Intelligent detection device and method for geometric parameters of electrified railway catenary
By using a flatcar equipped with multiple sensors and intelligent algorithms, the detection of the contact wire geometric parameters has been automated and accurate, solving the problems of large equipment size, insufficient accuracy, and low efficiency in existing technologies, and meeting the detection requirements of high-speed railways.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-05-07
- Publication Date
- 2026-06-12
AI Technical Summary
Existing contact network geometric parameter detection technologies suffer from problems such as large equipment size, high cost, stringent testing environment requirements, insufficient accuracy, low efficiency, inability to adapt to complex line testing, and inability to achieve continuous measurement and multi-source data fusion processing.
The inspection flatcar is equipped with laser scanning sensors, tilt sensors, speed sensors, and an onboard server. Through the collaborative work of multiple sensors and the Kalman filter algorithm for data compensation and processing, the geometric parameters of the overhead contact line are automatically and accurately detected.
It enables high-precision and continuous detection of overhead contact line geometric parameters, reduces human error, improves detection efficiency and coverage, meets the detection requirements of high-speed railways, and reduces detection costs.
Smart Images
Figure CN122192163A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of overhead contact line geometric parameter measurement technology, and in particular to an intelligent detection device and method for the geometric parameters of overhead contact lines in electrified railways. Background Technology
[0002] The overhead contact system is a high-voltage transmission line that is erected in a zigzag pattern above the rails in electrified railways, providing a current-collecting channel for the pantograph. It consists of contact suspension, clamping device, positioning device, support and foundation, etc. The contact suspension includes contact wire, dropper, catenary wire, connecting parts and insulators. Whether the geometric parameters of the contact system (such as conductor height, pull-out value, etc.) are maintained within the design allowable error range is a basic prerequisite for ensuring the safe and economical operation of trains. With the rapid development of high-speed railways and the continuous increase in train speed, higher requirements are placed on the accuracy, efficiency and real-time performance of contact system geometric parameter detection. In existing technologies, the detection of contact wire geometric parameters mainly relies on two types of equipment: large inspection vehicles and small inspection vehicles. While manual laser ranging exists as an auxiliary solution, both have significant drawbacks: First, large inspection vehicles use laser lines to scan the contact wire, creating laser highlights. Cameras are then used to capture and identify the coordinates of these highlights and calculate geometric parameters. Although continuous measurement is possible, the equipment is bulky, expensive, and requires stringent environmental conditions, making it difficult to adapt to the flexible inspection needs of complex lines. Second, small inspection vehicles, due to their distance from the contact wire, have limited camera angles, resulting in actual dimensions corresponding to pixels exceeding the required accuracy, making accurate detection impossible using the aforementioned image recognition methods. Third, manual laser ranging requires manual movement of the equipment and adjustment of the laser deflection angle, hindering continuous measurement, resulting in low efficiency and significant human error, making it difficult to meet the demands of large-scale, high-frequency inspections. Furthermore, existing detection technologies are susceptible to vibration interference in high-speed train swaying scenarios, leading to decreased accuracy. They also lack intelligent fusion processing capabilities for multi-source detection data, making it difficult to achieve a comprehensive and accurate assessment of contact wire geometric parameters. Summary of the Invention
[0003] The present invention proposes an intelligent detection device and method for geometric parameters of electrified railway catenary, which solves the above-mentioned shortcomings of the prior art.
