A novel bidirectional trackpad sensor system

Abstract

This invention discloses a novel bidirectional rail pad sensor system, relating to the field of rail pad sensor technology. The system includes an elastomer, which is an integral structure. Rail spring clip fastener bases are located on both sides of the upper end of the elastomer. Blind holes are arranged at the front and rear ends of both sides of the elastomer below the rail spring clip fastener bases. A horizontal force detection module and a vertical force detection module are installed inside the blind holes. A strain beam web is formed between two blind holes on the same side and at the front and rear ends. The opposite ends of the two rail spring clip fastener bases form a horizontal force loading contact surface. A horizontal force constraint component is installed on the upper end of the elastomer between the two horizontal force loading contact surfaces. Non-disassembly calibration components are located at both ends of the elastomer. Elevation adjustment components are installed on both sides of the lower end of the elastomer. This invention, by setting up elevation adjustment components and combining alternating stacked structures of shims and rubber pads, along with reserved operating space on the side, allows for quick installation and removal of shims from the side without disassembling the fixing screws, significantly simplifying the on-site operation process.

Description

Technical Field

[0001] This invention relates to the field of rail pad sensor technology, specifically a novel bidirectional rail pad sensor system. Background Technology

[0002] Bidirectional track pad sensors are core components of high-speed railway track monitoring systems. They are primarily used to collect key data such as vertical wheel load and horizontal serpentine force during train operation, providing raw data support for train trajectory analysis, vehicle condition assessment, and track settlement early warning. Their detection accuracy, environmental adaptability, and ease of maintenance directly impact track safety. With the construction of high-speed railways in cold regions, higher technical requirements have been placed on bidirectional track pad sensors—they must be adaptable to special operating conditions such as speeds ≤300km / h, day-night temperature differences of -40℃ to 60℃, long-term operation in uninhabited areas, and rapid nighttime maintenance.

[0003] Currently, existing bidirectional rail pad sensors have been upgraded from the traditional split structure (separate elastic body and rail fastener base) to an integrated structure, effectively reducing assembly accumulation errors and improving detection reliability. However, in practical applications, the following shortcomings still exist: First, the elevation adjustment of the existing integrated structure relies on the addition of extra shims. During on-site installation, shims need to be repeatedly added or removed and the levelness calibrated, making the operation process complex and time-consuming. This makes it difficult to meet the rapid maintenance needs of nighttime track closures in cold regions. At the same time, the lack of corresponding constraints on the outside of the shims makes them prone to displacement under the high-frequency vibration of trains, affecting the accuracy of influence transmission and detection. Second, the horizontal force (centrifugal force, centripetal force) generated during train operation needs to be transmitted to the appropriate level through the sensor's horizontal force loading contact surface. The existing contact surfaces of the variable beam web are mostly smooth planes or simple textured designs, lacking directional constraint structures. Horizontal forces are easily shifted laterally due to vibration, making it impossible to accurately apply them to strain-sensitive areas. Furthermore, the contact surfaces have insufficient wear resistance, and the textures are easily worn away after long-term use, further aggravating force transmission deviations and causing distortion of detection signals. Thirdly, the vertical and horizontal force detection circuits of the bidirectional rail pad sensor require regular on-site calibration to ensure accuracy. However, the calibration of the existing structure requires disassembling the entire stainless steel sealing plate before calibration can be performed, which damages the moisture-proof insulating potting compound sealing structure inside the sensor. Fourthly, moisture and snow in the air in cold regions can easily penetrate into the sensor after calibration, causing the strain gauges to become damp and the circuits to short-circuit, seriously affecting the long-term stability and service life of the sensor in harsh environments. Summary of the Invention

