Railway track deformation detection device based on vehicle-mounted binocular measurement

Abstract

The utility model discloses a railway track deformation detection device based on vehicle-mounted binocular measurement, and relates to the technical field of railway track detection. The device comprises a foundation pile arranged on one side of a track, a double-strand steel rail and a mobile vehicle body, the foundation pile is provided with a reference target, and the rail waist of the steel rail is provided with a detection target. Image acquisition devices are arranged on the two sides of the bottom of the vehicle body and comprise a first binocular camera and a second binocular camera which are used for acquiring image information of the reference target and the detection target on the same side respectively; the target depth is directly measured through binocular camera stereo vision, a line laser is omitted, the structure is simplified, and the cost is reduced; the vehicle-mounted bracket adopts a hinged bearing plate and a servo motor to adjust the pitch angle of the camera so as to adapt to different line target positions; and the posture adjusting mechanism realizes multi-degree-of-freedom adjustment through a supporting arm, a connecting arm and a pitch shaft, so that the optimal visual angle of the camera is ensured, and the detection precision of complex scenes such as curves is improved.

Description

Technical Field

[0001] This utility model relates to the field of railway track inspection, specifically to a railway track deformation detection device based on vehicle-mounted binocular measurement. Background Technology

[0002] With the rapid expansion of my country's high-speed railway network, seamless track technology has become the mainstream track-laying method. By eliminating traditional rail joints, seamless track can significantly reduce track vibration and improve train smoothness and passenger comfort. However, due to the lack of sufficient free expansion and contraction space, the rails are prone to multi-dimensional deformation under the combined effects of temperature changes and train loads: on the one hand, longitudinal temperature stress can cause rail bulging or breakage; on the other hand, lateral forces can lead to track geometry displacement; simultaneously, vertical loads may also cause unevenness in the rail surface. These longitudinal, lateral, and vertical deformations not only reduce running quality but also seriously threaten train safety, making real-time monitoring and accurate early warning of rail conditions particularly urgent.

[0003] Existing methods for detecting rail deformation mainly rely on manual point-to-point measurements, using pre-buried piles along the track as references. Deformation in the longitudinal, transverse, and vertical directions is collected point-by-point using methods such as chordal surveying or laser ranging. This method suffers from low efficiency, poor repeatability, and susceptibility to operator skill levels. Furthermore, traditional equipment cannot simultaneously acquire three-dimensional deformation data, making it difficult to meet the high-precision, real-time detection requirements of high-speed railways. Utility Model Content

[0004] The purpose of this invention is to address the shortcomings of existing technologies by providing a railway track deformation detection device based on vehicle-mounted binocular measurement. By installing image acquisition devices on both sides of the vehicle body, the image acquisition devices include a first binocular camera and a second binocular camera, which simultaneously acquire image information of the track waist target and the left and right side pile targets, respectively. This solves the technical problem that the binocular cameras cannot acquire target information on the piles when the train is changing direction, and enables deformation detection of the railway track even when the piles are located on either side of the vehicle body.

[0005] This technical objective is achieved through the following technical solution:

[0006] A railway track deformation detection device based on vehicle-mounted binocular measurement includes a foundation pile set on one side of the railway track, two parallel steel rails, and a vehicle body moving along the steel rails. The foundation pile is equipped with a reference target, and each steel rail is equipped with a detection target on the web of the rail.

[0007] Image acquisition devices are provided on both sides of the bottom of the vehicle body. The image acquisition devices include a first binocular camera and a second binocular camera. The first binocular camera is used to acquire image information of the reference target on the same side, and the second binocular camera is used to acquire image information of the detection target on the same side.

[0008] Existing technology only installs the first binocular camera on one side of the car body to acquire reference target image information on the same side pile; however, when the train changes direction or the pile is set on the side of the car body where no camera is installed, the single-side camera cannot effectively identify the target information of the opposite side pile, resulting in missing image data and affecting the accuracy and continuity of track deformation detection.

[0009] This invention features image acquisition devices arranged on both the left and right sides of the vehicle body's bottom. Each device includes a first binocular camera and a second binocular camera. The first binocular camera is responsible for acquiring images of the reference target on the same side, while the second binocular camera is responsible for acquiring images of the detection target on the same side. By arranging cameras on both sides of the vehicle body, regardless of the train's direction of travel or the location of the pile on either side of the vehicle body, the first binocular camera can acquire image information of the reference target, ensuring that the image information of both the reference target and the detection target can be completely acquired. This effectively solves the problem of limited image information acquisition caused by the existing technology of only setting the first binocular camera on one side of the vehicle body, thus improving the reliability and adaptability of track deformation detection.

