High-speed railway turnout rail spacing and lateral stock level detection integrated device

Abstract

The application discloses a high-speed rail non-ballasted track turnout support rail distance and side stock levelness detection integrated device, relates to the high-speed rail track detection technical field, and the detection integrated device is applied to a non-ballasted track turnout system. The non-ballasted track turnout system comprises straight stock tracks and side stock tracks which are installed on a track base and are connected with the straight stock tracks through a turnout. The detection integrated device comprises a main vehicle body which is used for moving on the straight stock tracks or the side stock tracks. The main vehicle body is provided with a track detection trolley which is used for synchronously measuring the support distance and elevation data between the straight stock tracks and the side stock tracks during the moving process. The detection integrated device further comprises a side stock levelness detection module which is arranged on the main vehicle body and is used for detecting the inclination angle of the side stock tracks during the moving process. The side stock levelness detection module is synchronously integrated on the main vehicle body, so that the main vehicle body can simultaneously detect the inclination angle of the side stock tracks during the moving process.

Description

Technical Field

[0001] This invention relates to the field of high-speed railway track inspection technology, and in particular to an integrated device for detecting the track gauge and side track level of high-speed railway ballastless turnouts. Background Technology

[0002] Ballastless track turnouts on high-speed railways are key equipment for enabling trains to switch tracks, and the accuracy of their geometry is a core element in ensuring the safety, smoothness, and comfort of train operation. Among these, the offset (the lateral distance between the side rails and the straight rail reference), track gauge, and side rail levelness (superelevation) are the most critical parameters controlling the geometric accuracy of the turnout alignment, especially the guide curve section. Construction deviations or operational deterioration of these parameters will directly lead to a deterioration of the wheel-rail relationship, causing abnormal vibrations and noise when the train passes the turnout, and even threatening train safety. Accurate detection of these geometric parameters is the primary step in the construction, fine-tuning, and operation and maintenance of ballastless turnouts. Existing technology has mainly gone through two stages of development. In the early stage, manual detection methods were commonly used, employing traditional tools such as track gauges, offset gauges, and levels for point-by-point, intermittent measurements. This method is not only inefficient and labor-intensive, but the measurement results also heavily rely on the experience and responsibility of the operators, resulting in poor repeatability and difficulty in achieving continuous, high-precision data acquisition across the entire cross-section. This method can no longer meet the stringent requirements of modern high-speed railways for construction efficiency and accuracy.

[0003] With the development of measurement technology, the fine-tuning of ballastless turnouts on high-speed railways has now incorporated a semi-automatic inspection system based on a "track inspection trolley" in conjunction with a total station. This system can continuously and automatically collect geometric information such as track centerline and elevation along the track, significantly improving inspection efficiency and objectivity. However, for turnout areas with special structures, especially for specialized inspections of offset and lateral track levelness, existing solutions still have significant shortcomings. Typically, different specialized equipment is required to complete these tasks separately: for example, while using a track inspection trolley to measure straight tracks, a separate "lateral track levelness inspection trolley" needs to be operated to obtain lateral track inclination data, and offset may need to be obtained indirectly through multi-point coordinate conversion, or still require manual measurement. This "multi-device parallel, data post-processing" model brings new technical problems: data collected from different devices and at different time bases needs to undergo complex fusion and alignment processing in the later stages, a cumbersome process that is prone to introducing synchronization errors, making it difficult to guarantee the timeliness and consistency of the data.