[0004] To achieve the above objectives, the present invention adopts the following technical solution: An intelligent detection device for the geometric parameters of an electrified railway catenary includes a detection flatcar, an onboard power supply system, a laser scanning sensor, an tilt sensor, a speed sensor, an onboard server, and a detection terminal. These modules work collaboratively to collect, transmit, process, and output the geometric parameters of the catenary. The specific structure is as follows: The inspection flatcar, serving as the carrier platform for the entire inspection system, is placed on the railway track and is used to carry laser scanning sensors, tilt sensors, speed sensors, on-board servers, inspection terminals, and on-board power systems. It enables automatic movement along the track and provides a stable mobile carrier for the inspection of catenary parameters. The vehicle-mounted power system is fixedly installed on the testing flatcar, providing continuous and stable power support for the entire testing system. Since the voltage levels of the vehicle-mounted server (Raspberry Pi) and the stepper motor are different, the system includes a lithium battery and a power conversion module to accurately convert the vehicle-mounted power supply voltage, ensuring that all electrical equipment can operate normally under the rated voltage. The laser scanning sensor is installed on the inspection flatcar. Its core component is a laser scanner, which is used to perform non-contact scanning measurement of the contact wire to obtain the original polar coordinate data of the contact wire. At the same time, it combines the measurement angle and radar distance from the rail surface as auxiliary parameters to perform preliminary correction on the original measurement results, providing basic data for subsequent accurate calculations. The tilt sensor is fixedly installed on the inspection flatcar and is used to collect the attitude parameters of the inspection flatcar in real time during its movement, including the acceleration, angular velocity and attitude angle of the car body. By compensating for the interference of vehicle vibration on the measurement results, the detection error caused by vibration during dynamic movement is reduced or even eliminated, ensuring data stability. The speed sensor is a bidirectional Hall effect speed sensor, which is installed at the corresponding position of the bearing or bushing of the detection flatcar. It works in conjunction with the magnet and excitation ring fixed on the wheel hub and drive shaft. When the magnet and excitation ring pass the Hall element (501) as the wheel rotates, the resistance value of the Hall element (501) changes, generating a switching digital signal with a frequency proportional to the rotation speed, thereby accurately measuring the travel speed and travel distance of the detection flatcar. Driving speed ( The calculation is based on the frequency derivation of the digital signal generated by the Hall element (501), and the calculation formula is as follows: : in : The frequency (Hz, real-time acquired value) of the digital signal output by the speed sensor; Number of poles of magnet / excitation ring (fixed equipment parameter, such as N=12); : Detect the radius of the flatcar wheels (m, calibration value); Driving distance ( The cumulative distance traveled is calculated by integrating the speed, using the following formula: : in Speed at time t (real-time calculated value) : Start sampling time; Current sampling time; : Distance measurement error correction value (compensated for wheel slippage, calibration value); The vehicle-mounted server (Raspberry Pi) serves as the core server of the detection system. It is installed on the detection flatbed and runs on a Linux operating system to manage all hardware devices in a unified manner. The software development is based on the Linux platform and uses Python as the programming language to receive, integrate, parse, and transmit data from various sensors to the detection terminal. It establishes a communication connection with the detection terminal through Bluetooth Low Energy or a wireless hotspot to ensure the real-time performance and stability of data transmission. The detection terminal uses an industrial tablet computer, which is installed on the detection flatbed cart and serves as the control and display terminal of the system. The inspection personnel send measurement commands to the vehicle-mounted server (Raspberry Pi) through the terminal. The vehicle-mounted server (Raspberry Pi) first verifies the correctness of the command, and after the verification is successful, it calls the detection modules of each sensor to start data acquisition. The onboard server (Raspberry Pi) uploads all the integrated sensor data to the detection terminal. The terminal further processes, analyzes and calculates the data, and finally outputs the detection results of geometric parameters such as catenary height, pull-out value, kilometer marker, and relative position of anchor joint, and performs visualization and data storage.