[0010] Preferably, the first binocular camera is mounted on the outside of the vehicle body via a first vehicle-mounted bracket, and the second binocular camera is mounted on the outside of the vehicle body via a second vehicle-mounted bracket;

[0011] The first vehicle-mounted bracket and the second vehicle-mounted bracket have the same structure.

[0012] Preferably, the first vehicle-mounted bracket includes:

[0013] Two side panels arranged in parallel;

[0014] Connecting plate that connects the two side panels;

[0015] Two support plates are hinged between two side plates, and the hinge axis of the support plates is parallel to the direction of travel of the vehicle body. A camera is mounted on each of the two support plates to form a first binocular camera.

[0016] Traditional binocular camera installation uses a rigid bracket for fixation, which lacks an attitude adjustment mechanism, making it difficult to adapt to the installation requirements of different railway lines. Due to the differences in the installation positions of the detection target and the reference target on each line, the traditional bracket cannot be flexibly adjusted according to the actual working conditions, often resulting in the camera's line of sight not aligning with the target. This not only directly affects the detection accuracy but also severely limits the system's versatility, leading to frequent replacement or modification of the bracket structure in different line scenarios, further increasing maintenance costs.

[0017] This solution adopts an adjustable vehicle-mounted bracket design, whose core structure includes two parallel side plates and two hinged support plates. The two support plates are connected to the side plates via hinge shafts and can rotate independently around the hinge shafts, thereby achieving precise adjustment of the pitch angle of each camera in the binocular camera system. This design can flexibly adjust the camera attitude according to different line conditions and target installation heights to ensure accurate alignment between the binocular camera and the target. Compared with traditional solutions, this structure significantly improves the camera's environmental adaptability and installation flexibility, while reducing system deployment and subsequent maintenance costs.

[0018] Preferably, two servo motors are provided on the outer end face of the side plate of the first vehicle bracket, and the rotating shafts of the two servo motors are coaxially connected to the corresponding bearing plate hinge shafts, which are used to drive the bearing plate to rotate around its hinge shaft.

[0019] By controlling the operation of the upper and lower servo motors respectively, the pitch angle of the two cameras in the binocular camera can be electrically adjusted, thereby achieving precise attitude control and remote adjustment, further improving the system's adaptability and automation in complex detection environments.

[0020] Preferably, the first vehicle-mounted bracket is fixedly connected to the bottom of the vehicle body, and the second vehicle-mounted bracket is fixedly connected to the bottom of the first vehicle-mounted bracket. By installing the second vehicle-mounted bracket at the bottom of the first vehicle-mounted bracket, it is convenient for the second binocular camera to acquire image information of the detection target on the same side of the rail.

[0021] Preferably, the first vehicle-mounted bracket is connected to the bottom of the vehicle body via a first attitude adjustment mechanism;

[0022] The second vehicle-mounted bracket is connected to the bottom of the vehicle body via a second attitude adjustment mechanism;

[0023] The first attitude adjustment mechanism and the second attitude adjustment mechanism have the same structure;

[0024] By setting up an attitude adjustment mechanism with the same structure between the vehicle-mounted bracket and the vehicle body, not only is the overall attitude of the camera bracket flexibly adjusted, significantly improving the system's adaptability to the diversity of track environments and the differences in target positions, but it also breaks through the adjustment limitations caused by the rigid connection of the bracket in the existing technology, and has good structural versatility, potential for intelligent upgrading and engineering application value.

[0025] Preferably, the first attitude adjustment mechanism includes a plurality of attitude adjustment units, each attitude adjustment unit including a support arm and a connecting arm. One end of the support arm is fixedly connected to the outer side of the bottom of the vehicle body, and the other end is hinged to the connecting end of the connecting arm through a first pitch axis. The free end of the connecting arm is hinged to the side plate of the first vehicle-mounted bracket through a second pitch axis.

[0026] Most existing brackets use rigid structures, which cannot simultaneously achieve independent pitch adjustment of the left and right lenses of the binocular camera as well as the forward and backward movement and retraction of the entire bracket, making it difficult to obtain the best shooting angle. When the position or height of the target changes, it is often necessary to manually disassemble or recalibrate frequently, which is not only time-consuming and laborious, but also prone to cumulative errors, thus affecting the measurement accuracy.

