Detection system for third rail

Abstract

The utility model provides a detection system used for a third rail, which comprises a calibration module, a sensor module, a compensation module and an upper computer, a detection beam stretches across a first running rail and a second running rail and can move along with a train, the calibration module is used for calibrating points on the first running rail and the second running rail when the train is in a static state, and the upper computer is used for detecting the third rail. The compensation module is used for acquiring coordinates of two calibration points and is also used for acquiring dynamic coordinates of a first running rail and a second running rail of the train in a moving state, and the sensor module is used for acquiring dynamic coordinates of a third rail of the train at the same moment; and the upper computer is used for acquiring a compensation matrix according to the dynamic coordinates of the first running rail and the second running rail and the coordinates of the two calibration points, and acquiring the coordinates of the third rail when the train is in a static state according to the compensation matrix and the dynamic coordinates of the third rail. According to the utility model, high-speed and accurate geometric detection can be carried out on the third rail, and mechanical damage caused by contact type measurement is avoided.

Description

TECHNICAL FIELD

[0001] The utility model belongs to rail transit detection technical field, specifically, relate to a kind of detection system for third rail. BACKGROUND

[0002] A large number of lines in existing subway adopt third rail (also called "power supply rail") for power supply. To ensure reliable power supply of subway and eliminate hidden troubles caused by mechanical damage or deformation of shoe rail, dynamic geometric detection of third rail is extremely important. At present, dynamic geometric detection of third rail is mainly completed by manual work, which is time-consuming and labor-intensive, and the detection method is contact type, which is easily affected by deformation of detection element and manual reading, and has low accuracy. SUMMARY

[0003] One purpose of the utility model is to provide a detection system for third rail, so as to enable high-speed and accurate geometric detection of third rail and avoid mechanical damage caused by contact measurement.

[0004] According to the utility model, a detection system for third rail is provided, a calibration module, a sensor module, a compensation module arranged on a detection beam and an upper computer connected with the sensor module and the compensation module are provided, the detection beam spans a first running rail and a second running rail and can move with a train, the calibration module is used for calibrating points on the first running rail and the second running rail in a stationary state of the train, a line connecting two calibration points is perpendicular to the first running rail and the second running rail, the compensation module is used for obtaining coordinates of the two calibration points, the compensation module is also used for obtaining dynamic coordinates of the first running rail and the second running rail in a moving state of the train, the sensor module is used for obtaining dynamic coordinates of the third rail in the same time or the same mileage of the train, and the upper computer is used for obtaining a compensation matrix according to the dynamic coordinates of the first running rail and the second running rail and the coordinates of the two calibration points, and obtaining coordinates of the third rail in the stationary state of the train according to the compensation matrix and the dynamic coordinates of the third rail.

[0005] In a preferred embodiment, the sensor module includes a laser emitter and a camera arranged adjacent to the laser emitter, and the laser emitter and the camera are respectively used for distance measurement and shooting of the third rail in a moving state of the train.

[0006] In a preferred embodiment, the detection system for third rail includes two sensor modules, which are respectively used for shooting and distance measurement of the third rail located on the side of the first running rail and the second running rail.

[0007] In a preferred embodiment, the detection beam includes a cross beam arranged on the top, and two compensation modules are arranged on the side walls of the cross beam.

[0008] In a preferred embodiment, each of the compensation modules comprises a laser emitter and a camera disposed adjacent to the laser emitter, the camera being disposed at the same height on the cross beam.

[0009] In a preferred embodiment, the camera and the shooting angle are symmetrical relative to the central axis between the first running rail and the second running rail, so that the two calibration points are also symmetrical relative to the central axis between the first running rail and the second running rail.

[0010] In a preferred embodiment, the upper surface of the cross beam is provided with a grab handle which can be connected with the car body of the train.

[0011] In a preferred embodiment, the sensor module is disposed on the car body of the train.

[0012] In a preferred embodiment, an alarm module connected with the upper computer is further included, and the upper computer can control the alarm module to give an early warning according to the coordinate data of the third rail obtained when the train is in a stationary state.

[0013] In a preferred embodiment, the alarm module is an audible and visual alarm.

[0014] The utility model has at least the following technical effects:

[0015] According to the utility model, the calibration module, the sensor module, the compensation module disposed on the detection beam and the upper computer connected with the sensor module and the compensation module are provided, the detection beam spans the first running rail and the second running rail and can move along with the train. Since the calibration module is used for calibrating points on the first running rail and the second running rail when the train is in a stationary state, the line connecting the two calibration points is perpendicular to the first running rail and the second running rail, the compensation module is used for obtaining the coordinates of the two calibration points and is also used for obtaining the dynamic coordinates of the first running rail and the second running rail when the train is in a moving state, so that the detection data obtained by the compensation module can be used to compensate the detection error when the train moves left and right, floats up and down and rolls sideways, and the subsequent calculation result is more accurate.