[0004] The purpose of this invention is to provide a novel bidirectional track pad sensor system to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a novel bidirectional rail pad sensor system, comprising an elastic body, the elastic body being an integral structure, the elastic body being a long strip plate structure, rail elastic clip fastener bases being provided on both sides of the upper end of the elastic body, blind holes being provided on both the front and rear ends of both sides of the elastic body below the rail elastic clip fastener bases, a horizontal force detection module and a vertical force detection module being installed inside the blind holes, a strain beam web being formed between two blind holes on the same side and at the front and rear ends, the opposite ends of the two rail elastic clip fastener bases being horizontal force loading contact surfaces, a horizontal force constraint component being installed on the upper end of the elastic body between the two horizontal force loading contact surfaces, non-disassembly calibration components being provided at both ends of the elastic body, and elevation adjustment components being installed on both sides of the lower end of the elastic body.

[0006] Preferably, the vertical force detection module includes resistance strain gauges R2, R3, R5, R6, R8, R9, R11 and R12 attached to the center of the web of the strain beam, wherein R2, R3, R5 and R6 are tensile stress strain gauges, and R8, R9, R11 and R12 are compressive stress strain gauges.

[0007] Preferably, the horizontal force detection module includes resistance strain gauges R13, R14, R15, R16, R17, R18, R19, and R20 pasted above and below the center of the web of the strain beam, and 45° monoclinic auxiliary strain gauges R1, R4, R7, and R10 pasted on the outer side of the center of the web of the strain beam. R1, R4, R7, and R10 are connected to a horizontal force bridge. A low-temperature drift high-precision potentiometer Rw1 is connected across the bridge between R4 and R13 and between R1 and R17, and a low-temperature drift high-precision potentiometer Rw2 is connected across the bridge between R10 and R20 and between R7 and R16.

[0008] Preferably, the upper end of the rail spring clip base is provided with an anti-reverse groove.

[0009] Preferably, the horizontal force constraint assembly includes a groove and an elastic guide block disposed on the upper end of the elastic body, the lower end of the elastic guide block is provided with a protrusion that matches the groove, the elastic guide block is made of low-temperature wear-resistant rubber, and the elastic guide block is installed on the upper end of the elastic body above the groove by bolts.

[0010] Preferably, the non-disassembly calibration component includes a calibration window, a sealing cover, and a dust cover. The elastomer has calibration windows at both ends. The surface of the calibration window is fitted with a sealing cover by anti-disassembly bolts. The surface of the sealing cover is fitted with a dust cover by bolts. A sealing gasket is installed between the dust cover and the sealing cover. The sealing gasket is made of fluororubber.

[0011] Preferably, the elevation adjustment assembly includes a mounting plate, a combination shim, a rubber pad, a limiting plate, and a fixing screw. Mounting holes are provided at the front and rear of the upper end of the elastic body on both sides of the rail spring clip base. Several combination shims and rubber pads are staggered and installed below each of the two mounting holes on both sides. A mounting plate is installed below the lowest combination shim. A fixing screw is installed at the upper end of the mounting plate, and the fixing screw is located inside the mounting hole. Limiting plates are installed on both sides of the upper end of the mounting plate at the front and rear of the fixing screw. The limiting plates are L-shaped, and an adjustment groove is provided at the front end of the limiting plates. The limiting plates are connected to the elastic body and the mounting plate respectively by bolts.

[0012] Preferably, the number of the combined gaskets is several, and the combined gaskets are composed of a left gasket and a right gasket. The left gasket and the right gasket are symmetrically arranged. The opposite ends of the left gasket and the right gasket are provided with notches that match the mounting holes. A T-shaped plate is installed at one end of the left gasket between the two notches, and a T-shaped groove is provided at one end of the right gasket between the two notches. The T-shaped plate and the T-shaped groove are matched in shape. The combined gaskets and the rubber gaskets have the same structure. The thicknesses of the combined gaskets are 0.2mm, 0.5mm, 1mm and 2mm respectively.

[0013] Preferably, a sensor waterproof sealing connector assembly is installed at one end of the elastomer on both sides of one of the non-disassembly calibration components.