[0005] A method for intelligent detection of geometric parameters of electrified railway catenary, applicable to the intelligent detection device for geometric parameters of electrified railway catenary described in any of the above-mentioned embodiments, wherein the specific method steps are as follows: Step 1: Inspection preparation. Place the inspection flatcar on the railway track to be inspected, start the on-board power system, and adjust the voltage to the rated voltage of each device through the power conversion module to ensure that the laser scanning sensor, tilt sensor, speed sensor, on-board server (Raspberry Pi) and inspection terminal are powered on normally. Establish a communication connection between the Raspberry Pi and the inspection terminal through Bluetooth Low Energy or wireless hotspot to complete system initialization. Step 2: Command sending and verification. The testing personnel send testing commands to the Raspberry Pi through the testing terminal (industrial tablet PC). After receiving the command, the Raspberry Pi verifies the completeness and correctness of the command. If the command is incorrect, it sends an error message to the terminal. If the command is correct, it enters the data acquisition stage. Step 3: Multi-sensor data acquisition. The Raspberry Pi calls the detection modules of each sensor to start data acquisition: The laser scanner of the laser scanning sensor scans the contact wire and pantograph to obtain their original polar coordinate data, and transmits the data to the vehicle server (Raspberry Pi) in real time via Ethernet. The tilt sensor collects and detects the vehicle's acceleration, angular velocity and attitude angle in real time, and transmits the data to the on-board server (Raspberry Pi) via USB interface. The speed sensor generates a digital signal related to the travel speed through the Hall effect, and transmits the detected travel speed and travel distance data of the flatbed vehicle to the on-board server (Raspberry Pi). Step 4: Data compensation and integration. The vehicle server (Raspberry Pi) uses the Kalman filter algorithm to process the attitude data collected by the tilt sensor. Based on the processing results, vibration error compensation is performed on the original polar coordinate data obtained by the laser scanning sensor to correct the measurement deviation caused by vehicle vibration. Simultaneously, the driving parameters collected by the speed sensor are integrated to form a comprehensive dataset containing the original measurement data of the overhead contact line, error compensation values, and driving status parameters; Step 5: Data processing and parameter calculation. The vehicle-mounted server (Raspberry Pi) parses and extracts the comprehensive dataset, processes the data through a preset algorithm, and calculates geometric parameters such as the contact wire height and pull-out value by combining the correction parameters and speed parameters of the laser scanning sensor. The vehicle-mounted server (Raspberry Pi) feeds back the processed parameter data to the detection terminal via Wi-Fi, and can also communicate with the host computer via a local area network. Step 6: Result output and storage. The detection terminal receives the parameter data transmitted from the vehicle server (Raspberry Pi), performs final verification and correction, and displays the detection results of the contact wire geometric parameters in a visual form (charts, values). It also automatically stores the detection data (including raw data, processed data, detection time, kilometer marker location, etc.) for subsequent query, analysis and traceability. Step 7: Continuous detection. The detection flatcar moves automatically along the track under the drive of a DC geared motor. Each sensor continuously collects data. Steps 3-6 are repeated to achieve continuous and uninterrupted detection of the geometric parameters of the contact network of the entire line until the measurement task of all sections to be detected is completed.
[0006] Furthermore, in step 3, the laser scanning sensor transmits the raw polar coordinate data to the vehicle server via Ethernet, and the tilt sensor transmits the vehicle attitude data to the vehicle server via a USB interface.
