Track disease detection device for shield tunnel

Abstract

The utility model discloses a track disease detection device for a shield tunnel. The track disease detection device comprises a three-dimensional scanner, a track detection assembly, a sleeper detection assembly and a locomotive state detection assembly, wherein the three-dimensional scanner is arranged at the front end of a track locomotive; the track detection assembly and the sleeper detection assembly are arranged at the bottom of the track locomotive; the track detection assembly comprises an elastic support, supporting plates installed on the two sides of the bottom of the elastic support, first metal flaw detectors installed on the supporting plates and first laser range finders installed on the outer sides of the supporting plates. The sleeper detection assembly comprises two detection pieces arranged at intervals in the width direction of the rail locomotive and limiting ropes used for limiting the initial positions of the detection pieces. The locomotive state detection assembly comprises a gyroscope and an accelerometer. The device can detect the performance of the rail and the performance of the rail at the same time under the condition that the rail locomotive does not affect operation, timely discover potential safety hazards, reduce the cost of extra manual detection, improve the construction efficiency, be high in detection precision and ensure the operation safety of the rail locomotive.

Description

Technical Field

[0001] The utility model relates to the technical field of shield tunnel track safety detection equipment, in particular to a track disease detection device for shield tunnels. Background Art

[0002] With the rapid development of shield construction technology, intelligent operations are gradually replacing manual labor. Tunnel lengths are increasing in line with urban design needs. Manual inspection of tunnel defects is prohibitively expensive in terms of manpower, material resources, and time. Using specialized equipment to inspect track defects is cost-effective and time-consuming, impacting construction efficiency. Currently, the main methods for inspecting tunnel track defects include manual inspections and inspection carts. Manual inspections are tedious and labor-intensive, requiring repeated measurements for different inspection items, resulting in low efficiency. Inspection carts require inspections only when the locomotive is not operating. When the locomotive is operating for extended periods, the inspection cart cannot perform inspections, making it impossible to ensure the safety of the locomotive's operation. Utility Model Content

[0003] The purpose of the utility model is to provide a track defect detection device for shield tunnels, which can simultaneously detect the performance of the rails and itself without affecting the operation of the rail locomotive, timely discover safety hazards, reduce the cost of additional manual inspections, improve construction efficiency, have high detection accuracy, and ensure the safety of rail locomotive operations.

[0004] In order to achieve the above purpose, the present invention adopts the following technical solutions:

[0005] A track defect detection device for a shield tunnel comprises a three-dimensional scanner mounted on the front end of a track vehicle, a track detection assembly and a sleeper detection assembly mounted on the bottom of the track vehicle, and a locomotive state detection assembly mounted on the track vehicle; the track detection assembly comprises an elastic bracket mounted on the bottom of the track vehicle, support plates mounted on both sides of the bottom of the elastic bracket, a first metal flaw detector mounted on the support plates, and a first laser rangefinder mounted on the outside of the support plates; the sleeper detection assembly comprises two detection pieces spaced apart along the width of the track vehicle and a limit rope for limiting the initial position of the detection pieces; and the locomotive state detection assembly comprises a gyroscope and an accelerometer.

[0006] Preferably, the three-dimensional scanner emits three-dimensional structured light to the surface of the rail and collects images for detecting the integrity of the rail.

[0007] Preferably, a shock-absorbing roller is provided on the support plate, and the shock-absorbing roller rolls on the surface of the rail.

[0008] Preferably, a second metal flaw detector for detecting wheel damage is provided on the railway locomotive.

[0009] Preferably, the elastic bracket includes a spring bearing fixedly connected to the bottom of the rail vehicle and an inverted V-shaped connecting rod installed at the bottom of the spring bearing, and the two support plates are horizontally slidably connected to the bottom ends of the inverted V-shaped connecting rod.

[0010] Preferably, a return spring is provided between the support plate and the inverted V-shaped connecting rod.

[0011] Preferably, the first laser rangefinder is installed on one of the support plates, and a positioning baffle corresponding to the first laser rangefinder is installed on the other support plate.