[0027] This invention utilizes several identical attitude adjustment units and a two-stage adjustment structure consisting of a first pitch axis and a second pitch axis. This allows for the separate adjustment of the pitch angles of the two cameras in the binocular camera system, as well as the forward and backward movement of the entire vehicle-mounted support. This ensures that the camera maintains the optimal shooting angle under various railway line conditions, aligns with the detection target, and acquires high-quality, high-precision image information.

[0028] Preferably, the first attitude adjustment mechanism includes a single attitude adjustment unit, which is connected to a side plate in the first vehicle-mounted bracket; this structure is relatively simple in design, has few components, and low manufacturing and installation costs, making it suitable for application scenarios where installation accuracy and stability requirements are not high, and thus has good economic efficiency.

[0029] Alternatively, the first attitude adjustment mechanism may include two symmetrically arranged attitude adjustment units, which are respectively connected to two side plates in the first vehicle-mounted bracket. This structure can not only improve the overall installation stability and balance of the vehicle-mounted bracket, but also effectively suppress the deflection or sway caused by vibration or impact, thereby improving the working reliability and image acquisition quality of the binocular camera in complex railway operating environments.

[0030] Preferably, both the first and second pitch axes are equipped with rotary motors for adjusting the pitch angle of the corresponding pitch axis. By integrating rotary motors into the pitch axes, the position and orientation of the binocular cameras can be quickly and accurately adjusted according to the real-time changes in the train's attitude during operation, ensuring that the cameras always maintain the optimal viewing angle aligned with the target, effectively improving the stability and accuracy of image acquisition. Compared with existing fixed support solutions that rely on manual adjustment or structural rigidity, this significantly enhances the system's response speed and environmental adaptability, and substantially improves the level of automation.

[0031] Preferably, an obstacle detection radar is provided on the outer end face of the side plate of the first vehicle-mounted bracket to detect obstacles in the direction of vehicle operation. When the station platform and other obstacles are detected, the attitude adjustment mechanism can be controlled to retract the binocular camera. This design not only improves the safety protection capability of the equipment, but also enhances the reliability and durability of the system in complex operating environments.

[0032] The beneficial effects of this invention are as follows:

[0033] 1. Dual-sided camera arrangement enables all-around data acquisition; This device is equipped with binocular camera groups on both sides of the bottom of the vehicle body. Regardless of the change in the direction of train operation, it can completely acquire image data of the reference target and the detection target, avoiding the data loss problem caused by the limited field of view of a single-sided camera, and significantly improving the continuity and reliability of track deformation detection.

[0034] 2. Flexible adjustment of camera pitch angle; the vehicle-mounted bracket is equipped with a hinged support plate, which enables independent pitch angle adjustment of a single camera in the binocular camera system. It can adapt to the differences in different railway lines and target installation positions, solving the problem of difficult camera orientation adjustment in the existing technology, and significantly improving the accuracy and reliability of detection.

[0035] 3. Multi-degree-of-freedom attitude adaptation: The attitude adjustment mechanism enables multi-degree-of-freedom adjustment of the vehicle-mounted bracket in terms of position and angle, which can dynamically adapt to the curvature of the track curve and the changes in the position of the inner and outer targets, ensuring that the camera always maintains the best angle of view to the target, effectively improving the recognition accuracy under complex working conditions, while ensuring the balance and stability of the bracket installation and reducing the interference of train vibration on detection.

[0036] 4. Obstacle detection and automatic protection: The first vehicle-mounted bracket side plate is equipped with an obstacle detection radar, which can monitor obstacles in front of the vehicle in real time, such as station platforms, and automatically control the attitude adjustment mechanism to retract the camera, effectively protecting the equipment from collision damage and improving the safety and durability of the system in complex operating environments. Attached Figure Description

[0037] The accompanying drawings, which are provided to further illustrate the embodiments of the present invention and constitute a part of the present invention, do not constitute a limitation thereof.

[0038] Figure 1 This is a schematic diagram of the structure of the first embodiment of this utility model;

[0039] Figure 2 This is a schematic diagram of the structure of the second embodiment of this utility model;

[0040] Figure 3 yes Figure 2 A schematic diagram of the structure of the first vehicle-mounted bracket.

