changes, the magnetic field components sensed by the magnetometer also change accordingly. This change has a specific geometric relationship with the track's yaw angle. By establishing a suitable coordinate system and combining information such as the pitch and roll angles measured by the accelerometer, the yaw angle can be calculated.

[0069] Implementation of a low-pass filter in DSP: Based on given filter specifications such as cutoff frequency, passband ripple, and stopband attenuation, the parameters of an IIR low-pass filter are designed. First, the parameters of the normalized analog filter prototype are calculated based on the cutoff frequency and filter order. Then, the analog filter is converted to a digital filter using methods such as bilinear transformation to obtain the coefficients of the IIR filter's difference equation. In DSP, filtering operations are implemented based on the IIR filter's difference equation. For a second-order IIR filter, the difference equation is generally expressed as y(n) = a0x(n) + a1x(n-1) + a2x(n-2) - b1y(n-1) - b2y(n-2), where x(n) is the input sequence, y(n) is the output sequence, and a0, a1, a2, b1, and b2 are the filter coefficients. By continuously updating the values ​​of the input and output sequences and iteratively calculating according to the difference equation, low-pass filtering of the angle data is achieved, removing high-frequency noise.

[0070] The three-dimensional inclination sensor collects the track's pitch, roll, and yaw angles in real time, outputting analog signals that are first transmitted to the microcontroller, which performs basic data verification and simple filtering to remove obvious outliers. The microcontroller then transmits the processed data to the DSP chip. Leveraging its powerful digital signal processing capabilities, the DSP chip utilizes filtering algorithms (such as low-pass filtering to remove high-frequency noise) and data fusion techniques to deeply optimize data accuracy. The processed data is then transmitted back from the DSP chip to the microcontroller, which then transmits the precise angle data to external monitoring equipment and control systems via a wireless Wi-Fi module.

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

[0072] Those skilled in the art will appreciate that the embodiments described herein are intended to help readers understand the principles of the present invention, and it should be understood that the scope of protection of the present invention is not limited to such specific descriptions and embodiments. Those skilled in the art can make various other specific variations and combinations based on the technical teachings disclosed in the present invention without departing from the essence of the present invention, and such variations and combinations are still within the scope of protection of the present invention.

Claims

1. A railway track parameter measuring device, characterized in that: It includes an ultrasonic distance 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 hub motor (8), a braking device (9), a digital temperature sensor (10), an odometer 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; the braking device (9) and the power supply (13) are arranged inside the vehicle frame; The braking device (9) comprises 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); 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); 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); The power drive unit (14) is used to provide power for the opposite movement of the clamping parts, and includes a motor, a gear transmission mechanism and a power output shaft; the hub motor (8) is used as a core power source and is connected to the power supply (13) and the single-chip microcomputer (5). When a brake command is received, the hub motor (8) is powered on and started to generate rotational power, driving the transmission starting rod (17) to rotate counterclockwise at a specified angle, so that the transmission starting rod (17) drives the first transmission relay rod (18) and the second transmission relay rod (19) on both sides to move along the track on the connecting seat (20), thereby driving the first transmission clamping arm (21) and the second transmission clamping arm (22) to move toward each other along the track, thereby realizing the first transmission clamping arm (21) and the second transmission clamping arm (22) tightening the train track; while implementing this process, the power drive unit (14) supplies a small current to the resistance increasing component (16) to achieve the predetermined position of the resistance increasing component and the train track. When the buffer pad (15) is in contact with the train track and tightened, 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 and achieving braking; when receiving the instruction to release the brake, the power drive unit (14) first stops supplying power to the resistance increasing component (16) and 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 opposite directions along the track and away from the train track, thereby eliminating the friction force and releasing the brake.

2. The railway track parameter measuring device according to claim 1, characterized in that: The power drive unit (14) is communicatively connected to the single chip microcomputer (5); and the power drive unit (14) is electrically connected to the power supply (13).

3. A railway track parameter measurement method based on the railway track parameter measurement device according to any one of claims 1 to 2, characterized in that: The following steps are involved: S1. Use the ultrasonic ranging sensor to transmit a signal and generate a reflected waveform according to the transmission frequency of the transmitted signal; S2. Constructing a static transmission reference waveform and a dynamic transmission reference waveform; S3. Calculate the first transit time based on the transmission waveform, the static transmission reference waveform, and the dynamic transmission reference waveform, and use the first transit time to obtain subsequent transit times; 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.

4. The railway track parameter measurement method according to claim 3, characterized in that: In S2, several samplings are performed to generate several waveform data, abnormal values ​​of several waveform data are eliminated, and weighted averaging is performed on the remaining waveform data to generate a static emission reference waveform.

5. The railway track parameter measurement method according to claim 3, 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 a peak value of the cross-correlation function, and to obtain the first transit time.

6. The railway track parameter measurement method according to claim 3, 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.

7. The railway track parameter measurement method according to claim 3, characterized in that: The S5, track gauge The calculation formula is: ； Where, represents the propagation speed of ultrasonic waves, Indicates the subsequent transit time.

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