[0012] Preferably, L-shaped support frames are respectively installed on both sides of the rear of the rail locomotive, and a plurality of second laser rangefinders are installed at the bottom of the L-shaped support frames, and the second laser rangefinders are used to measure the positions of the pressure plate and the positioning plate.

[0013] Preferably, it also includes a controller arranged in the railway locomotive control room, which is electrically connected to the three-dimensional scanner, the track detection component, the sleeper detection component and the locomotive status detection component, and is used to process the measured information and issue corresponding instructions.

[0014] In this utility model, a 3D scanner emits 3D structured light and images the rails as a 3D virtual model, allowing the operator to intuitively assess the rail integrity. Shock-absorbing rollers on the support plate create rolling friction with the rails, reducing wear and noise and extending the life of the first metal flaw detector. The first metal flaw detector can detect rail damage, allowing immediate detection and treatment of any damage.

[0015] The sleeper detection component is able to detect the verticality between the sleeper and the rail by using the time difference between the sleeper detection signals of the two detection pieces, and then deduce whether the sleeper is skewed, thereby reducing safety hazards. The first laser rangefinder is able to measure the distance between the two rails to prevent the locomotive from derailing due to excessive spacing or the wheel from being squeezed due to insufficient spacing. The elastic bracket is able to ensure the fit between the support plate and the rail, ensuring the accuracy of the measurement. The multiple second laser rangefinders are able to measure the position of the pressure plate and the positioning plate, ensuring that the pressure plate and the positioning plate can stably fix the rail. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a front view schematic diagram of the overall structure of the utility model;

[0017] Figure 2 It is a left side schematic diagram of the overall structure of the utility model;

[0018] Figure 3 It is an enlarged schematic diagram of the local structure of the utility model;

[0019] Figure 4 This is a schematic diagram of the structure of the track detection component of the utility model;

[0020] In the figure: 1. Rail vehicle; 2. 3D scanner; 3. Track detection assembly; 4. Sleeper detection assembly; 5. Locomotive status detection assembly; 6. Controller; 7. Rail; 8. Second metal flaw detector; 9. L-shaped support frame; 10. Second laser rangefinder; 11. Pressure plate; 12. Positioning plate; 30. Elastic bracket; 31. Support plate; 32. First metal flaw detector; 33. First laser rangefinder; 34. Positioning baffle; 35. Shock-absorbing roller; 40. Detection piece; 41. Limiting rope; 50. Gyroscope; 51. Accelerometer; 300. Spring bearing; 301. Inverted V-shaped connecting rod; 302. Return spring. DETAILED DESCRIPTION

[0021] The present invention will be further described below with reference to the accompanying drawings:

[0022] like Figures 1 to 4 The track defect detection device for a shield tunnel shown includes a three-dimensional scanner 2 mounted on the front end of a track locomotive 1, a track detection assembly 3 and a sleeper detection assembly 4 mounted on the bottom of the track locomotive 1, and a locomotive status detection assembly 5 mounted on the track locomotive 1. The device also includes a controller 6 disposed in the control room of the track locomotive 1. The controller 6 is electrically connected to the three-dimensional scanner 2, the track detection assembly 3, the sleeper detection assembly 4, and the locomotive status detection assembly 5, and is used to process the measured information and issue corresponding instructions. In this embodiment, the controller 6 is an industrial computer and is equipped with a suitable operating program, memory, and display. It can intuitively observe the measured data values, automatically analyze and process according to the configured operating program, and store the corresponding data. Of course, manual observation and manual processing of the data are also possible.

[0023] 3D scanner 2 emits 3D structured light onto the surface of rail 7 and captures images for use in inspecting the integrity of rail 7. 3D scanner 2 uses a mature, commercially available product. It detects and analyzes the shape (geometry) and appearance (such as color and surface albedo) of objects or environments in the real world. This collected data is often used for 3D reconstruction, creating digital models of real objects in the virtual world. Of course, to reduce costs, a camera can also be used as an alternative, requiring manual observation of the integrity of rail 7 in the captured images.