[0041] Among them, 1-base pile, 2-reference target, 3-rail, 4-detection target, 5-vehicle body, 71-first binocular camera, 72-second binocular camera, 81-first vehicle-mounted bracket, 82-second vehicle-mounted bracket, 9-side plate, 10-connecting plate, 11-bearing plate, 12-servo motor, 14-support arm, 15-connecting arm, 16-first pitch axis, 17-second pitch axis, 18-obstacle detection radar. Detailed Implementation

[0042] To better understand the above-mentioned objectives, features, and advantages of this utility model, the present utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, where there is no conflict, the embodiments of this utility model and the features within them can be combined with each other.

[0043] Many specific details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present invention is not limited to the specific embodiments disclosed below. Example 1

[0044] See appendix Figure 1 A railway track deformation detection device based on vehicle-mounted binocular measurement includes a foundation pile 1 set on one side of the railway track, two parallel steel rails 3, and a vehicle body 5 moving along the steel rails 3. The foundation pile 1 is provided with a reference target 2, and each steel rail 3 is provided with a detection target 4 on the web of the rail.

[0045] The foundation pile 1 can be a stone pier, power supply pole, or other civil engineering structure that can be used to install the reference target 2, and the reference target 2 and the detection target 4 are located in the same installation plane, which is perpendicular to the rail 3.

[0046] Image acquisition devices are provided on both sides of the bottom of the vehicle body 5. The image acquisition devices include a first binocular camera 71 and a second binocular camera 72. The first binocular camera 71 is used to acquire image information of the reference target 2 on the same side, and the second binocular camera 72 is used to acquire image information of the detection target 4 on the same side. The same side specifically refers to the reference target 2 and the detection target 4 on the side of the vehicle body 5. No matter which side of the railway track the pile 1 is set on, the first binocular camera 71 will be able to identify the reference target 2 set on the pile 1.

[0047] The first binocular camera 71 and the second binocular camera 72 are respectively connected to the controller line installed in the vehicle body 5. The controller provides operating power to the first binocular camera 71 and the second binocular camera 72. The first binocular camera 71 and the second binocular camera 72 respectively transmit the image information they acquire to the controller.

[0048] When the foundation pile 1 is located on the right side of the vehicle body 5, the first binocular camera 71 on the right side of the vehicle body 5 is activated; conversely, when the foundation pile 1 is located on the left side of the vehicle body 5, the first binocular camera 71 on the left side of the vehicle body 5 is activated. Through global calibration, the positional relationship between the first binocular camera 71 and the second binocular camera 72 in the image acquisition devices on both sides of the vehicle body 5 is obtained, and a global coordinate system is established. When the image acquisition device passes through the mounting plane, the positional information of the reference target 2 and the detection target 4 in the global coordinate system is calculated using the target image information obtained by the first binocular camera 71 and the second binocular camera 72. Based on the positional information of the reference target 2 in the global coordinate system, the positional relationship between the two detection targets 4 and the reference target 2 is calculated, thereby deduce the deformation of the railway track. The specific method of the controller calculating the deformation of the railway track using the image information acquired by the binocular camera has been disclosed in CN119821471A. Example 2

[0049] See appendix Figure 3 Based on the above embodiment 1, the first binocular camera 71 is mounted on the outside of the vehicle body 5 via the first vehicle-mounted bracket 81, and the second binocular camera 72 is mounted on the outside of the vehicle body 5 via the second vehicle-mounted bracket 82; the first vehicle-mounted bracket 81 and the second vehicle-mounted bracket 82 have the same structure; however, the lenses of the first binocular camera 71 and the second binocular camera 72 face opposite directions. The lens of the first binocular camera 71 faces the outside of the vehicle body 5, so that the binocular camera 71 can easily obtain the reference target 2 provided on the foundation pile 1 on one side of the railway track. The lens of the second binocular camera 72 faces the inside of the vehicle body 5, so that the second binocular camera 72 can easily obtain the image information of the detection target 4 provided on the outer side of the rail web of the rail 3.

[0050] The first vehicle-mounted bracket 81 includes: two parallel side plates 9; a connecting plate 10 connecting the two side plates 9; and two support plates 11 hinged between the two side plates 9. The hinge axis of the support plate 11 is parallel to the travel direction of the vehicle body 5. Each of the two support plates 11 is equipped with a camera to form a first binocular camera 71. The connecting plate 10 connecting the two side plates 9 is a top plate connected to the top of the two side plates 9. The support plate 11 is hinged between the two side plates 9, so the support plate 11 can rotate around its hinge axis. The camera is mounted on the support plate 11, and the pitch angle of the camera can be changed by manually rotating the support plate 11 to adapt to different target positions.