[0007] Furthermore, in step 5, the contact wire geometric parameters include conductor height, pull-out value, kilometer marker, and relative position of anchor joint. The vehicle-mounted server feeds back the calculated parameter data to the detection terminal via Wi-Fi, and communicates with the host computer via a local area network. High conduction ( The guide height is calculated as the vertical distance from the contact line to the rail surface. The laser scanning sensor collects the raw polar coordinate data of the contact line (polar angle). Polar distance ), combined with the radar installation height above the orbital plane ( The preliminary correction parameters are derived, and the calculation formulas are as follows: ; in : The distance between the laser scanning sensor and the contact wire (the laser scanning sensor acquires raw data); The laser scanning sensor measures the polar angle (the angle between the laser and the vertical direction; the laser scanning sensor collects raw data). Vertical distance from the laser scanning sensor installation position to the rail surface (equipment calibration parameter, fixed value); Preliminary correction compensation value for laser scanning sensor; Pull out value ( The pull-out value is calculated as the horizontal distance between the projection of the contact line onto the rail surface and the center of the rail. Based on the horizontal component of the polar coordinates of the laser scanning sensor and the rail center reference, the calculation formula is as follows: ; in : The distance between the laser scanning sensor and the contact wire (the laser scanning sensor acquires raw data); The laser scanning sensor measures the polar angle (the angle between the laser and the vertical direction; the laser scanning sensor collects raw data). : Laser scanning sensor angle correction compensation value; : Horizontal distance from the installation position of the laser scanning sensor to the center of the track (equipment calibration parameter, fixed value); kilometer marker ( The calculation, where the kilometer marker represents the route mileage at the detection location, is based on the correlation between the travel distance collected by the speed sensor and the starting mileage. The calculation formula is as follows: ; in : Detect the kilometer marker at the starting point (manual input or initial value determined by GPS calibration); : Detect the distance traveled by the flatcar from the starting point to the current position; : Starting point mileage correction value (fixed error compensation, calibration value); Relative position of anchor joint ( The calculation involves using the anchor joint, which is the connection point of the contact wire segment. The relative position is defined as the distance from the current detection point to the nearest anchor joint. The calculation formula is as follows: ; in : The kilometer marker corresponding to the nth anchor joint (preset database stored value); : Current travel distance at the detection point (calculated by the speed sensor).
[0008] Compared with existing technologies, the beneficial effects of this invention are: 1. This invention achieves comprehensive coverage of raw catenary data, vehicle posture data, and driving status data through the coordinated acquisition of laser scanning sensors, tilt sensors, and speed sensors. It uses Kalman filtering algorithm to accurately compensate for errors caused by vehicle vibration. At the same time, the laser scanning sensor performs preliminary correction through angle and distance parameters from the rail surface, and the speed sensor compensates for measurement deviations through wheel slippage correction values. This reduces interference errors in dynamic driving from the source and solves the problem of decreased accuracy in high-speed train swaying scenarios in existing technologies. 2. This invention establishes a quantitative calculation model based on polar coordinate data, equipment calibration parameters, and driving distance for core geometric parameters such as guide height, pull-out value, kilometer marker, and relative position of anchor section joints. This avoids the defect of "pixel corresponding to actual size exceeding accuracy requirements" in traditional image recognition solutions, and ensures the accuracy and consistency of parameter calculation. 3. This invention uses a bidirectional Hall effect speed sensor to derive driving speed and distance through digital signal frequency. The measurement accuracy is not affected by ambient light or road gradient. The non-contact scanning scheme of the laser scanning sensor reduces human operation error compared to manual laser ranging, further ensuring the accuracy of data acquisition. 4. The detection flatcar of this invention can automatically travel along the track, and each sensor continuously collects data. By repeating the process of "data acquisition - compensation integration - parameter calculation - result output", continuous detection of the entire line is achieved, which completely solves the pain points of traditional manual laser ranging that "cannot be continuously measured and is inefficient", and greatly improves the detection coverage and progress. 5. This invention achieves fully automated operation from system initialization and command sending verification to data acquisition, processing, and result storage. Testing personnel only need to send commands and view results through an industrial tablet computer, without having to manually move the equipment or adjust the measurement angle, which reduces labor costs and avoids random errors caused by manual operation. In summary, this invention comprehensively addresses the core pain points of existing overhead contact line inspection technologies, namely "insufficient accuracy, low efficiency, limited application scenarios, and fragmented data," through "multi-sensor collaboration, intelligent algorithm compensation, automated processes, and flexible deployment design." It not only meets the high requirements of high-speed railways for inspection accuracy and real-time performance but also reduces inspection costs and improves the convenience of operation and maintenance, providing efficient and reliable technical support for the safe operation and maintenance of overhead contact lines in electrified railways. Attached Figure Description
[0009] Figure 1 This is a front view structural block diagram of an intelligent detection device and method for geometric parameters of electrified railway catenary proposed in this invention; Figure 2 This is a block diagram of a smart detection device and method for geometric parameters of an electrified railway catenary proposed in this invention. Figure 3 This is a flowchart illustrating the steps of an intelligent detection device and method for geometric parameters of electrified railway catenary proposed in this invention.