[0004] Furthermore, the testing and subsequent adjustment processes are severely disconnected. Existing technologies, after completing high-precision testing, generate macroscopic geometric deviation data reports. However, translating this report into actual track adjustments currently relies heavily on manual operation: construction workers must manually determine the required adjustment direction and amount for each adjustment point (such as support bolts and ground anchors) based on the testing report, and then manually adjust each point one by one using mechanical tools such as wrenches. For ballastless turnouts that are tens of meters long and have hundreds of independent adjustment points, this process requires a significant amount of manpower for simultaneous operation. Because differences in understanding and execution of adjustment instructions among personnel are inevitable, and the precision of manual operation is difficult to strictly control, the adjustment process is time-consuming, coordination is difficult, and the final adjustment accuracy has large dispersion, making it difficult to achieve the design target in one go. It often requires multiple cycles of "testing-adjustment-retesting," severely restricting construction progress and creating potential quality hazards. Summary of the Invention

[0005] This invention provides an integrated device for detecting the track gauge and side track levelness of ballastless turnouts in high-speed railways, which can solve the following problems existing in the prior art: 1) Current technology uses separate equipment to collect data on straight and side lines, making it difficult to guarantee the timeliness and consistency of the data; 2) When adjusting straight and side lines based on the collected data, multiple people need to manually adjust them simultaneously, resulting in poor coordination.

[0006] An integrated device for detecting the track gauge and side rail levelness of a high-speed railway ballastless turnout is provided. The integrated device is applied to a ballastless track turnout system, which includes a straight track and a side track installed on a track base. The side track is connected to the straight track through a turnout. The integrated detection device includes a main body for moving on a straight track or a side track; a track inspection trolley is mounted on the main body for simultaneously measuring the offset and elevation data between the straight track and the side track during movement. The integrated detection device also includes a side rail level detection module installed on the main vehicle body, used to detect the inclination angle of the side rail during movement; It also includes a data processing module, which is used to receive and process measurement data from the track inspection trolley and the side track level detection module.

[0007] Preferably, several sets of turnout sleeper structures are evenly laid on the track base, and at least two sets of threaded sleeves are pre-embedded in the turnout sleeper structures, with adjusting screws spirally connected in the threaded sleeves.

[0008] Preferably, the main body is provided with multiple sets of adjustment modules for driving the adjustment screw to rotate; The adjustment module includes an adjustment cylinder for engaging with a hexagonal nut at the top of the adjustment screw. The adjustment module includes a rotating part and a lifting part. The rotating part is used to drive the adjustment cylinder to rotate, and the lifting part is used to drive the adjustment cylinder to move up and down.

[0009] Preferably, the adjustment module further includes an adjustment base, and the rotating part includes an adjustment motor fixed on the adjustment base, with the drive end of the adjustment motor fixedly connected to the adjustment cylinder.

[0010] Preferably, the lifting part includes a lifting electric cylinder fixed on the adjusting seat, and the driving end of the lifting electric cylinder is fixedly connected to the side edge of the adjusting motor.

[0011] Preferably, the main body is provided with a guide rail structure, and each adjustment seat is provided with a moving component, which is used to drive the adjustment seat to translate along the guide rail structure.

[0012] Preferably, the guide rail structure includes a fixed guide rail fixed to the main vehicle body, one end of the fixed guide rail is provided with a first folding guide rail, and the other end is provided with a second folding guide rail. Both the first folding guide rail and the second folding guide rail are rotatably arranged on the main vehicle body through a hinge seat. The main body is also equipped with telescopic sleeves on both sides, and the telescopic ends of the telescopic sleeves are hinged to the folding guide rails.

[0013] Preferably, the moving component includes a translation motor fixed on the adjusting seat, a gear fixedly arranged at the output end of the translation motor, and racks for meshing with the gears fixedly arranged on the fixed guide rail, the first folding guide rail and the second folding guide rail.

[0014] Preferably, the side rail level detection module includes a crossbeam fixed to one side of the main vehicle body, one end of the crossbeam is rotatably equipped with a second sliding wheel corresponding to the side rail, and the other end is rotatably equipped with at least one set of first sliding wheels corresponding to the inner straight rail. The side levelness detection module also includes an inclination sensor fixedly installed on the crossbeam.