[0051] The second vehicle mount 82 and the first vehicle mount 81 have the same structure, and both the second binocular camera 72 and the first binocular camera 71 are composed of two cameras. Example 3

[0052] Based on the above embodiment 2, electric adjustment of camera pitch angle can also be realized; two servo motors 12 are provided on the outer end face of the side plate 9 of the first vehicle bracket 81. The servo motors 12 are brushless motors. The rotating shafts of the two servo motors 12 are coaxially connected to the hinge shafts of the corresponding bearing plates 11. The servo motors 12 are connected to the controller line provided in the vehicle body 5. The controller provides operating power to the servo motors 12 and controls the operation of the servo motors 12. The servo motors 12 are used to drive the bearing plates 11 to rotate around their hinge shafts, thereby realizing automatic adjustment of camera pitch angle;

[0053] Alternatively, only one servo motor 12 is provided on the outer end face of the side plate 9 of the first vehicle-mounted bracket 81. The servo motor 12 is connected to the hinge shaft of the support plate 11 through a transmission mechanism, thereby driving the support plate 11 to rotate around its hinge shaft, thereby driving the camera to adjust its pitch. Example 4

[0054] Based on the above embodiment 2, the first vehicle-mounted bracket 81 is fixedly connected to the bottom of the vehicle body 5, and the second vehicle-mounted bracket 82 is fixedly connected to the bottom of the first vehicle-mounted bracket 81; the height of the first binocular camera 71 on the first vehicle-mounted bracket 81 is higher than the height of the second binocular camera 72, and the height of the second binocular camera 72 is lower, so that the distance from the rail 3 is closer, which makes it easier for the second binocular camera 72 to obtain image information of the detection target 4 on the same side. Example 5

[0055] See Figure 2Based on the above embodiment 2, the first vehicle-mounted bracket 81 is connected to the bottom of the vehicle body 5 through a first posture adjustment mechanism; the second vehicle-mounted bracket 82 is connected to the bottom of the vehicle body 5 through a second posture adjustment mechanism; the first posture adjustment mechanism and the second posture adjustment mechanism have the same structure.

[0056] The first attitude adjustment mechanism includes several attitude adjustment units. Each attitude adjustment unit includes a support arm 14 and a connecting arm 15. One end of the support arm 14 is fixedly connected to the outer side of the bottom of the vehicle body 5, and the other end is hinged to the connecting end of the connecting arm 15 through a first pitch axis 16. The free end of the connecting arm 15 is hinged to the side plate 9 of the first vehicle-mounted bracket 81 through a second pitch axis 17.

[0057] The first attitude adjustment mechanism includes a single attitude adjustment unit, which is connected to a side plate 9 of the first vehicle-mounted bracket 81. This type of first vehicle-mounted bracket 81 is mounted on the vehicle body 5 through a single attitude adjustment unit, resulting in lower cost and a simpler structure. Alternatively, the first attitude adjustment mechanism may include two symmetrically arranged attitude adjustment units, which are respectively connected to two side plates 9 of the first vehicle-mounted bracket 81. This type of first vehicle-mounted bracket 81 is mounted on the vehicle body 5 through two symmetrically arranged attitude adjustment units, resulting in a more stable structure. Example 6

[0058] Based on the above embodiment 3, the attitude adjustment unit is electrically adjustable. A rotary motor is provided in both the first pitch axis 16 and the second pitch axis 17. The rotary motor is a miniature brushless motor. The rotary motor is used to adjust the pitch angle of the corresponding pitch axis. The rotary motor is connected to a controller line provided in the vehicle body 5. The controller provides operating power to the rotary motor and controls the operation of the rotary motor, thereby realizing automated control.

[0059] An inertial measurement unit may also be provided on the support plate 11. The inertial measurement unit is a device for measuring the three-axis attitude angles and acceleration of an object. The inertial measurement unit is electrically connected to the controller and is used by the controller to identify the position and attitude of the two cameras in the binocular camera.

[0060] The second adjustment mechanism has the same structure as the first adjustment mechanism; Example 7

[0061] Based on the above embodiment 5, an obstacle detection radar 18 is provided on the outer end face of the side plate of the first vehicle-mounted bracket 81. The obstacle detection radar 18 is electrically connected to the controller 6. The obstacle detection radar 18 is a lidar and is used to detect obstacles in the direction of vehicle operation. When the station platform and other obstacles are detected, the attitude adjustment mechanism can be controlled to retract the binocular camera, thereby protecting the binocular camera from damage.