[0014] Compared with the prior art, the beneficial effects of the present invention are:

[0015] 1. This novel bidirectional rail pad sensor system, by setting an elevation adjustment component and combining alternating stacked structures of pads and rubber pads, along with reserved operating space on the side, enables quick installation and removal of pads from the side without disassembling the fixing screws, greatly simplifying the on-site operation process. It is suitable for the rapid installation needs of blocking lines at night in cold, uninhabited areas. At the same time, the L-shaped limiting plate can effectively limit the lateral displacement of the pads and avoid elevation deviation caused by vibration. Combined with the T-shaped plate and T-slot splicing design of the combined pads, the integrity of the pad splicing is ensured.

[0016] 2. This novel bidirectional rail pad sensor system, through the design of a horizontal force constraint component with grooves and protrusions, combined with the serrated anti-slip texture of the horizontal force loading contact surface and the synergistic effect of the low-temperature wear-resistant rubber guide block, forms a double redirection constraint. This ensures that the horizontal force generated by the train's serpentine movement is accurately transmitted to the strain beam web along a preset direction, completely avoiding detection errors caused by lateral offset. At the same time, the rubber guide block is made of low-temperature wear-resistant rubber material, which comprehensively improves the wear resistance and structural stability in cold environments, avoiding long-term vibration-induced texture wear, guide block aging, and bolt loosening, further ensuring the accuracy and long-term effectiveness of horizontal force detection.

[0017] 3. This novel bidirectional track pad sensor system, through the design of a calibration component that does not require disassembly, utilizes a double-sealing structure of "sealed cover + dust cover" in conjunction with a fluororubber sealing gasket. The calibration operation can be completed simply by opening the dust cover and connecting the test probe to the calibration test point, without having to disassemble the entire sealed cover. This fundamentally avoids damage to the internal moisture-proof and insulating potting compound during the calibration process, effectively preventing the intrusion of moisture and snow in high-altitude and cold regions, and ensuring the stable operation of the internal strain gauges and circuit system. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0019] Figure 2 This is a schematic diagram of the elastomer structure of the present invention;

[0020] Figure 3 This is a schematic diagram of the combined gasket structure of the present invention;

[0021] Figure 4 For the present invention Figure 2 Enlarged view of point A in the middle;

[0022] Figure 5 For the present invention Figure 2 Enlarged view of point B in the middle;

[0023] Figure 6 This is a schematic diagram of the elastic guide block structure of the present invention;

[0024] Figure 7 This is a top cross-sectional view of the present invention;

[0025] Figure 8 This is a schematic diagram showing the stress and patch position of the present invention;

[0026] Figure 9 This is an electrical schematic diagram of the vertical force detection module of the present invention;

[0027] Figure 10 This is the electrical schematic diagram of the horizontal force detection module of the present invention.

[0028] In the diagram: 1. Elastomer; 2. Rail spring clip base; 3. Blind hole; 4. Horizontal force detection module; 5. Vertical force detection module; 6. Strain beam web; 7. Horizontal force loading contact surface; 11. Anti-reverse groove; 12. Protrusion; 13. Mounting hole; 14. Notch; 15. T-plate; 16. T-slot; 17. Sensor waterproof sealing joint assembly; 18. Adjustment groove; 801. Groove; 802. Elastic guide block; 901. Calibration window; 902. Sealing cover; 903. Dust cover; 1001. Mounting plate; 1002. Combined gasket; 1003. Rubber gasket; 1004. Limiting plate; 1005. Fixing screw; 10021. Left gasket; 10022. Right gasket. Detailed Implementation

