Permafrost roadbed monitoring device

Abstract

The utility model discloses a permafrost roadbed monitoring device, and relates to the technical field of roadbed monitoring equipment. The device comprises a base, a monitoring rod is arranged on the lower side of the base, the monitoring rod is detachably buried in a frozen soil roadbed beside a railway, a plurality of monitoring units are arranged on the monitoring rod at intervals, the monitoring units passively receive sound wave signals generated when a train passes by, a power source is further arranged on the base, the monitoring units are electrically connected with the power source, and a signal transmission device is further arranged on the base. The signal transmission device transmits data collected by the monitoring unit to the information processing center. According to the device, sound wave signals generated by a train are used for monitoring the structural change of the roadbed, pre-burying is not needed, and the built roadbed can be monitored conveniently; punching installation can be carried out at any position needing to be detected, one monitoring device is provided with a plurality of monitoring units, the monitoring range is wider, the arrangement density can be reduced, and cost is saved. The device directly monitors the permafrost under the surface soil, and the reaction is more timely.

Description

Technical Field

[0001] The utility model relates to the technical field of roadbed monitoring equipment, in particular to a permafrost roadbed monitoring device. Background Art

[0002] Permafrost refers to the phenomenon that underground soil and rocks remain frozen when the temperature is below 0 degrees Celsius. Most sections of China's Qinghai-Tibet Railway pass through high-altitude areas, including large areas of permafrost. However, with climate warming and the impact of human activities, such as the erosion of thermal melt lakes and ponds, the permafrost is gradually melting, causing a negative impact on the stability of the railway subgrade.

[0003] In order to ensure the safe and stable operation of railways, it is necessary to monitor the changes in the roadbed structure in the permafrost area. The existing monitoring methods, such as embedded monitoring devices, have a small and fixed monitoring range and are inflexible. If large-scale monitoring is required, the cost is high. For example, satellite monitoring technology, in the early stage of roadbed structure changes, there is a possibility of a lag in the morphological changes of the surface soil. Therefore, satellite monitoring technology has the risk of lag and slow response. The existing technology cannot meet the requirements of high quality, high efficiency and economy at the same time.

[0004] Based on this, the applicant proposed a permafrost roadbed monitoring device to solve the above technical problems. Utility Model Content

[0005] The utility model aims at the deficiencies in the prior art and provides a permafrost roadbed monitoring device.

[0006] The utility model solves the problem through the following technical solutions:

[0007] A permafrost roadbed monitoring device comprises a base, a monitoring rod is arranged on the lower side of the base, the monitoring rod is detachably buried in the permafrost roadbed beside the railway, a plurality of monitoring units are arranged at intervals on the monitoring rod, the monitoring units passively receive sound wave signals when a train passes by, a power supply is also arranged on the base, the monitoring unit is electrically connected to the power supply, and a signal transmission device is also arranged on the base, the signal transmission device transmits the data collected by the monitoring unit to an information processing center.

[0008] Preferably, the monitoring unit comprises an acoustic wave sensing unit.

[0009] Preferably, a plurality of fixed rods are also provided on the base, and after the fixed rods are inserted into the frozen soil roadbed, a stable connection between the base and the frozen soil roadbed is achieved.

[0010] Preferably, a natural energy collection device is also provided on the upper side of the base, and the natural energy collection device is connected to the power supply to store energy for the power supply.

[0011] Preferably, the natural energy collection device includes a photovoltaic power generation device.

[0012] Preferably, the natural energy collection device includes a wind power generation device.

[0013] Preferably, the power source comprises a battery.

[0014] The beneficial effects of the utility model are as follows: the device cleverly uses the sound wave signal generated by the train to monitor the structural changes of the roadbed. Compared with the existing monitoring devices, the device does not need to be pre-buried, which is convenient for monitoring the built roadbed; a monitoring device has multiple monitoring units, which can form a monitoring section in depth, and the monitoring device can be drilled and installed at any position that needs to be detected, with a wider monitoring range, thereby reducing the density of the monitoring device layout, which is conducive to cost saving; the monitoring range is planar, which is more accurate than the point monitoring of the prior art; by establishing a database and a roadbed change model, the type of roadbed structure change can be determined; the device directly monitors the permafrost under the surface soil, responds more promptly, and there is no possibility of lag in satellite monitoring technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be discussed below. Obviously, the technical solutions described in conjunction with the drawings are only some embodiments of the utility model. For ordinary technicians in this field, other embodiments and their drawings can be obtained based on the embodiments shown in these drawings without paying creative work.