[0062] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0063] Obviously, those skilled in the art can make various modifications and variations to this utility model without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this utility model and their equivalents, this utility model also intends to include these modifications and variations.

Claims

1. A railway track deformation detection device based on vehicle-mounted binocular measurement, comprising a foundation pile (1) disposed on one side of the railway track, two parallel steel rails (3), and a vehicle body (5) moving along the steel rails (3), wherein a reference target (2) is provided on the foundation pile (1), and a detection target (4) is provided on the web of each steel rail (3), characterized in that: Image acquisition devices are provided on both sides of the bottom of the vehicle body (5). The image acquisition devices include a first binocular camera (71) and a second binocular camera (72). The first binocular camera (71) is used to acquire image information of the reference target (2) on the same side, and the second binocular camera (72) is used to acquire image information of the detection target (4) on the same side.

2. The railway track deformation detection device based on vehicle-mounted binocular measurement according to claim 1, characterized in that: The first binocular camera (71) is mounted on the outside of the vehicle body (5) via the first vehicle mount (81), and the second binocular camera (72) is mounted on the outside of the vehicle body (5) via the second vehicle mount (82); The first vehicle mount (81) and the second vehicle mount (82) have the same structure.

3. The railway track deformation detection device based on vehicle-mounted binocular measurement as described in claim 2, characterized in that: The first vehicle mount (81) includes: Two parallel side panels (9); A connecting plate (10) that connects the two side plates (9); Two support plates (11) are hinged between two side plates (9). The hinge axis of the support plate (11) is parallel to the travel direction of the vehicle body (5). Each of the two support plates (11) is equipped with a camera to form a first binocular camera (71).

4. The railway track deformation detection device based on vehicle-mounted binocular measurement according to claim 3, characterized in that: Two servo motors (12) are provided on the outer end face of the side plate (9) of the first vehicle bracket (81). The rotating shafts of the two servo motors (12) are coaxially connected to the hinge shafts of the corresponding bearing plates (11) to drive the bearing plates (11) to rotate around their hinge shafts.

5. The railway track deformation detection device based on vehicle-mounted binocular measurement according to claim 3, characterized in that: The first vehicle mount (81) is fixedly connected to the bottom of the vehicle body (5), and the second vehicle mount (82) is fixedly connected to the bottom of the first vehicle mount (81).

6. The railway track deformation detection device based on vehicle-mounted binocular measurement according to claim 3, characterized in that: The first vehicle-mounted bracket (81) is connected to the bottom of the vehicle body (5) through the first attitude adjustment mechanism; The second vehicle-mounted bracket (82) is connected to the bottom of the vehicle body (5) via a second attitude adjustment mechanism; The first attitude adjustment mechanism and the second attitude adjustment mechanism have the same structure.

7. The railway track deformation detection device based on vehicle-mounted binocular measurement as described in claim 6, characterized in that: The first attitude adjustment mechanism includes several attitude adjustment units. Each attitude adjustment unit includes a support arm (14) and a connecting arm (15). One end of the support arm (14) is fixedly connected to the outer side of the bottom of the vehicle body (5), and the other end is hinged to the connecting end of the connecting arm (15) through a first pitch axis (16). The free end of the connecting arm (15) is hinged to the side plate (9) of the first vehicle-mounted bracket (81) through a second pitch axis (17).

8. The railway track deformation detection device based on vehicle-mounted binocular measurement according to claim 7, characterized in that: The first attitude adjustment mechanism includes a single attitude adjustment unit, which is connected to a side plate (9) in the first vehicle-mounted bracket (81); Alternatively, the first posture adjustment mechanism may include two symmetrically arranged posture adjustment units, which are respectively connected to two side plates (9) in the first vehicle-mounted bracket (81).

9. The railway track deformation detection device based on vehicle-mounted binocular measurement as described in claim 7, characterized in that: Both the first pitch axis (16) and the second pitch axis (17) are equipped with rotary motors for adjusting the pitch angle of the corresponding pitch axis.

10. The railway track deformation detection device based on vehicle-mounted binocular measurement of claim 8, wherein: An obstacle detection radar (18) is provided on the outer end face of the side plate of the first vehicle-mounted bracket (81).

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