[0029] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0030] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0031] like Figures 1 to 10 As shown, this embodiment of the novel bidirectional rail pad sensor system includes an elastic body 1, which is an integrated structure that integrates horizontal force detection, vertical force detection, and rail elastic clip fastener base into one unit, reducing assembly accumulation errors and improving detection reliability. The elastic body 1 has a long strip plate structure and is made of a composite rolled material of 0Cr18Ni9Ti and Q345B, balancing low-temperature toughness and structural strength. Rail elastic clip fastener bases 2 are provided on both sides of the upper end of the elastic body 1. Blind holes 3 are provided at the front and rear ends of both sides of the elastic body 1 below the rail elastic clip fastener base 2. Horizontal force detection module 4 and vertical force detection module 5 are installed inside the blind holes 3. The horizontal force detection module 4 and vertical force detection module 5 adopt... The blind hole 3 is sealed with moisture-proof, insulating, and sealing potting compound. The blind hole 3 is then sealed with a stainless steel sealing plate. A strain beam web 6 is formed between the two blind holes 3 on the same side and at the front and rear. The strain beam web 6 has a thickness of 1.0 mm in the middle and gradually increases to 1.8 mm at both ends. The connection between the web and the blind hole 3 is provided with a radius of 2.5 mm to ensure strain transmission sensitivity and improve fatigue resistance. The opposite ends of the two rail elastic clip bases 2 are horizontal force loading contact surfaces 7. A horizontal force constraint component is installed on the upper end of the elastic body 1 between the two horizontal force loading contact surfaces 7. The elastic body 1 is equipped with a non-disassembly calibration component at both ends. Elevation adjustment components are installed on both sides of the lower end of the elastic body 1.

[0032] Specifically, the vertical force detection module 5 includes resistance strain gauges R2, R3, R5, R6, R8, R9, R11, and R12 attached to the center of the web of the strain beam 6. R2, R3, R5, and R6 are tensile stress strain gauges, while R8, R9, R11, and R12 are compressive stress strain gauges. The strain gauges are connected to a Weston bridge containing zero-point compensation resistors (R0, R0'), temperature compensation resistors (Rt, Rt'), elastic modulus resistors (R_elastic), and coefficient compensation resistors (R_system). The vertical force outputs a wheel load signal in the positive direction and warning parameters such as track smoothness monitoring and vehicle metering in the negative direction, providing accurate raw data for track safety assessment (horizontal force is Fx, vertical force is Fy, etc.). Figure 8 (As shown).

[0033] Furthermore, the horizontal force detection module 4 includes resistance strain gauges R13, R14, R15, R16, R17, R18, R19, and R20 pasted above and below the center of the strain beam web 6, and 45° monoclinic auxiliary strain gauges R1, R4, R7, and R10 pasted on the outer side of the center of the strain beam web 6. R1, R4, R7, and R10 are connected to a horizontal force bridge. A low-temperature drift high-precision potentiometer Rw1 is connected between R4 and R13 and between R1 and R17, and a low-temperature drift high-precision potentiometer Rw2 is connected between R10 and R20 and between R7 and R16. By adjusting the resistance value of the potentiometers or swapping the positions of the auxiliary strain gauges, the interference of vertical force on the horizontal force output can be eliminated, significantly improving the detection accuracy.

[0034] Furthermore, the upper end of the rail clip fastener base 2 is provided with an anti-reverse groove 11, which can prevent the clip from shifting or rotating under the high-frequency vibration of the train, ensuring the reliability of the fastener fixation.

[0035] Furthermore, the horizontal force constraint component includes a groove 801 and an elastic guide block 802 arranged on the upper end of the elastic body 1. The lower end of the elastic guide block 802 is provided with a protrusion 12 that matches the groove 801, forming a "groove 801-protrusion 12" directional constraint. The elastic guide block 802 is made of low-temperature wear-resistant rubber with a temperature range of -40℃ to 80℃. The elastic guide block 802 is installed on the upper end of the elastic body 1 above the groove 801 by bolts. The horizontal force loading contact surface 7 is processed with sawtooth anti-slip texture and works in conjunction with the elastic guide block 802 to ensure that the horizontal force generated by the train's serpentine movement is transmitted to the strain beam web 6 in a preset direction, avoiding signal distortion caused by lateral offset.

