Railway roadbed settlement detection displacement sensor

Abstract

The utility model relates to the technical field of static level gauges, and discloses a railway subgrade settlement detection displacement sensor which comprises a static level gauge, gas pipe joints, liquid pipe joints and cable joints are fixedly mounted on two sides of the static level gauge, a base is fixedly mounted at the bottom of the static level gauge, and side seats are movably mounted on two sides of the base. An L-shaped clamping plate is fixedly installed at the bottom of the side base, a base block is fixedly installed on the side base, and an operation plate is movably installed in the base block. A base is arranged at the bottom of the static level gauge, a group of movable side seats and L-shaped clamping plates are arranged on each of two sides of the base, so that the static level gauge can be quickly mounted on a sleeper, base blocks are arranged on the side seats, first limiting blocks are arranged at one ends of the base blocks, and second limiting blocks are arranged at the other ends of the base blocks; therefore, the fixed hydrostatic level and the bolt end part of the fixed side seat can be synchronously limited, and the influence on the normal use of the hydrostatic level due to the looseness of the bolts of the fixed hydrostatic level and the side seat caused by the vibration generated during the running of a train is prevented.

Description

Technical Field

[0001] The utility model relates to the technical field of hydrostatic levels, in particular to a displacement sensor for detecting railway roadbed settlement. Background Art

[0002] To ensure line stability, meet design and specification requirements, and adapt to environmental changes, railway subgrade settlement monitoring is necessary. Monitoring can detect anomalies and address them promptly. Furthermore, subgrade soil may compress or deform under long-term train loads. Monitoring can help understand settlement patterns and provide data support for maintenance to prevent structural damage.

[0003] Railway subsidence monitoring often relies on monitoring sensors such as hydrostatic levels. In existing technologies, most displacement sensors require pre-buried components or additional drilling for fixation, which not only increases construction cost and time but can also damage the subgrade structure, especially during maintenance of existing lines. Furthermore, when installing displacement sensors through components, the high-frequency vibrations generated by long-term train operation can easily loosen the traditional sensor fixing bolts due to the sensor's installation environment. This can lead to deviations in monitoring data and even device detachment, thus affecting the proper monitoring of the displacement sensor. This is especially true on some subgrades where the railway subgrade bed is composed of loose gravel with a low elastic modulus and gaps between the gravel. When a train passes, the force applied to the sleepers causes the ballast particles to move and rearrange relative to each other, resulting in slow energy dissipation and the vibration easily spreading to the surrounding area. This in turn causes the sleepers to vibrate and makes it difficult to effectively constrain the fixing components simultaneously. In this vibrating environment, the connection between the bolts and the sensor body is unstable, requiring frequent manual inspections and maintenance. Utility Model Content

[0004] The purpose of the utility model is to provide a railway roadbed settlement detection displacement sensor, which can effectively solve the problems in the background technology.

[0005] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0006] A displacement sensor for detecting railway roadbed settlement includes a hydrostatic level, with air pipe joints, liquid pipe joints and cable joints fixedly installed on both sides of the hydrostatic level, a base fixedly installed on the bottom of the hydrostatic level, side seats movably installed on both sides of the base, L-shaped clamping plates fixedly installed on the bottom of the side seats, a base block fixedly installed on the side seats, an operating panel movably installed in the base block, and a first limit block movably installed on one side of the base block.

[0007] As a further preferred embodiment of the present invention, a hollow cavity is provided inside the base, and limiting grooves are provided on the front and rear sides of the base. The base can provide a carrier for the installation of the hydrostatic level and at the same time provide a carrier for the interlaced installation of the two side seats.

[0008] As a further preferred solution of the present invention, inner screw groove seats are fixedly installed on both sides of the base, and the inner screw groove seats are arranged to provide connection conditions for the screws used to fix the hydrostatic level and the side seats.

[0009] As a further preferred solution of the present invention, two insertion rods are fixedly installed on one side of the side seat, and the insertion rods are L-shaped. The side of the insertion rods away from the side seat is inserted into the base and extends into one of the limiting grooves.