[0015] Preferably, it also includes a centerline fine-tuning module, which is used to adjust the centerline of the turnout; The centerline fine-tuning module includes several sets of anchor frames fixed on the track base. A drive module is fixedly arranged on the anchor frame. A clamping plate is fixedly arranged on the drive end of the drive module. The clamping plate is equipped with a clamping module for fixing the straight track or the side track.

[0016] This invention provides an integrated device for detecting the track gauge and side track levelness of high-speed railway ballastless turnouts, which has the following beneficial effects: 1) By setting a track inspection trolley on the main car body, the present invention enables the main car body to move along the straight track or the side track, and the track inspection trolley can automatically measure the offset and elevation data between the straight track and the side track. The present invention can achieve the effect of automatic measurement without the need for manual adjustment of the position of the track inspection trolley on the straight track and the side track. 2) By integrating the side rail level detection module synchronously onto the main vehicle body, the present invention enables the side rail level detection module to simultaneously detect the inclination angle of the side rail during the movement of the main vehicle body, eliminating the need for a separate device to measure the inclination angle of the side rail. This ensures the real-time measurement of the inclination angle data and track offset data of the side rail, improves measurement accuracy, and facilitates subsequent synchronous elevation and centerline adjustments. 3) The data processing module of this invention receives raw data from two independent detection modules, namely the track inspection trolley and the side track level, in real time and synchronously. Based on the integrated positioning information, it fuses and correlates the two types of data under a unified spatiotemporal reference. This fundamentally overcomes the inherent defects of asynchronous data and inconsistent references in the prior art where separate equipment measurement and post-processing alignment are performed. The resulting turnout status data is no longer an isolated and fragmented set of parameters, but a complete "data profile" that accurately reflects the coordination relationship between offset and level at each section. This significantly reduces the high dependence of the adjustment process on the number, skills, and experience of operators, reduces the internal friction caused by inconsistent coordination among multiple people, and makes the adjustment action more targeted and effective. It avoids repeated trial and error, thereby greatly shortening the total working time from the completion of inspection to the achievement of adjustment standards, and improving the overall efficiency by orders of magnitude. Attached Figure Description

[0017] Figure 1 A schematic diagram of the centerline fine-tuning module of an integrated device for detecting the track gauge and side track levelness of a high-speed railway ballastless turnout provided by the present invention. Figure 2 A schematic diagram of the side track level detection module in an integrated device for detecting the track gauge and side track level of a high-speed railway ballastless turnout provided by the present invention. Figure 3 A schematic diagram of the installation structure of the side track level detection module in an integrated device for detecting the track gauge and side track level of a high-speed railway ballastless turnout provided by the present invention. Figure 4 A schematic diagram of the main structure of an integrated device for detecting the track gauge and side track levelness of a high-speed railway ballastless turnout provided by the present invention. Figure 5 A top view of the track inspection trolley in an integrated device for detecting the track gauge and side track levelness of a high-speed railway ballastless turnout provided by the present invention. Figure 6A schematic diagram of the main structure of the track inspection trolley in the integrated device for detecting the track gauge and side track levelness of a high-speed railway ballastless turnout provided by the present invention. Figure 7 A schematic diagram of the card plate in an integrated device for detecting the track gauge and side track levelness of a high-speed railway ballastless turnout provided by the present invention. Figure 8 A schematic diagram of the lifting electric cylinder in an integrated device for detecting the track gauge and side track level of a high-speed railway ballastless turnout provided by the present invention. Figure 9 A schematic diagram of the adjusting cylinder in an integrated device for detecting the track gauge and side track levelness of a high-speed railway ballastless turnout provided by the present invention. Figure 10 This is a schematic diagram illustrating the centerline and elevation adjustment of an integrated device for detecting the track gauge and side track level of a high-speed railway ballastless turnout, as provided by the present invention.