[0016] Figure 1 It is a three-dimensional structural schematic diagram of the utility model.

[0017] Figure 2 It is a schematic diagram of the monitoring area of ​​the utility model.

[0018] Figure 3 It is a schematic diagram of the utility model for monitoring roadbed cracking or internal collapse.

[0019] Figure 4 It is a schematic diagram of monitoring roadbed settlement of the utility model.

[0020] Figure 5 It is a schematic diagram of the arrangement of the utility model.

[0021] In the figure: 1. monitoring pole, 11. monitoring unit, 2. base, 21. fixed plug pole, 3. natural energy collection device, 31. photovoltaic power generation device, 32. wind power generation device, 4. signal transmission device. DETAILED DESCRIPTION

[0022] The following will be combined with the accompanying drawings to clearly and completely describe the technical solutions of the various embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments described in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model. Embodiment 1:

[0023] like Figure 1 to Figure 2 As shown, a permafrost roadbed monitoring device of the utility model comprises a base 2, a monitoring rod 1 is arranged on the lower side of the base 2, and the monitoring rod 1 is detachably buried in the frozen roadbed beside the railway. The monitoring device does not need to be pre-buried and can be directly installed by drilling holes on the frozen soil. A plurality of monitoring units 11 are arranged at intervals on the monitoring rod 1, and the monitoring unit 11 includes an acoustic wave sensing unit, and the monitoring unit 11 passively receives acoustic wave signals when a train passes by. A power supply is also arranged on the base 2, and the monitoring unit 11 is electrically connected to the power supply, and the power supply includes a battery. A signal transmission device 4 is also arranged on the base 2, and the signal transmission device 4 transmits the data collected by the monitoring unit 11 to the information processing center.

[0024] Four fixing rods 21 are also arranged on the base 2. After the fixing rods 21 are inserted into the frozen soil roadbed, a stable connection between the base 2 and the frozen soil roadbed is achieved.

[0025] A natural energy collection device 3 is also provided on the upper side of the base 2. The natural energy collection device 3 is connected to the power supply and is used to store energy for the power supply. The natural energy collection device 3 includes at least one of a photovoltaic power generation device 31 or a wind power generation device 32. Through the natural energy collection device 3, there is no need to lay additional cables, thereby saving costs.

[0026] For more accurate monitoring, the acoustic wave signal needs to be relatively stable. Therefore, data can be collected from specific trains, such as passenger trains or maintenance vehicles. The load changes of passenger trains are relatively small, the speed is relatively fixed, and the acoustic wave signal is relatively stable. The maintenance vehicle can maintain a fixed speed and a fixed weight, so the signal is relatively stable. Embodiment 2:

[0027] like Figure 2 , Figure 5As shown, a permafrost roadbed monitoring device of the utility model can be arranged in a row along the extension direction of the rails, and several monitoring devices work together to judge the changes of the roadbed structure in the extension direction of the rails based on the signals collected by adjacent monitoring devices. Combined with a single monitoring device with multiple monitoring units 11, the longitudinal changes of the roadbed can be monitored, thereby realizing three-dimensional monitoring.

[0028] The working principle of the present application is as follows: the monitoring pole 1 is implanted in the permafrost roadbed. When a train passes by, the sound wave signals generated by the train and the rails are propagated through the roadbed. The monitoring unit 11 can sense the sound wave signals and judge whether there are any changes in the roadbed through the sound wave signals. Specifically, before formal monitoring, it is necessary to establish a database, and the monitoring device and the information processing center are connected by signal. When a train passes by, the monitoring device records the sound wave signal and transmits it to the information processing center. The information processing center encodes and matches the sound wave signal and the train schedule, and collects the sound wave signal data of the same train multiple times to form a database. After the database is established, monitoring can be started. During the monitoring process, when a train passes by, its sound wave signal is compared with the data set, and whether there are any changes in the roadbed structure can be judged based on the signal changes.