[0024] The track detection assembly 3 includes an elastic bracket 30 mounted on the bottom of the rail vehicle 1, support plates 31 mounted on both sides of the bottom of the elastic bracket 30, a first metal flaw detector 32 mounted on the support plates 31, and a first laser rangefinder 33 mounted on the outside of the support plates 31. The two support plates 31 are respectively pressed against the surface of the rail 7 by the elastic bracket 30. The elastic bracket 30 includes a spring bearing 300 fixedly connected to the bottom of the rail vehicle 1 and an inverted V-shaped connecting rod 301 mounted on the bottom of the spring bearing 300. The two support plates 31 are horizontally slidably connected to the bottom ends of the inverted V-shaped connecting rod 301. Specifically, sliders are provided at both ends of the bottom of the inverted V-shaped connecting rod 301, and a slide groove is provided at one end of the support plate 31. The slide groove and the slider enable the two to slide horizontally. A return spring 302 is provided between the support plate 31 and the inverted V-shaped connecting rod 301. In this embodiment, two return springs 302 are provided. The two return springs 302 are located in the slide groove and are arranged on both sides of the slider. The two return springs 302 make the slider in the middle position, and further enable the support plate 31 to fit the surface of the rail 7 when the distance between the two rails 7 changes.

[0025] In a preferred embodiment, a shock-absorbing roller 35 is provided on the support plate 31. The shock-absorbing roller 35 rolls on the surface of the rail 7, thereby preventing the first metal flaw detector 32 from contacting the rail 7 and causing wear. The first metal flaw detector 32 is preferably a German ACS non-contact ultrasonic scanner flaw detector. Of course, other brands of ultrasonic flaw detectors can also be used.

[0026] A first laser rangefinder 33 is mounted on one support plate 31, and a positioning baffle 34 corresponding to the first laser rangefinder 33 is mounted on the other support plate 31. Light emitted by the first laser rangefinder 33 is reflected by the positioning baffle 34, and the distance between the two rails 7 can be measured. When the measured distance exceeds a preset range, the controller 6 issues a corresponding warning, and maintenance personnel can perform timely maintenance based on this information, thereby preventing the locomotive 1 from derailing due to excessive distance or from wheel crushing due to insufficient distance.

[0027] The sleeper detection assembly 4 includes two detection pieces 40 spaced apart along the width direction of the railway locomotive 1 and a limit rope 41 for limiting the initial position of the detection piece 40. The two detection pieces 40 are located on the inner side of the two rails 7. One end of the limit rope 41 is wound around the electric sheave. The length of the limit rope 41 is adjusted by controlling the rotation of the electric sheave, thereby adjusting the initial position of the detection piece 40. When the two detection pieces 40 contact the sleeper at the same time, it indicates that the sleeper is perpendicular to the rail 7. When there is a time difference between the two detection pieces 40 and the sleeper, it indicates that the sleeper is not perpendicular to the rail 7. At this time, further manual inspection or maintenance is required. Of course, the sleeper detection assembly 4 can also be two angle sensors spaced apart along the width direction of the railway locomotive 1, and the perpendicularity of the sleeper to the rail 7 is judged based on the time difference between the angle changes of the two angle sensors.

[0028] The locomotive status detection component 5 includes a gyroscope 50 and an accelerometer 51. These sensors are used to sense translational and rotational changes. The controller 6 sets the detection ranges for these sensors. When the horizontal angle and speed of the locomotive 1 exceed the limits, posing a risk of overturning or exceeding the speed limit, an electrical signal is transmitted to the electric brake, applying the brakes in advance to ensure safe travel and reduce sideways tilting accidents during turns.

[0029] A second metal flaw detector 8 is provided on the rail locomotive 1 for detecting wheel damage. The second metal flaw detector 8 is preferably a German ACS non-contact ultrasonic scanner flaw detector. Of course, ultrasonic flaw detectors of other brands can also be used. When the wheel is damaged or twisted, the second metal flaw detector 8 can detect it in time to avoid accidents.