[0018] Explanation of reference numerals in the attached figures: 1. Track base; 2. Anchor frame; 3. Crossbeam; 4. Main car body; 5. Adjustment seat; 6. Track inspection trolley; 101. Straight track; 102. Side track; 103. Fork sleeper structure; 104. Adjusting screw; 105. Threaded sleeve; 106. Hexagonal nut; 201. Drive module; 202. Chess plate; 301. First sliding wheel; 302. Second sliding wheel; 303. Tilt sensor; 401. Wheel; 402. Telescopic sleeve; 403. First folding guide rail; 404. Fixed guide rail; 405. Second folding guide rail; 406. Rack; 501. Adjusting cylinder; 502. Flared structure; 503. Vision camera; 504. Adjusting motor; 505. Lifting electric cylinder; 506. Translation motor. Detailed Implementation

[0019] The specific embodiments of the present invention will be described in detail below, but it should be understood that the scope of protection of the present invention is not limited to the specific embodiments.

[0020] Example 1 like Figures 1 to 5 As shown in the figure, an integrated device for detecting the track gauge and side track level of a high-speed railway ballastless turnout is provided in this embodiment of the invention. The integrated device is applied to a ballastless track turnout system. The ballastless track turnout system includes a straight track 101 and a side track 102 installed on a track base 1. The side track 102 is connected to the straight track 101 through a turnout. In this embodiment, the turnout is used to allow a train to switch from the straight track 101 to the side track 102; It needs to be further understood that the straight track 101 is the track section that the train travels along the original direction of travel when passing through the turnout; the side track 102 is the track section that branches off from the straight track 101 when the train passes through the turnout.

[0021] As one embodiment of this invention, the detection integration device includes a main vehicle body 4 for moving on a straight track 101 or a side track 102. Specifically, the main vehicle body 4 in this embodiment is provided with multiple sets of wheels 401 at its bottom. The wheels 401 are connected to servo motors to drive the main vehicle body 4 to move along the straight track 101 or the side track 102. The main vehicle body 4 also integrates power supply, control, drive, and communication systems.

[0022] It should be further explained that the main body 4 of this embodiment is equipped with a track inspection trolley 6, which is used to simultaneously measure the offset and elevation data between the straight track 101 and the side track 102 during movement. Specifically, by setting the track inspection trolley 6 on the main body 4, the main body 4 can automatically measure the offset and elevation data between the straight track 101 and the side track 102 during movement along the straight track 101 or the side track 102. This embodiment does not require manual adjustment of the position of the track inspection trolley 6 on the straight track 101 and the side track 102 to achieve the effect of automatic measurement.

[0023] As a further embodiment, the detection integration device also includes a side track leveling detection module installed on the main vehicle body 4, used to detect the inclination angle of the side track 102 during movement. It can be explained that by synchronously integrating the side track leveling detection module on the main vehicle body 4, the side track leveling detection module can simultaneously detect the inclination angle of the side track 102 during the movement of the main vehicle body 4, eliminating the need for a separate device to measure the inclination angle of the side track 102. This ensures the timeliness of the measurement of the inclination angle data and track offset data of the side track 102, improves measurement accuracy, and facilitates subsequent synchronous elevation and centerline adjustments.

[0024] Furthermore, the track inspection trolley 6 in this embodiment adopts the existing Amberg trolley, and its specific structure and principle will not be described in detail.