[0010] As a further preferred embodiment of the present invention, a second limit block is fixedly installed on one side of the base block. The second limit block is set so that the side seat can be fixed on one side of the base and then contact the end of the bolt that fixes the static level, thereby limiting its axial movement. A connecting block is fixedly installed on the other side of the base block. The front and rear sides of the connecting block are provided with slots. The setting of the connecting block can provide conditions for the rotation installation of the first limit block. The first fixed block is fixedly installed on the top of the base block.

[0011] As a further preferred embodiment of the present invention, a guide shaft is fixedly installed on one side of the operating panel, and the guide shaft is inserted into the first fixed block on the side away from the operating panel and limited by a retaining spring. The guide shaft between the first fixed block and the operating panel is sheathed with a compression spring, and an insert plate is fixedly installed on the side of the operating panel away from the guide shaft. The cooperation of the first fixed block, the compression spring and the insert plate can limit the first limit block to different postures.

[0012] As a further preferred solution of the present invention, a connecting groove is provided on one side of the first limit block, and clamping blocks are fixedly installed on the front and rear sides of the connecting groove. A second fixed block is also fixedly installed on the top of the connecting groove, and slots are respectively provided on the bottom and one side of the second fixed block. The first limit block is rotatably installed on the connecting block through the connecting groove and the clamping block, and one side of the plug-in plate is inserted into one of the slots. The setting of the first limit block can be used to limit the axial movement of the bolt end of the fixing side seat after the side seat is fixed to one side of the base by bolts.

[0013] Compared with the prior art, the present invention has the following beneficial effects:

[0014] In the utility model, a base is provided at the bottom of the hydrostatic level, and a group of movable side seats and L-shaped clamps are provided on both sides of the base, so that the hydrostatic level can be quickly installed on the sleeper rail, and a base block is provided on the side seat, a first limit block is provided at one end of the base block, and a second limit block is provided at the other end, so that the ends of the bolts fixing the hydrostatic level and the side seats can be limited synchronously to prevent the vibration generated during the operation of the train from causing the bolts fixing the hydrostatic level and the side seats to loosen and affect the normal use of the hydrostatic level. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a schematic diagram of the main structure of the utility model;

[0016] Figure 2 This is a cross-sectional view of the base, side seat, and L-shaped splint of the present invention;

[0017] Figure 3 This is a schematic diagram of the side seat and L-shaped splint structure of the present invention;

[0018] Figure 4 for Figure 2 Enlarged view of point A in the middle;

[0019] Figure 5 for Figure 2 Enlarged view of point B in the middle;

[0020] Figure 6 This is a schematic diagram of the base block splitting structure of the utility model;

[0021] Figure 7 This is a schematic diagram of the installation of the main structure of the utility model.

[0022] In the figure: 1. Hydrostatic level; 2. Air pipe connector; 3. Liquid pipe connector; 4. Cable connector; 5. Base; 6. Side seat; 7. L-shaped clamp; 8. Base block; 9. First limit block; 10. Limit groove; 11. Inner screw groove seat; 12. Insert rod; 13. Second limit block; 14. Connecting block; 15. Clamping slot; 16. First fixing block; 17. Operating panel; 18. Guide shaft; 19. Compression spring; 20. Insert plate; 21. Connecting groove; 22. Clamping block; 23. Second fixing block; 24. Slot. DETAILED DESCRIPTION

[0023] In order to make the technical means, creative features, objectives and effects achieved by the present invention easier to understand, the present invention is further described below in conjunction with specific implementation methods.

[0024] like Figure 1-Figure 7 As shown, the utility model provides a railway roadbed settlement detection displacement sensor, including a hydrostatic level 1, with an air pipe joint 2, a liquid pipe joint 3 and a cable joint 4 fixedly installed on both sides of the hydrostatic level 1, a base 5 fixedly installed on the bottom of the hydrostatic level 1, side seats 6 movably installed on both sides of the base 5, an L-shaped splint 7 fixedly installed on the bottom of the side seat 6, a base block 8 fixedly installed on the side seat 6, an operating panel 17 movably installed in the base block 8, and a first limit block 9 movably installed on one side of the base block 8.