[0016] In addition, the sensor module is used for obtaining the dynamic coordinates of the third rail at the same time or the same mileage, and the upper computer is used for obtaining a compensation matrix according to the dynamic coordinates of the first running rail and the second running rail and the coordinates of the two calibration points, and obtaining the coordinates of the third rail when the train is in a stationary state according to the compensation matrix and the dynamic coordinates of the third rail, so that high-speed and accurate geometric detection of the third rail can be realized, mechanical damage caused by contact measurement is avoided, the data obtained by the utility model can be corrected in combination with other sensor data, can be used for machine learning, and repeated and efficient use of data can be realized. BRIEF DESCRIPTION OF DRAWINGS

[0017] Fig. 1 A schematic diagram of the overall structure of a detection system for a third track according to an embodiment of the present invention is shown.

[0018] Fig. 2 A schematic diagram of the structure of a detection beam according to an embodiment of the present invention is shown.

[0019] In this application, all the accompanying drawings are schematic drawings, used only to illustrate the principle of the present invention, and are not drawn to scale. Detailed Implementation

[0020] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0021] In the description of the utility model, it should be understood that the terms "horizontal" and "side" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the utility model 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 the utility model.

[0022] In this utility model, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral part; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal connection of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0023] like Figs. 1-2 As shown, the first running rail a and the second running rail b are arranged in parallel, and two third rails c are respectively arranged on the outer sides of the first running rail a and the second running rail b and are parallel to the first running rail a and the second running rail b. The detection system 100 for the third rails described in this utility model includes: a calibration module (not shown in the figure), a sensor module 1, a compensation module 2 disposed on the detection beam 4, and a host computer 3 that is communicatively connected to both the sensor module 1 and the compensation module 2. The detection beam 4 spans the first running rail a and the second running rail b and is connected to the train body so that it can move with the train. It should be noted that all coordinate points involved in this utility model are referenced to the detection beam 4.

[0024] The calibration module is used for calibrating points on the first running rail a and the second running rail b in a stationary state of the train, specifically, the profiles of the first running rail a and the second running rail b are obtained by laser scanning, the profiles of the two are symmetrical, and two symmetrical calibration points are found out at random, and the line connecting the two calibration points is perpendicular to the first running rail a and the second running rail b. The compensation module 2 is used for obtaining the coordinates of the two calibration points: PL0 and PR0, that is, the line connecting PL0 and PR0 is perpendicular to the first running rail a and the second running rail b.

[0025] The compensation module 2 is also used for obtaining dynamic coordinates PL and PR of the first running rail a and the second running rail b in a moving state of the train, and the sensor module 1 is used for obtaining dynamic coordinates P3rd of the third rail c at the same time or the same mileage of the train. It should be noted that PL0 and PL are different coordinate representations based on the same position, and PR0 and PR are also different coordinate representations based on the same position.

[0026] The host computer is used for receiving data detected by the sensor module 1 and the compensation module 2, obtaining a compensation matrix M according to the dynamic coordinates PL and PR of the first running rail and the second running rail and the coordinates PL0 and PR0 of the two calibration points, and obtaining coordinates P3rd0 of the third rail c in a stationary state of the train according to the compensation matrix M and the dynamic coordinates P3rd of the third rail c. Specifically, the compensation matrix M is obtained: PL=MPL0, PR=MPR0. The vibration compensation of P3rd is performed through the compensation matrix M to obtain the coordinates P3rd0 of the third rail c in the corresponding stationary condition, that is, P3rd=MP3rd0. Through multiple detections and the above calculations, a data set of the coordinates P3rd0 of the third rail c can be obtained.

[0027] According to the utility model, calibration module, sensor module 1, compensation module 2 arranged on the detection beam 4 and the host computer 3 connected with sensor module 1 and compensation module 2 are provided, the detection beam 4 spans the first running rail a and the second running rail b and can move along with the train. Since the calibration module is used for calibrating points on the first running rail a and the second running rail b in a stationary state of the train, the line connecting the two calibration points is perpendicular to the first running rail and the second running rail, the compensation module 2 is used for obtaining the coordinates of the two calibration points, and is also used for obtaining dynamic coordinates of the first running rail a and the second running rail b in a moving state of the train, so that the detection error occurring when the train moves left and right, floats up and down and rolls sideways can be compensated by the detection data obtained by the compensation module 2, and the subsequent calculation results are more accurate.