[0025] Based on this, after obtaining the offset and elevation measurement data between the straight track 101 and the side track 102, as well as the inclination measurement data of the side track 102, this embodiment aims to facilitate subsequent unified adjustments. This embodiment also includes a data processing module, which receives and processes measurement data from the track inspection trolley 6 and the side track level detection module. Specifically, the data processing module in this embodiment receives raw data from the two independent detection modules (track inspection trolley 6 and side track level detection module) in real time and synchronously, and fuses and correlates the two types of data under a unified spatiotemporal reference based on integrated positioning information. This fundamentally overcomes the inherent defects of asynchronous data and inconsistent references in existing technologies where separate equipment measurements and post-processing alignment occur. The resulting turnout status data is no longer an isolated, fragmented set of parameters, but a complete "data profile" that accurately reflects the coordinated relationship between offset and levelness at each section. This high-fidelity, integrated data output provides a unique, reliable, and directly executable input command for subsequent fine-tuning operations, whether manual or automated. It eliminates adjustment errors caused by data conflicts or ambiguities at the source, significantly reduces the high dependence of the adjustment process on the number, skills, and experience of operators, reduces internal friction caused by inconsistencies in multi-person collaboration, and makes adjustment actions more targeted and efficient, avoiding repeated trial and error. This greatly shortens the total working time from the completion of inspection to the achievement of adjustment standards, resulting in an order-of-magnitude improvement in overall efficiency.

[0026] Example 2 Based on Example 1, please refer to Figures 2-6 Several sets of turnout sleeper structures 103 are evenly laid on the track base 1. At least two sets of threaded sleeves 105 are pre-embedded in the turnout sleeper structures 103, and adjusting screws 104 are screwed into the threaded sleeves 105. It can be explained that during the movement of the main car body 4 in this embodiment, the elevation data of the straight track 101 and the side track 102 are obtained by the track inspection trolley 6, and the inclination data of the side track 102 are detected by the side track level detection module. Based on the data processing module, the obtained data is processed to determine whether there are any abnormalities in the elevation data and inclination data. If there are any abnormalities, the adjusting screws 104 on the turnout sleeper structures 103 are rotated first. During the rotation of the adjusting screws 104, the height of the turnout sleeper structures 103 can be adjusted by cooperating with the threaded sleeves 105, so that the elevation data of the straight track 101 and the side track 102 and the inclination data of the side track 102 meet the preset requirements.

[0027] To achieve the effect of automatically adjusting the height of the turnout sleeper structure 103, in this embodiment, please refer to... Figures 5-9The main body 4 is equipped with multiple adjustment modules for driving the adjustment screw 104 to rotate. Each adjustment module includes an adjustment cylinder 501 that engages with a hexagonal nut 106 on the top of the adjustment screw 104. The adjustment module includes a rotating part and a lifting part; the rotating part drives the adjustment cylinder 501 to rotate, and the lifting part drives the adjustment cylinder 501 to move up and down. It can be noted that when the elevation data of the straight track 101 and the side track 102, as well as the inclination data of the side track 102, do not meet the preset requirements... The position of the adjusting cylinder 501 is adjusted by the main body 4 so that the adjusting cylinder 501 is directly above the adjusting screw 104. The lifting part drives the adjusting cylinder 501 to descend and fit onto the adjusting screw 104. At the same time, the adjusting cylinder 501 and the hexagonal nut 106 fixedly installed on the top of the adjusting screw 104 engage with each other. Based on this, when the rotating part drives the adjusting cylinder 501 to rotate, it can synchronously drive the adjusting screw 104 to rotate, thereby adjusting the height of the forklift sleeper structure 103 (see reference). Figure 10 ).

[0028] It should be noted that during the process of the lifting part driving the adjusting cylinder 501 to descend in this embodiment, if the adjusting cylinder 501 fails to engage precisely with the hexagonal nut 106 on the adjusting screw 104, the adjusting cylinder 501 can be driven to rotate appropriately by the rotating part until the adjusting cylinder 501 can engage with the hexagonal nut 106. Based on this, this embodiment can achieve the effect of automatically driving the adjustment screw 104 to rotate by setting multiple adjustment modules, eliminating the need for construction personnel to use torque wrenches for adjustment, thus improving adjustment efficiency and ensuring accuracy.

[0029] In order to improve the efficiency of the fitting of the adjusting cylinder 501 and the adjusting screw 104, in this embodiment, the bottom of the adjusting cylinder 501 is connected to a flared structure 502. Specifically, by setting the flared structure 502, the hexagonal nut 106 at the top of the adjusting screw 104 can be gradually guided into the adjusting cylinder 501 along the flared structure 502 during the process of the lifting part driving the adjusting cylinder 501 to descend. On the one hand, this can improve the guiding efficiency, and on the other hand, it can play a certain buffering role.