[0036] Furthermore, the non-disassembly calibration component includes a calibration window 901, a sealing cover 902, and a dust cover 903. Calibration windows 901 are provided at both ends of the elastomer 1. The two calibration windows 901 correspond to the calibration test points of the vertical force and horizontal force connection plates, respectively. The sealing cover 902 is installed on the surface of the calibration window 901 via anti-disassembly bolts, and the dust cover 903 is installed on the surface of the sealing cover 902 via bolts. A sealing gasket, made of fluororubber, is installed between the dust cover 903 and the sealing cover 902. During calibration, it is not necessary to disassemble the entire sealing cover 902. After opening the dust cover 903, the test probe can be connected to the bridge circuit to complete the on-site calibration, avoiding damage to the internal moisture-proof insulating potting compound and preventing moisture and snow intrusion.

[0037] Furthermore, the elevation adjustment assembly includes a mounting plate 1001, a combination shim 1002, a rubber pad 1003, a limiting plate 1004, and a fixing screw 1005. Mounting holes 13 are provided at the front and rear of the upper end of the elastic body 1 on both sides of the rail spring clip fastener base 2. Several combination shims 1002 and rubber pads 1003 are staggeredly installed below the two mounting holes 13 on both sides. The mounting plate 1001 is installed below the lowest combination shim 1002, and a fixing screw 1005 is installed on the upper end of the mounting plate 1001. 005, the fixing screw 1005 is located inside the mounting hole 13 to achieve a stable connection between the component and the elastomer 1. Limiting plates 1004 are installed on both sides of the upper end of the mounting plate 1001 at the front and rear of the fixing screw 1005. The limiting plate 1004 is L-shaped and has an adjustment groove 18 at the front end. The limiting plate 1004 is connected to the elastomer 1 and the mounting plate 1001 by bolts, which can limit the lateral displacement of the combined gasket 1002 and the rubber pad 1003 and ensure stability after elevation adjustment.

[0038] Furthermore, there are several combination gaskets 1002, each consisting of a left gasket 10021 and a right gasket 10022. The left and right gaskets 10021 and 10022 are symmetrically arranged. Each of the left and right gaskets 10021 and 10022 has a notch 14 at its opposite end that matches the mounting hole 13. The notch 14 is designed for quick installation and removal from the side without disassembling the fixing screw 1005. A T-shaped plate 15 is installed at one end of the left gasket 10021 between the two notches 14. One end of the right gasket 10022 is provided with a T-slot 16. The T-plate 15 and the T-slot 16 are matched in shape to ensure the integrity of the combined gasket 1002 after splicing. The combined gasket 1002 and the rubber pad 1003 have the same structure. The thicknesses of the combined gasket 1002 are 0.2mm, 0.5mm, 1mm and 2mm respectively. The thickness of the rubber pad 1003 is adapted to the combined gasket 1002. By increasing or decreasing the number of combined gaskets 1002 and rubber pads 1003, the elevation can be adjusted, which is suitable for rapid installation and maintenance at night in cold regions.

[0039] Furthermore, a sensor waterproof sealing connector assembly 17 is installed at one end of the elastomer 1 on both sides of a non-disassembly calibration component, including a horizontal force sensor waterproof sealing connector and a vertical force sensor waterproof sealing connector. In conjunction with the shielded cable lead-out structure, a potting compound sealing cavity is provided at the connection between the cable and the sealing connector to improve the moisture-proof and snow-proof performance in cold environments and ensure the stability of signal transmission.