[0025] like Figure 1-Figure 3As shown, a hollow cavity is provided inside the base 5, and limiting grooves 10 are provided on the front and rear sides of the base 5. The base 5 can provide a carrier for the installation of the hydrostatic level 1, and at the same time, provide a carrier for the insertion installation of the two side seats 6. Inner screw groove seats 11 are fixedly installed on both sides of the base 5. The inner screw groove seats 11 are set to provide connection conditions for the spirals used to fix the hydrostatic level 1 and the side seats 6. Two insertion rods 12 are fixedly installed on one side of the side seat 6. The insertion rods 12 are L-shaped. The side of the insertion rod 12 away from the side seat 6 is inserted and installed in the base 5 and extends to one of the limiting grooves 10.

[0026] like Figure 2-Figure 7 As shown, a second limit block 13 is fixedly installed on one side of the base block 8. The second limit block 13 is set so that the side seat 6 can contact the end of the bolt fixing the static level 1 after being fixed to one side of the base 5, thereby limiting its axial movement. A connecting block 14 is fixedly installed on the other side of the base block 8. A card slot 15 is provided on the front and rear sides of the connecting block 14. The setting of the connecting block 14 can provide conditions for the rotation installation of the first limit block 9. A first fixed block 16 is fixedly installed on the top of the base block 8. A guide shaft 18 is fixedly installed on one side of the operating panel 17. The side of the guide shaft 18 away from the operating panel 17 is inserted in the first fixed block 16 and limited by the retaining spring. The guide shaft 18 between the first fixed block 16 and the operating panel 17 is provided with a compression spring 19. 17 is fixedly installed with an insert plate 20 on the side away from the guide shaft 18. The cooperation of the first fixed block 16, the compression spring 19 and the insert plate 20 can limit the first limit block 9 to different postures. A connecting groove 21 is provided on one side of the first limit block 9. The front and rear sides of the connecting groove 21 are fixedly installed with a clamping block 22. The top of the connecting groove 21 is also fixedly installed with a second fixed block 23. The bottom and one side of the second fixed block 23 are respectively provided with a slot 24. The first limit block 9 is rotatably mounted on the connecting block 14 through the connecting groove 21 and the clamping block 22, and one side of the insert plate 20 is inserted into one of the slots 24. The setting of the first limit block 9 can be used to limit the axial movement of the bolt end of the fixed side seat 6 after the side seat 6 is fixed to one side of the base 5 by bolts.

[0027] It should be noted that the present invention is a displacement sensor for detecting railway roadbed settlement. Before installation, the hydrostatic level 1 is first fixed to the base 5 by bolts, and one end of the bolt for fixing the hydrostatic level 1 is threadedly connected to the screw groove at the top of the inner screw groove seat 11. Subsequently, the gravel under the sleeper rail is cleaned out so that the position below both sides of the sleeper rail is exposed. The base 5 can be placed in the middle position on the sleeper rail, and two L-shaped splints 7 are placed on one side of the sleeper rail. At the same time, the two side seats 6 can be respectively moved toward the base 5. Push, so that the side seat 6 drives the two insertion rods 12 on one side to move in the base 5, and the L-shaped clamping plate 7 moves synchronously to the side of the sleeper rail, so that the lower end of the L-shaped clamping plate 7 is inserted into the bottom of the sleeper rail. Subsequently, one end of the bolt passes through the through hole in the side seat 6 and is threaded into the screw groove on one side of one of the inner screw groove seats 11, so that the side seat 6 can be gradually locked with the base 5, and then the side seat 6 drives the top base block 8 to move synchronously, so that the second limit block 13 at one end of the base block 8 abuts against the end of the bolt fixing the static level 1 , thereby limiting it, and then, the operating plate 17 can be pushed to one side, so that the operating plate 17 drives the guide shaft 18 to move in the shaft hole in the first fixed block 16 and compresses the compression spring 19. As a result, the operating plate 17 drives one end of the plug plate 20 to disengage from one of the slots 24 in the second fixed block 23, so that the first limiting block 9 can be rotated ninety degrees on the connecting block 14 with the two card blocks 22 in the connecting groove 21 as the axis, so that one end of the first limiting block 9 is turned over and hits the screw on the fixed side seat 6 The end of the bolt, at this time, the operating plate 17 can be loosened, so that the operating plate 17 can be pushed toward the first limit block 9 by utilizing the force of the compression spring 19 to stretch and rebound, and then the operating plate 17 drives one end of the plug plate 20 to be inserted into another slot 24 of the second fixed block 23, thereby limiting the first limit block 9. Therefore, the axial movement of the bolts fixing the hydrostatic level 1 and the side seat 6 can be limited by the first limit block 9 and the second limit block 13, so that the installation of the hydrostatic level 1 is not affected by the vibration during the operation of the train.