[0030] For details, please refer to Figures 8-9 The adjustment module also includes an adjustment base 5, and the rotating part includes an adjustment motor 504 fixed on the adjustment base 5. The driving end of the adjustment motor 504 is fixedly connected to the adjustment cylinder 501. It can be explained that when the adjustment cylinder 501 is sleeved on the adjustment screw 104, the adjustment motor 504 can be started, and the adjustment cylinder 501 can be driven to rotate by the adjustment motor 504.

[0031] Please refer to Figure 9The lifting unit includes a lifting cylinder 505 fixed on the adjusting seat 5. The driving end of the lifting cylinder 505 is fixedly connected to the side edge of the adjusting motor 504. It can be explained that as the main body 4 drives the adjusting cylinder 501 to move directly above the adjusting screw 104, the lifting cylinder 505 is activated to drive the adjusting motor 504 to descend. During the descent of the adjusting motor 504, the adjusting cylinder 501 can be driven to descend synchronously.

[0032] To ensure that the adjusting cylinder 501 moves accurately to the position directly above the adjusting screw 104, a vision camera 503 is fixedly installed on the adjusting base 5, and a laser sensor is installed on one side of the vision camera 503. Specifically, in this embodiment, the vision camera 503 and the laser sensor work together to achieve real-time monitoring of the relative position and relative height of the adjusting cylinder 501 and the adjusting screw 104, so as to facilitate the subsequent engagement of the hexagonal nut 106 on the adjusting cylinder 501 and the adjusting screw 104.

[0033] In this embodiment, the relative positions of the adjusting screws 104 on each forklift structure 103 are different. To facilitate the movement of the position of each adjusting cylinder 501 to correspond with the adjusting screw 104, please refer to [reference needed]. Figures 5-6 as well as Figures 8-9 The main body 4 is provided with a guide rail structure, and each adjustment seat 5 is provided with a moving component. The moving component is used to drive the adjustment seat 5 to move along the guide rail structure. It can be noted that in this embodiment, each adjustment seat 5 can be driven to move along the guide rail structure by the moving component, so that the moving adjustment cylinder 501 moves to directly above the adjustment screw 104, which facilitates subsequent locking.

[0034] Specifically, the guide rail structure of this embodiment includes a fixed guide rail 404 fixed on the main body 4. One end of the fixed guide rail 404 is provided with a first folding guide rail 403, and the other end is provided with a second folding guide rail 405. The first folding guide rail 403 and the second folding guide rail 405 are rotatably arranged on the main body 4 through hinge seats. Telescopic sleeves 402 are also rotatably arranged on both sides of the main body 4. The telescopic ends of the telescopic sleeves 402 are hinged to the folding guide rails. It can be noted that by setting a foldable guide rail in this embodiment, on the one hand, the first folding guide rail 403 and the second folding guide rail 405 can be folded towards the main body 4 when not in use, reducing their volume and making them easy to carry and transport. On the other hand, the foldable guide rail of this embodiment can be applied to tracks with different curvatures or arcs, so as to adjust the adjustment cylinder 501 and the adjustment screw 104 accordingly.

[0035] The moving component includes a translation motor 506 fixed on the adjusting seat 5. A gear is fixedly arranged on the output end of the translation motor 506. A rack 406 for meshing with the gear is fixedly arranged on the fixed guide rail 404, the first folding guide rail 403, and the second folding guide rail 405. It can be explained that when adjusting the position of the adjusting cylinder 501, the translation motor 506 can be started to drive the gear to rotate. The gear can drive the adjusting seat 5 to move along the guide rail by meshing with the rack 406, thereby realizing the position adjustment of the adjusting cylinder 501.