[0030] An L-shaped support frame 9 is installed on both sides of the rear of the rail vehicle 1, and multiple second laser rangefinders 10 are installed at the bottom of the L-shaped support frame 9. The second laser rangefinders 10 are used to measure the positions of the pressure plate 11 and the positioning plate 12. Four second laser rangefinders 10 are set at the bottom of one L-shaped support frame 9 along the width of the rail vehicle 1, two of which are used to detect the pressure plate 11, and the other two are used to detect the positioning plate 12. Based on the height difference detected, it can be calculated whether the pressure plate 11 and the positioning plate 12 are tilted. By detecting the initial position of the positioning plate 12, it can be reflected whether the bolts are tightened. If the bolts are loose, the positioning plate 12 is loose, the distance measurement data changes, and the bolts should be reported for repair.

[0031] The above embodiments are merely some descriptions of the concept and implementation of the present invention, and are not intended to limit the present invention. Under the concept of the present invention, technical solutions that have not been substantially changed are still within the scope of protection.

Claims

1. A track defect detection device for a shield tunnel, characterized in that: The invention comprises a three-dimensional scanner (2) installed at the front end of a rail locomotive (1), a track detection assembly (3) and a sleeper detection assembly (4) installed at the bottom of the rail locomotive (1), and a locomotive state detection assembly (5) installed on the rail locomotive (1); the track detection assembly (3) comprises an elastic bracket (30) installed at the bottom of the rail locomotive (1), support plates (31) installed at both sides of the bottom of the elastic bracket (30), a first metal flaw detector (32) installed on the support plate (31), and a first laser rangefinder (33) installed outside the support plate (31); the sleeper detection assembly (4) comprises two detection pieces (40) arranged at intervals along the width direction of the rail locomotive (1) and a limit rope (41) for limiting the initial position of the detection piece (40); and the locomotive state detection assembly (5) comprises a gyroscope (50) and an accelerometer (51).

2. The track defect detection device for a shield tunnel according to claim 1, characterized in that: The three-dimensional scanner (2) emits three-dimensional structured light to the surface of the rail (7) and collects images.

3. The track defect detection device for a shield tunnel according to claim 1 or 2, characterized in that: A shock-absorbing roller (35) is provided on the support plate (31), and the shock-absorbing roller (35) rolls on the surface of the rail (7).

4. The track defect detection device for a shield tunnel according to claim 3, characterized in that: A second metal flaw detector (8) for detecting wheel damage is provided on the rail vehicle (1).

5. The track defect detection device for a shield tunnel according to claim 1, characterized in that: The elastic bracket (30) comprises a spring bearing (300) fixedly connected to the bottom of the rail vehicle (1) and an inverted V-shaped connecting rod (301) mounted on the bottom of the spring bearing (300), and the two support plates (31) are horizontally slidably connected to the two ends of the bottom of the inverted V-shaped connecting rod (301).

6. The track defect detection device for a shield tunnel according to claim 5, characterized in that: A return spring (302) is provided between the support plate (31) and the inverted V-shaped connecting rod (301).

7. The track defect detection device for a shield tunnel according to claim 1 or 6, characterized in that: The first laser rangefinder (33) is installed on one of the support plates (31), and a positioning baffle (34) corresponding to the first laser rangefinder (33) is installed on the other support plate (31).

8. The track defect detection device for a shield tunnel according to claim 1, characterized in that: L-shaped support frames (9) are respectively installed on both sides of the tail of the rail vehicle (1), and a plurality of second laser rangefinders (10) are installed on the bottom of the L-shaped support frame (9).

9. The track defect detection device for a shield tunnel according to claim 1, characterized in that: It also includes a controller (6) arranged in the control room of the rail locomotive (1), wherein the controller (6) is electrically connected to the three-dimensional scanner (2), the track detection component (3), the sleeper detection component (4), and the locomotive state detection component (5).

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