[0040] The method of use in this embodiment is as follows: First, place the elastomer 1 between the cement sleeper and the elevation adjustment pad, ensuring that the elliptical waist holes at both ends of the elastomer 1 coincide with the fixing screws 1005 on the mounting plate 1001, the horizontal force loading contact surface 7 faces the rail web side, and the non-disassembly calibration component faces the outside of the track for easy subsequent operation. Then, use a special tool to operate from the side of the elastomer 1, and according to the track slope requirements, install and remove the combination shims 1002 (0.2mm, 0.5mm, 1mm and 2mm) and rubber pads 1003 from the side of the mounting hole 13, increasing or decreasing the quantity to achieve fine-tuning of the elevation; after adjustment, lock the screws through the adjustment groove 18 of the L-shaped limiting plate 1004. Bolts are used to limit the lateral displacement of the gaskets and ensure support stability. The mounting plate 1001 is then bolted onto the cement sleepers. The rail spring clip is then embedded into the anti-reverse groove 11 of the rail spring clip fastener base 2 and tightened with a double-ended screw to prevent the spring clip from shifting or rotating due to train vibration. The lower protrusion 12 of the elastic guide block 802 precisely engages with the upper groove 801 of the elastic body 1, and the fixing bolts are tightened. The serrated texture of the horizontal force loading contact surface 7 is checked to ensure that it fits the rail web and that the horizontal force transmission path is smooth. Then, the horizontal force and vertical force detection modules are connected to the external data acquisition system through the sensor waterproof sealing joint assembly 17, respectively, and the electrical shielding is used. The cable needs to be fixed along the outside of the track to avoid dragging and damaging the potting compound sealant cavity. After the system is powered on, it automatically and synchronously collects vertical and horizontal force signals: the vertical force outputs wheel weight data in the positive direction and warning parameters such as track smoothness and sudden changes in the negative direction; the horizontal force outputs the train centrifugal force in the positive direction and the centripetal force in the negative direction, providing real-time raw data for the track monitoring system. During operation, the horizontal force constraint component uses the "groove 801-protrusion 12" for directional constraint to ensure that the horizontal force generated by the train's serpentine movement is accurately transmitted to the strain beam web 6, avoiding signal distortion; the sensor waterproof sealing joint component 17 and the fluororubber sealing gasket together isolate moisture and snow in the cold environment, ensuring The internal circuit is stable. For the two calibration windows 901 corresponding to vertical and horizontal forces, there is no need to disassemble the entire sealing cover 902. Only the fixing bolts of the dust cover 903 need to be unscrewed with a special tool. The test probe of the calibrator is then passed through the window and connected to the calibration test point of the corresponding terminal board. The standard force signal is input to verify the output accuracy of the detection module. If the signal transmission is abnormal, the connection between the sensor waterproof sealing joint assembly 17 and the shielded cable should be checked first. If the potting compound sealing cavity is damaged, it should be refilled with moisture-proof and insulating potting compound. If the strain gauge is faulty, the elastomer 1 needs to be disassembled and replaced as a whole. The replacement process can be completed quickly during the night when the line is closed, which is suitable for the maintenance needs of high-altitude and cold regions.

[0041] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A novel bidirectional track pad sensor system, comprising an elastomer (1), characterized in that: The elastic body (1) is an integral structure. The elastic body (1) is a long strip plate structure. The upper end of the elastic body (1) is provided with rail elastic clip fastener bases (2). The front and rear ends of the elastic body (1) below the rail elastic clip fastener bases (2) are provided with blind holes (3). The blind holes (3) are equipped with horizontal force detection modules (4) and vertical force detection modules (5). The two blind holes (3) on the same side and at the front and rear ends form a strain beam web (6). The opposite ends of the two rail elastic clip fastener bases (2) are horizontal force loading contact surfaces (7). The upper end of the elastic body (1) between the two horizontal force loading contact surfaces (7) is equipped with a horizontal force constraint component. The two ends of the elastic body (1) are provided with non-disassembly calibration components. The lower ends of the elastic body (1) are equipped with elevation adjustment components.

2. The novel bidirectional track pad sensor system according to claim 1, characterized in that: The vertical force detection module (5) includes resistance strain gauges R2, R3, R5, R6, R8, R9, R11 and R12 that are pasted at the center of the web of the strain beam (6), wherein R2, R3, R5 and R6 are tensile stress strain gauges, and R8, R9, R11 and R12 are compressive stress strain gauges.