[0036] As one implementation method of this embodiment, please refer to Figures 2-4 The side rail level detection module includes a crossbeam 3 fixed to one side of the main vehicle body 4. One end of the crossbeam 3 is rotatably equipped with a second sliding wheel 302 corresponding to the side rail 102, and the other end is rotatably equipped with at least one set of first sliding wheels 301 corresponding to the inner straight rail 101. The side rail level detection module also includes an inclination sensor 303 fixedly installed on the crossbeam 3. It can be noted that during the movement of the main vehicle body 4 in this embodiment, the crossbeam 3 can be driven to move synchronously. The crossbeam 3 can drive the second sliding wheel 302 to move on the side rail 102 and the first sliding wheel 301 to move on the inner straight rail 101. The inclination sensor 303 can monitor the change in inclination in real time and obtain inclination measurement data.

[0037] Please refer to Figure 1 as well as Figure 7 It also includes a centerline fine-tuning module, which is used to adjust the centerline of the turnout. The centerline fine-tuning module includes several sets of anchor frames 2 fixed to the track base 1. A drive module 201 is fixedly arranged on the anchor frame 2, and a clamping plate 202 is fixedly arranged on the drive end of the drive module 201. The clamping plate 202 is equipped with a clamping module for fixing the straight track 101 or the side track 102. It can be explained that after obtaining the offset measurement data between the straight track 101 and the side track 102 in this embodiment, the data processing module processes the data. If there is an error compared to the preset value, the drive module 201 can drive the clamping plate 202 to move. During the movement of the clamping plate 202, the clamping module drives the straight track 101 or the side track 102 to move, thereby adjusting the centerline to the preset range. This embodiment, by setting multiple sets of centerline fine-tuning modules, can achieve automatic synchronous adjustment, eliminating the need for manual adjustment by construction personnel. This not only ensures adjustment accuracy but also increases efficiency (see reference...). Figure 10 ); Furthermore, the drive module 201 in this embodiment can adopt an electric cylinder or a servo screw structure. This embodiment does not limit this to any particular type, as long as it satisfies the requirement of driving the horizontal movement of the drive plate 202.

[0038] A detection method for an integrated device for detecting the track gauge and side track levelness of high-speed railway ballastless turnouts includes the following steps: Please see Figures 1-5 S1, drive the main vehicle body 4 to move along the straight track 101 or the side track 102; S2. During the movement, the track inspection trolley 6 automatically measures the offset and elevation data between the straight track 101 and the side track 102; the side track levelness detection module can simultaneously detect the inclination data of the side track 102; the measurement data is sent to the data processing module. S3. The data processing module receives raw data from the track inspection trolley 6 and the two independent detection modules for side track level in real time and synchronously, and processes the two types of data under a unified spatiotemporal reference based on the integrated positioning information. S4. Based on the processing results, determine whether there are any abnormalities in the elevation data and inclination data. If there are any abnormalities, rotate the adjusting screw 104 on the turnout sleeper structure 103. During the rotation of the adjusting screw 104, the height of the turnout sleeper structure 103 can be adjusted by cooperating with the threaded sleeve 105. S5. Determine if there is an error in the offset measurement data. If there is an error, drive the card plate 202 to move through the drive module 201. During the movement of the card plate 202, drive the straight track 101 or the side track 102 to move through the clamping module to adjust the centerline to the preset range.

[0039] The above-disclosed embodiments are merely a few specific examples of the present invention. However, the embodiments of the present invention are not limited thereto, and any variations that can be conceived by those skilled in the art should fall within the protection scope of the present invention.