[0010] In the diagram: 1. Inspection flatcar; 101. Inspection car travel control box; 102. Uniform speed motor; 2. On-board power system; 201. Lithium battery; 202. Power conversion module; 3. Laser scanning sensor; 4. Tilt sensor; 5. Speed sensor; 501. Hall element; 6. On-board server. Detailed Implementation
[0011] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.
[0012] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and 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.
[0013] Example 1 (refer to) Figure 1-2 A smart detection device for the geometric parameters of an electrified railway catenary includes a detection flatcar 1, an onboard power system 2, a laser scanning sensor 3, an tilt sensor 4, a speed sensor 5, an onboard server 6, and a detection terminal. These modules work collaboratively to collect, transmit, process, and output the geometric parameters of the catenary. The specific structure is as follows: The inspection flatcar 1 serves as the carrying platform for the entire inspection system. It is placed on the railway track and is used to carry the laser scanning sensor 3, tilt sensor 4, speed sensor 5, on-board server 6, inspection terminal and on-board power system 2. It can automatically move along the track and provide a stable mobile carrier for the inspection of catenary parameters. The vehicle-mounted power system 2 is fixedly installed on the inspection flatcar 1 to provide continuous and stable power support for the entire inspection system. Since the voltage levels of the vehicle-mounted server (Raspberry Pi) 6 and the stepper motor are different, the system includes a lithium battery 201 and a power conversion module 202 to accurately convert the vehicle-mounted power supply voltage and ensure that all electrical equipment can operate normally under the rated voltage. The laser scanning sensor 3 is installed on the inspection flatcar 1. Its core component is a laser scanner, which is used to perform non-contact scanning measurement of the contact wire to obtain the original polar coordinate data of the contact wire. At the same time, combined with auxiliary parameters such as the measurement angle and the distance between the radar and the rail surface, the original measurement results are initially corrected to provide basic data for subsequent accurate calculations. The tilt sensor 4 is fixedly installed on the inspection flatcar 1 to collect the attitude parameters of the inspection flatcar 1 in real time during its movement, including the acceleration, angular velocity and attitude angle of the car body. By compensating for the interference of vehicle vibration on the measurement results, it reduces or even eliminates the detection error caused by vibration during dynamic driving and ensures data stability. The speed sensor 5 is a bidirectional Hall effect speed sensor, which is installed at the corresponding position of the bearing or bushing of the detection flatcar 1. It works in conjunction with the magnet and excitation ring fixed on the wheel hub and drive shaft. When the magnet and excitation ring pass the Hall element (501) 501 as the wheel rotates, the resistance value of the Hall element (501) 501 changes, generating a switching digital signal with a frequency proportional to the rotation speed, thereby accurately measuring the travel speed and travel distance of the detection flatcar 1. Driving speed ( The calculation is based on the frequency derivation of the digital signal generated by the Hall element (501). The calculation formula is as follows: : in : The frequency (Hz, real-time acquired value) of the digital signal output by speed sensor 5; Number of poles of magnet / excitation ring (fixed equipment parameter, such as N=12); : Detect the radius of the flatcar wheel 1 (m, calibration value); Driving distance ( The cumulative distance traveled is calculated by integrating the speed, using the following formula: : in Speed at time t (real-time calculated value) : Start sampling time; Current sampling time; : Distance measurement error correction value (compensated for wheel slippage, calibration value); The vehicle-mounted server (Raspberry Pi 6) serves as the core server of the detection system. It is installed on the detection flatcar 1 and runs on the Linux operating system. It manages all hardware devices in a unified manner. The software development is based on the Linux platform and uses Python as the programming language to receive, integrate, parse, and transmit data from various sensors to the detection terminal. It establishes a communication connection with the detection terminal through Bluetooth Low Energy or a wireless hotspot to ensure the real-time performance and stability of data transmission. The testing terminal uses an industrial