[0028] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely illustrative of the principles of the present invention. Various changes and improvements may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and improvements are intended to fall within the scope of the present invention. The scope of protection claimed in this invention is defined by the appended claims and their equivalents.

Claims

1. A displacement sensor for detecting railway subgrade settlement, characterized by: The invention comprises a hydrostatic level (1), wherein both sides of the hydrostatic level (1) are fixedly mounted with an air pipe joint (2), a liquid pipe joint (3) and a cable joint (4), a base (5) is fixedly mounted on the bottom of the hydrostatic level (1), side seats (6) are movably mounted on both sides of the base (5), an L-shaped clamping plate (7) is fixedly mounted on the bottom of the side seat (6), a base block (8) is fixedly mounted on the side seat (6), an operating panel (17) is movably mounted in the base block (8), and a first limit block (9) is movably mounted on one side of the base block (8).

2. A railway roadbed settlement detection displacement sensor according to claim 1, characterized in that: A hollow cavity is provided inside the base (5), and limiting grooves (10) are provided on the front and rear sides of the base (5).

3. The railway subgrade settlement detection displacement sensor according to claim 1, characterized in that: Internal screw groove seats (11) are fixedly mounted on both sides of the base (5).

4. The railway subgrade settlement detection displacement sensor according to claim 2, characterized in that: Two insertion rods (12) are fixedly mounted on one side of the side seat (6), and the insertion rods (12) are L-shaped. The side of the insertion rods (12) away from the side seat (6) is inserted into the base (5) and extends into one of the limiting slots (10).

5. The railway subgrade settlement detection displacement sensor according to claim 1, characterized in that: A second limiting block (13) is fixedly mounted on one side of the base block (8), a connecting block (14) is fixedly mounted on the other side of the base block (8), a card slot (15) is provided on the front and rear sides of the connecting block (14), and a first fixing block (16) is fixedly mounted on the top of the base block (8).

6. The railway subgrade settlement detection displacement sensor according to claim 5, characterized in that: A guide shaft (18) is fixedly mounted on one side of the operating panel (17); the side of the guide shaft (18) away from the operating panel (17) is inserted into the first fixed block (16) and limited by a retaining spring; a compression spring (19) is sleeved on the guide shaft (18) between the first fixed block (16) and the operating panel (17); and an inserting plate (20) is fixedly mounted on the side of the operating panel (17) away from the guide shaft (18).

7. The railway subgrade settlement detection displacement sensor according to claim 6, characterized in that: A connecting groove (21) is provided on one side of the first limiting block (9), and a clamping block (22) is fixedly installed on the front and rear sides of the connecting groove (21). A second fixing block (23) is also fixedly installed on the top of the connecting groove (21), and slots (24) are respectively provided on the bottom and one side of the second fixing block (23). The first limiting block (9) is rotatably mounted on the connecting block (14) through the connecting groove (21) and the clamping block (22), and one side of the plug board (20) is inserted into one of the slots (24).

Images