Claims

1. An integrated device for detecting the track gauge and side track levelness of ballastless turnouts in high-speed railways, characterized in that, The detection integrated device is applied to the ballastless track turnout system, which includes a straight track (101) and a side track (102) installed on the track base (1). The side track (102) is connected to the straight track (101) through a turnout. The integrated detection device includes a main vehicle body (4) for moving on a straight track (101) or a side track (102); a track inspection trolley (6) is provided on the main vehicle body (4) for simultaneously measuring the offset and elevation data between the straight track (101) and the side track (102) during movement. The detection integration device also includes a side rail level detection module installed on the main vehicle body (4) for detecting the inclination angle of the side rail track (102) during movement; It also includes a data processing module, which is used to receive and process measurement data from the track inspection trolley (6) and the side rail level detection module; The main body (4) is provided with multiple sets of adjustment modules for driving the adjustment screw (104) to rotate; The adjustment module includes an adjustment cylinder (501) for engaging with a hexagonal nut (106) on the top of the adjustment screw (104). The adjustment module includes a rotating part and a lifting part. The rotating part is used to drive the adjustment cylinder (501) to rotate, and the lifting part is used to drive the adjustment cylinder (501) to rise and fall. The adjustment module also includes an adjustment seat (5), and the rotating part includes an adjustment motor (504) fixed on the adjustment seat (5). The driving end of the adjustment motor (504) is fixedly connected to the adjustment cylinder (501). The main body (4) is provided with a guide rail structure, and each adjustment seat (5) is provided with a moving component. The moving component is used to drive the adjustment seat (5) to move along the guide rail structure. The guide rail structure includes a fixed guide rail (404) fixed on the main body (4). One end of the fixed guide rail (404) is provided with a first folding guide rail (403), and the other end is provided with a second folding guide rail (405). The first folding guide rail (403) and the second folding guide rail (405) are rotatably arranged on the main body (4) through a hinge seat. Telescopic sleeves (402) are also rotatably arranged on both sides of the main body (4). The telescopic end of the telescopic sleeve (402) is hinged to the folding guide rail.

2. The integrated device for detecting the track gauge and side track levelness of high-speed railway ballastless turnouts as described in claim 1, characterized in that, Several sets of fork sleeper structures (103) are evenly laid on the track base (1). At least two sets of threaded sleeves (105) are pre-embedded in the fork sleeper structures (103). Adjusting screws (104) are spirally connected in the threaded sleeves (105).

3. The integrated device for detecting the track gauge and side track levelness of high-speed railway ballastless turnouts as described in claim 1, characterized in that, The lifting unit includes a lifting electric cylinder (505) fixed on the adjusting seat (5), and the driving end of the lifting electric cylinder (505) is fixedly connected to the side edge of the adjusting motor (504).

4. The integrated device for detecting the track gauge and side track levelness of high-speed railway ballastless turnouts as described in claim 1, characterized in that, The moving component includes a translation motor (506) fixed on the adjusting seat (5), the output end of the translation motor (506) is fixedly provided with gears, and racks (406) for meshing with gears are fixedly provided on the fixed guide rail (404), the first folding guide rail (403) and the second folding guide rail (405).

5. The integrated device for detecting the track gauge and side track levelness of high-speed railway ballastless turnouts as described in claim 1, characterized in that, The side rail level detection module includes a crossbeam (3) fixed to one side of the main body (4). One end of the crossbeam (3) is rotatably equipped with a second sliding wheel (302) corresponding to the side rail (102), and the other end is rotatably equipped with at least one set of first sliding wheels (301) corresponding to the inner straight rail (101). The side levelness detection module also includes an inclination sensor (303) fixedly installed on the crossbeam (3).

6. The integrated device for detecting the track gauge and side track levelness of high-speed railway ballastless turnouts as described in any one of claims 1-5, characterized in that, It also includes a centerline fine-tuning module, which is used to adjust the centerline of the turnout; The centerline fine-tuning module includes several sets of anchor frames (2) fixed on the track base (1). A drive module (201) is fixedly arranged on the anchor frame (2). A clamping plate (202) is fixedly arranged on the drive end of the drive module (201). A clamping module for fixing the straight track (101) or the side track (102) is provided on the clamping plate (202).

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