tablet computer, which is installed on the testing flatbed 1 as the control and display terminal of the system. The testing personnel send measurement commands to the vehicle server (Raspberry Pi) 6 through the terminal. The vehicle server (Raspberry Pi) 6 first verifies the correctness of the command. After the verification is successful, it calls the detection modules of each sensor to start data acquisition. The vehicle-mounted server (Raspberry Pi 6) uploads all the integrated sensor data to the detection terminal. The terminal further processes, analyzes and calculates the data, and finally outputs the detection results of geometric parameters such as catenary height, pull-out value, kilometer marker, and relative position of anchor joint, and performs visualization and data storage. Example
[0014] Reference Figure 3 A method for intelligent detection of geometric parameters of overhead contact lines in electrified railways, the specific steps of which are as follows: Step 1: Inspection preparation. Place the inspection flatcar 1 on the railway track to be inspected, start the on-board power system 2, and adjust the voltage to the rated voltage of each device through the power conversion module 202 to ensure that the laser scanning sensor 3, tilt sensor 4, speed sensor 5, on-board server (Raspberry Pi) 6 and inspection terminal are powered on normally. Establish a communication connection between the Raspberry Pi and the inspection terminal through Bluetooth Low Energy or wireless hotspot to complete system initialization. Step 2: Command sending and verification. The testing personnel send testing commands to the Raspberry Pi through the testing terminal (industrial tablet PC). After receiving the command, the Raspberry Pi verifies the completeness and correctness of the command. If the command is incorrect, it sends an error message to the terminal. If the command is correct, it enters the data acquisition stage. Step 3: Multi-sensor data acquisition. The Raspberry Pi calls the detection modules of each sensor to start data acquisition: The laser scanner of the laser scanning sensor 3 scans the contact wire and pantograph to obtain their original polar coordinate data, and transmits the data to the vehicle server (Raspberry Pi) 6 in real time via Ethernet. The tilt sensor 4 collects and detects the vehicle body acceleration, angular velocity and attitude angle of the flatcar 1 in real time, and transmits the data to the on-board server (Raspberry Pi) 6 via USB interface; Speed sensor 5 generates a digital signal related to driving speed through the Hall effect, and transmits the driving speed and driving distance of the detected flatcar 1 to the on-board server (Raspberry Pi) 6. Step 4: Data compensation and integration. The vehicle server (Raspberry Pi) 6 uses the Kalman filter algorithm to process the attitude data collected by the tilt sensor 4. Based on the processing results, vibration error compensation is performed on the original polar coordinate data obtained by the laser scanning sensor 3 to correct the measurement deviation caused by vehicle vibration. Simultaneously, the driving parameters collected by speed sensor 5 are integrated to form a comprehensive dataset containing the original measurement data of the overhead contact line, error compensation values, and driving status parameters; Step 5: Data processing and parameter calculation. The vehicle-mounted server (Raspberry Pi 6) parses and extracts the comprehensive dataset, processes the data through a preset algorithm, and calculates geometric parameters such as the contact wire height and pull-out value by combining the correction parameters and speed parameters of the laser scanning sensor 3. The vehicle-mounted server (Raspberry Pi 6) feeds back the processed parameter data to the detection terminal via Wi-Fi, and can also communicate with the host computer via a local area network; Step 6: Result output and storage. The detection terminal receives the parameter data transmitted from the vehicle server (Raspberry Pi 6), performs final verification and correction, and displays the detection results of the contact wire geometric parameters in a visual form (charts, values). It also automatically stores the detection data (including raw data, processed data, detection time, kilometer marker location, etc.) for subsequent query, analysis and traceability. Step 7: Continuous detection. The detection flatcar 1 moves automatically along the track under the drive of the DC geared motor. Each sensor continuously collects data. Steps 3-6 are repeated to realize continuous and uninterrupted detection of the geometric parameters of the contact network of the entire line until the measurement task of all sections to be detected is completed.