[0029] Furthermore, according to the change mode of the acoustic wave signal, several common change types of the roadbed structure can also be judged. It is necessary to collect a large amount of acoustic wave signal data for various types of roadbed structure changes, establish acoustic wave signal models of various types of roadbed structure changes, and match the collected signal change mode with the model to judge the type of roadbed structure change, for example:

[0030] like Figure 3 As shown, when cracks or internal collapse occur in the roadbed, the sound wave signal will be significantly weakened. A plurality of monitoring units 11 are spaced apart on the monitoring pole 1, and each monitoring unit 11 has a different longitudinal height. According to the signal changes collected by each monitoring unit 11 and the horizontal distance between the monitoring device and the rail, the location of the cracks or internal collapse in the roadbed can be calculated.

[0031] like Figure 4 As shown in FIG. 1 , when the roadbed settles, the sound wave is transmitted from the rail to the monitoring unit 11, and the length of the transmission distance will change. A plurality of monitoring units 11 are spaced apart on the monitoring pole, and each monitoring unit has a different longitudinal height. Therefore, there are differences in the amount of change in the transmission distance. It can be determined by calculation whether the type of path structure change is settlement. The settlement depth can also be calculated by combining the horizontal distance between the monitoring device and the rail. When there is no settlement, the distance the sound wave is transmitted to the monitoring unit 11 is , the angle between the transmission direction and the horizontal direction is , when the roadbed settles, the distance that the signal is transmitted to the same monitoring unit 11 is , the angle between the transmission direction and the horizontal direction is , the distance from the monitoring unit 11 to the rail is fixed, then the depth of the settlement It can be calculated,

[0032]

[0033] The sound waves generated by the train are relatively chaotic. In order to improve the monitoring accuracy and reliability, the monitoring unit 11 is preferably a sound wave sensing unit of a specific frequency, thereby filtering out a large amount of noise. The distance between the monitoring device and the rails, the spacing between adjacent monitoring devices and the above-mentioned specific frequency can be determined by technical personnel in this field according to actual operating conditions.

[0034] In order to improve the stability of the acoustic signal and obtain more accurate monitoring results, a dedicated monitoring train can also be set up to carry a dedicated acoustic signal transmitting device and to determine and The value of the sound wave can be calculated by adding a timer, installing a transmitting end timer and a receiving end timer on the monitoring train and the monitoring device respectively, which are used to record the sound wave emission time and the sound wave reception time respectively, so as to calculate the sound wave transmission time, so as to accurately calculate the distance, and obtain multiple groups of values ​​through periodic sound wave signal transmission, so as to make the monitoring result more accurate.

[0035] The above-mentioned periodic sound wave signal can also be generated by periodically striking the rails through a striking device installed on the monitoring train, or by arranging different materials at intervals on the wheels of the monitoring train, so that different materials generate different sound wave signals when in contact with the rails.

[0036] It is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, the embodiments should be regarded as exemplary and non-restrictive from any point of view. The scope of the present invention is defined by the appended claims, rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any figure mark in the claims should not be regarded as limiting the claims involved.

[0037] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A permafrost roadbed monitoring device, comprising a base (2), characterized in that: A monitoring pole (1) is arranged at the lower side of the base (2), and the monitoring pole (1) is detachably buried in the frozen soil roadbed beside the railway. A plurality of monitoring units (11) are arranged at intervals on the monitoring pole (1), and the monitoring units (11) passively receive sound wave signals when a train passes by. A power supply is also arranged on the base (2), and the monitoring unit (11) is electrically connected to the power supply. A signal transmission device (4) is also arranged on the base (2), and the signal transmission device (4) transmits the data collected by the monitoring unit (11) to the information processing center.

2. A permafrost roadbed monitoring device according to claim 1, characterized in that: The monitoring unit (11) comprises a sound wave sensing unit.

3. The permafrost roadbed monitoring device according to claim 1, characterized in that: A plurality of fixed insertion rods (21) are also provided on the base (2), and after the fixed insertion rods (21) are inserted into the frozen soil roadbed, a stable connection between the base (2) and the frozen soil roadbed is achieved.

4. The permafrost roadbed monitoring device according to claim 1, characterized in that: A natural energy collection device (3) is also provided on the upper side of the base (2); the natural energy collection device (3) is connected to the power source and is used to store energy for the power source.

5. The permafrost roadbed monitoring device according to claim 4, characterized in that: The natural energy collection device (3) comprises a photovoltaic power generation device (31).

6. The permafrost roadbed monitoring device according to claim 4, characterized in that: The natural energy collection device (3) comprises a wind energy power generation device (32).

7. The permafrost roadbed monitoring device according to claim 1, characterized in that: The power source includes a battery.

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