[0028] Furthermore, since sensor module 1 is used to acquire the dynamic coordinates of the third rail c of the train at the same time or at the same mileage, and host computer 3 is used to acquire compensation matrix M based on the dynamic coordinates of the first running rail a, the second running rail b and the coordinates of the two calibration points, and to acquire the coordinates of the third rail c when the train is stationary based on compensation matrix M and the dynamic coordinates of the third rail c, high-speed and accurate geometric detection of the third rail can be performed, avoiding mechanical damage caused by contact measurement. The data acquired by this utility model can be combined with other sensor data for correction, and can also be used for machine learning, enabling the repeated and efficient use of data.

[0029] In one or more embodiments, the sensor module 1 includes a laser emitter and a camera 11 disposed adjacent to the laser emitter. The laser emitter and the camera 11 are used to measure distance and take pictures of the third rail c when the train is in motion, respectively.

[0030] In one or more embodiments, the detection system for the third track according to the present invention includes two sensor modules 1, which are used to photograph and measure the distance of the third track c located on the side of the first running track a and the second running track b, respectively.

[0031] In one or more embodiments, the detection beam 4 includes a crossbeam disposed at the top, and two compensation modules 2 disposed on the sidewalls of the crossbeam.

[0032] In one or more embodiments, each compensation module 2 includes a laser emitter and a camera 11 disposed adjacent to the laser emitter, the camera 11 being positioned at the same height on the crossbeam. The camera 11 and its shooting angle are symmetrical with respect to the central axis between the first travel rail a and the second travel rail b, such that the two calibration points are also symmetrical with respect to the central axis between the first and second travel rails. Optionally, the laser emitter and camera 11 may also be replaced by a linear laser ranging module integrating laser ranging.

[0033] In one or more embodiments, a gripper 41 is provided on the upper surface of the crossbeam, and the gripper 41 can be connected to the train body.

[0034] In one or more embodiments, sensor module 1 is disposed on the train body for dynamic detection of the third track c.

[0035] In one or more embodiments, the detection system for the third track according to the present invention further includes an alarm module (not shown in the figure) connected to a host computer 3. The host computer 3 can control the alarm module to issue an early warning based on the coordinate data of the third track c when the train is stationary.

[0036] In one or more embodiments, the alarm module is an audible and visual alarm.

[0037] Although the present invention has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of the invention. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A detection system for a third rail, characterized in that The application relates to a calibration device for a train, which comprises a calibration module, a sensor module, a compensation module arranged on a detection beam and an upper computer connected with the sensor module and the compensation module, wherein the detection beam crosses a first running rail and a second running rail and can move along with the train. The calibration module is used for calibrating points on the first running rail and the second running rail when the train is in a static state, wherein the line connecting two calibration points is perpendicular to the first running rail and the second running rail. The compensation module is used for obtaining the coordinates of the two calibration points. The compensation module is also used for obtaining dynamic coordinates of the first running rail and the second running rail when the train is in a moving state, and the sensor module is used for obtaining dynamic coordinates of a third rail when the train is in the same moment or the same mileage. The upper computer is used for obtaining a compensation matrix according to the dynamic coordinates of the first running rail and the second running rail and the coordinates of the two calibration points, and obtaining the coordinates of the third rail when the train is in a static state according to the compensation matrix and the dynamic coordinates of the third rail. The sensor module comprises a laser emitter and a camera arranged adjacent to the laser emitter, and the laser emitter and the camera are respectively used for distance measurement and shooting of the third rail when the train is in a moving state.

2. Detection system for a third rail according to claim 1, characterized in that Two sensor modules are arranged to shoot and measure the third rail on the side of the first running rail and the second running rail respectively.

3. Detection system for a third rail according to claim 2, characterized in that The detection beam comprises a cross beam arranged on the top, and two compensation modules are arranged on the side walls of the cross beam.

4. Detection system for a third rail according to claim 1, characterized in that Each compensation module comprises a laser emitter and a camera arranged adjacent to the laser emitter, and the camera is arranged at the same height on the cross beam.

5. Detection system for a third rail according to claim 4, characterized in that The camera and the shooting angle are symmetrical relative to the central axis between the first running rail and the second running rail, so that the two calibration points are also symmetrical relative to the central axis between the first running rail and the second running rail.

6. Detection system for a third rail according to claim 5, characterized in that The upper surface of the cross beam is provided with a grabber which can be connected with the vehicle body of the train.

7. Detection system for a third rail according to claim 4, characterized in that The sensor module is arranged on the vehicle body of the train.

8. Detection system for a third rail according to claim 1, characterized in that An alarm module connected with the upper computer is further arranged, and the upper computer can control the alarm module to give a warning according to the coordinate data of the third rail when the train is in a static state.

9. Detection system for a third rail according to claim 1, characterized in that The alarm module is an audible and visual alarm.

10. Detection system for a third rail according to claim 9, characterized in that ​

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