[0015] In this invention, in step 3, the laser scanning sensor 3 transmits the original polar coordinate data to the vehicle server 6 via Ethernet, and the tilt sensor 4 transmits the vehicle attitude data to the vehicle server 6 via USB interface.
[0016] In this invention, the contact wire geometric parameters in step 5 include conductor height, pull-out value, kilometer marker, and relative position of anchor joint. The vehicle-mounted server 6 feeds back the calculated parameter data to the detection terminal via Wi-Fi, and communicates with the host computer via a local area network. High conduction ( The guide height is calculated as the vertical distance from the contact line to the rail surface. Laser scanning sensor 3 collects the raw polar coordinate data of the contact line (polar angle). Polar distance ), combined with the radar installation height above the orbital plane ( The preliminary correction parameters are derived, and the calculation formulas are as follows: ; in : The distance between the laser scanning sensor 3 and the contact wire (the laser scanning sensor 3 collects raw data); Laser scanning sensor 3 measures the polar angle (the angle with the vertical direction; laser scanning sensor 3 collects raw data). : Vertical distance from the installation position of laser scanning sensor 3 to the rail surface (equipment calibration parameter, fixed value); Preliminary correction compensation value for laser scanning sensor 3; Pull out value ( The pull-out value is calculated as the horizontal distance between the projection of the contact line onto the rail surface and the center of the rail. Based on the horizontal components of the three polar coordinates of the laser scanning sensor and the rail center reference, the calculation formula is as follows: ; in : The distance between the laser scanning sensor 3 and the contact wire (the laser scanning sensor 3 collects raw data); Laser scanning sensor 3 measures the polar angle (the angle with the vertical direction; laser scanning sensor 3 collects raw data). : 3-angle correction compensation value of laser scanning sensor; : Horizontal distance from the installation position of laser scanning sensor 3 to the center of the track (equipment calibration parameter, fixed value); kilometer marker ( The calculation, where the kilometer marker represents the route mileage at the detection location, is based on the correlation between the travel distance collected by speed sensor 5 and the starting mileage. The calculation formula is as follows: ; in : Detect the kilometer marker at the starting point (manual input or initial value determined by GPS calibration); : Detect the distance traveled by flatcar 1 from the starting point to the current position; : Starting point mileage correction value (fixed error compensation, calibration value); Relative position of anchor joint ( The calculation involves using the anchor joint, which is the connection point of the contact wire segment. The relative position is defined as the distance from the current detection point to the nearest anchor joint. The calculation formula is as follows: ; in : The kilometer marker corresponding to the nth anchor joint (preset database stored value); : Current travel distance at the detection point (calculated by speed sensor 5).
[0017] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.
Claims
1. An intelligent detection device for the geometric parameters of an electrified railway catenary, characterized in that, It includes a testing flatcar (1), an onboard power system (2), a laser scanning sensor (3), a tilt sensor (4), a speed sensor (5), an onboard server (6), and a testing terminal; The testing flatcar (1) provides a carrier and moving platform for each piece of equipment; The on-board power system (2) supplies power to the entire device; The laser scanning sensor (3), tilt sensor (4), and speed sensor (5) respectively collect contact wire related data, vehicle body posture data, and flatbed vehicle driving data; The vehicle-mounted server (6) serves as the core server for data integration and transmission; The detection terminal machine realizes command control, data processing and result output.
2. The intelligent detection device for geometric parameters of electrified railway catenary according to claim 1, characterized in that, The inspection flatcar (1) includes an inspection car travel control box (101) and a constant speed motor (102). The inspection car travel control box (101) is fixed to the top of the inspection flatcar (1) and is used to control the movement of the inspection flatcar (1). The constant speed motor (102) is fixed to the bottom of the inspection flatcar (1) and is used to provide stable power output to the inspection flatcar (1); The vehicle power system (2) includes a lithium battery (201) and a power conversion module (202). The power conversion module (202) is used to convert the vehicle power supply voltage to adapt to the different voltage level requirements of the vehicle server (6) and the stepper motor, so as to ensure that each electrical device operates under the rated voltage.