3. The novel bidirectional track pad sensor system according to claim 1, characterized in that: The horizontal force detection module (4) includes resistance strain gauges R13, R14, R15, R16, R17, R18, R19, and R20 pasted above and below the center of the web of the strain beam (6), and 45° monoclinic auxiliary strain gauges R1, R4, R7, and R10 pasted on the outer side of the center of the web of the strain beam (6). R1, R4, R7, and R10 are connected to a horizontal force bridge. A low-temperature drift high-precision potentiometer Rw1 is connected between R4 and R13 and between R1 and R17, and a low-temperature drift high-precision potentiometer Rw2 is connected between R10 and R20 and between R7 and R16.

4. The novel bidirectional track pad sensor system according to claim 1, characterized in that: The upper end of the rail spring clip base (2) is provided with an anti-reverse groove (11).

5. The novel bidirectional track pad sensor system according to claim 1, characterized in that: The horizontal force constraint assembly includes a groove (801) and an elastic guide block (802) arranged on the upper end of the elastic body (1). The lower end of the elastic guide block (802) is provided with a protrusion (12) that matches the groove (801). The elastic guide block (802) is made of low-temperature wear-resistant rubber. The elastic guide block (802) is installed on the upper end of the elastic body (1) above the groove (801) by bolts.

6. The novel bidirectional track pad sensor system according to claim 1, characterized in that: The non-disassembly calibration component includes a calibration window (901), a sealing cover (902), and a dust cover (903). The elastomer (1) has calibration windows (901) at both ends. The surface of the calibration window (901) is fitted with a sealing cover (902) by anti-disassembly bolts. The surface of the sealing cover (902) is fitted with a dust cover (903) by bolts. A sealing gasket is installed between the dust cover (903) and the sealing cover (902). The sealing gasket is made of fluororubber.

7. The novel bidirectional track pad sensor system according to claim 1, characterized in that: The elevation adjustment assembly includes a mounting plate (1001), a combination shim (1002), a rubber pad (1003), a limiting plate (1004), and a fixing screw (1005). Mounting holes (13) are provided at the front and rear of the upper ends of the elastic bodies (1) on both sides of the rail spring clip base (2). Several combination shims (1002) and rubber pads (1003) are staggeredly installed below the two mounting holes (13) on both sides. A mounting plate (1005) is installed below the lowest combination shim (1002). 1) A fixing screw (1005) is installed on the upper end of the mounting plate (1001). The fixing screw (1005) is located inside the mounting hole (13). Limiting plates (1004) are installed on both sides of the upper end of the mounting plate (1001) at the front and rear of the fixing screw (1005). The limiting plate (1004) is L-shaped. An adjustment groove (18) is provided at the front end of the limiting plate (1004). The limiting plate (1004) is connected to the elastic body (1) and the mounting plate (1001) respectively by bolts.

8. The novel bidirectional track pad sensor system according to claim 7, characterized in that: The number of the combined gaskets (1002) is several. Each combined gasket (1002) consists of a left gasket (10021) and a right gasket (10022). The left gasket (10021) and the right gasket (10022) are symmetrically arranged. The left gasket (10021) and the right gasket (10022) are provided with notches (14) that match the mounting holes (13) at opposite ends. A T-shaped plate (15) is installed at one end of the left gasket (10021) between the two notches (14). A T-shaped groove (16) is provided at one end of the right gasket (10022) between the two notches (14). The T-shaped plate (15) and the T-shaped groove (16) are matched in shape. The combined gasket (1002) and the rubber gasket (1003) have the same structure. The thicknesses of the combined gaskets (1002) are 0.2 mm, 0.5 mm, 1 mm and 2 mm, respectively.

9. The novel bidirectional track pad sensor system according to claim 7, characterized in that: A sensor waterproof sealing connector assembly (17) is installed at one end of the elastomer (1) on both sides of the non-disassembly calibration assembly.

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