3. The intelligent detection device for geometric parameters of electrified railway catenary according to claim 1, characterized in that, The laser scanning sensor (3) includes a laser scanner, which is used to scan the contact wire and pantograph to obtain the original polar coordinate data. The laser scanning sensor (3) performs preliminary correction on the original measurement results using angle and radar distance parameters.
4. The intelligent detection device for geometric parameters of electrified railway catenary according to claim 1, characterized in that, The tilt sensor (4) is used to collect the vehicle body acceleration, angular velocity and attitude angle of the detection flatcar (1), and to reduce the detection error during dynamic driving by compensating for the interference of vehicle vibration on the measurement results.
5. The intelligent detection device for geometric parameters of electrified railway catenary according to claim 1, characterized in that, The speed sensor (5) is a bidirectional Hall effect speed sensor (5), which includes a Hall element (501), a magnet and an excitation ring; The magnet and excitation ring are fixed to the hub and drive shaft; The Hall element (501) is fixed on the bearing and bushing, and the speed and distance of the flatcar are measured by the digital signal generated by the change in the resistance value of the Hall element (501).
6. The intelligent detection device for geometric parameters of electrified railway catenary according to claim 1, characterized in that, The vehicle-mounted server (6) is equipped with a Linux operating system and a data processing program developed based on the Python programming language. It communicates with the detection terminal via Bluetooth Low Energy or a wireless hotspot to realize the functions of instruction reception, hardware management, data integration and transmission.
7. The intelligent detection device for geometric parameters of electrified railway catenary according to claim 1, characterized in that, The detection terminal is an industrial tablet computer, used to send detection instructions to the vehicle server (6), receive integrated data, process and analyze data to obtain contact network geometric parameters, and realize the visualization display and data storage of detection results.
8. A method for intelligent detection of geometric parameters of electrified railway catenary, applicable to the intelligent detection device for geometric parameters of electrified railway catenary as described in any one of claims 1-7, characterized in that, The specific steps are as follows: Step 1: Place the inspection flatcar (1) on the track, start the on-board power system (2), establish a communication connection between the on-board server (6) and the inspection terminal, and complete the system initialization; Step 2: Send a detection command through the detection terminal, and the vehicle server (6) verifies the command; Step 3: The vehicle server (6) calls each sensor to start data acquisition. The laser scanning sensor (3), tilt sensor (4), and speed sensor (5) transmit their corresponding data to the vehicle server (6). Step 4: The vehicle server (6) uses the Kalman filter algorithm to perform error compensation on the data and integrates all sensor data to form a comprehensive dataset; Step 5: The vehicle-mounted server (6) parses and processes the comprehensive dataset, calculates the contact wire geometric parameters, and transmits them to the detection terminal. Step 6: After verifying and correcting the data, the terminal outputs and stores the test results; Step 7: Detect the flatcar (1) to move automatically and repeat steps 3-6 to achieve continuous detection.
9. The intelligent detection method for geometric parameters of electrified railway catenary according to claim 8, characterized in that, In step 3, the laser scanning sensor (3) transmits the original polar coordinate data to the vehicle server (6) via Ethernet, and the tilt sensor (4) transmits the vehicle attitude data to the vehicle server (6) via USB interface.
10. The intelligent detection method for geometric parameters of electrified railway catenary according to claim 8, characterized in that, In step 5, the contact wire geometric parameters include conductor height, pull-out value, kilometer marker, and relative position of anchor joint. The vehicle-mounted server (6) feeds back the calculated parameter data to the detection terminal via Wi-Fi, and communicates with the host computer via the local area network.