Abrasion detection device for metro overhead line system
By using an inclined geometric camera and a vertical laser assembly in a subway contact wire wear detection device, combined with a compensation camera and laser, the problem of low detection accuracy in the subway environment is solved, and high-precision wear and profile detection is achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- 上海普若米信息技术有限公司
- Filing Date
- 2025-08-06
- Publication Date
- 2026-05-19
AI Technical Summary
Existing contact wire wear detection systems have low accuracy in subway environments and are greatly affected by ambient light and locomotive vibrations.
Design a subway contact network wear detection device, including a traveling car body and a detection component. The detection component is mounted on the traveling car body via a mounting beam and is equipped with a geometric camera and a laser component. The geometric camera is tilted and the laser component is vertically positioned to cooperate in image data acquisition, reduce the impact of locomotive operation, and perform vibration compensation through a compensation camera and a compensation laser.
It improves the accuracy of contact wire wear detection, can obtain accurate image data of the underside of the contact wire, reduces the interference of ambient light and locomotive vibration, realizes non-contact rail profile detection, and improves detection accuracy.
Smart Images
Figure CN224262467U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of track inspection equipment technology, specifically to a subway contact wire wear detection device. Background Technology
[0002] The overhead contact line is the power supply equipment in rail transit that directly contacts the locomotive and provides it with continuous power. It is typically powered through a pantograph mounted on the locomotive. During the high-speed sliding contact between the pantograph and the contact wire, wear is inevitable. Overhead contact line maintenance is a crucial part of electrified railway maintenance. Currently, the commonly used overhead contact line wear detection system is the optical image detection method. This method uses a light source to illuminate the worn surface below the contact wire, and a high-speed camera captures images of the contact surface. After digital image processing, the width of the worn surface, the remaining height, and the worn area are obtained. However, existing overhead contact line wear detection systems are susceptible to interference from poor ambient light when used in subway inspections. Furthermore, they need to be installed on the locomotive roof, making them highly susceptible to vibrations from locomotive operation, resulting in low detection accuracy. Utility Model Content
[0003] To address the technical problem of low detection accuracy of existing contact wire wear detection systems used in subway inspections, this invention provides a subway contact wire wear detection device that can obtain accurate image data of the underside of the contact wire, thereby improving the accuracy of contact wire wear detection.
[0004] This utility model is achieved through the following technical solution:
[0005] This utility model provides a subway contact wire wear detection device, including a traveling vehicle and a detection component; the traveling vehicle can be mounted on the track and travel along the length of the track; the detection component includes a mounting beam, which is mounted on the traveling vehicle, and a geometric camera and a laser component are respectively provided at both ends of the mounting beam; the geometric camera is tilted upwards, and the laser component is vertically arranged.
[0006] The subway contact wire wear detection device provided by this utility model includes a traveling vehicle and a detection component. The detection component is mounted on the traveling vehicle via a mounting beam, instead of being mounted on the top of the locomotive, which reduces the impact of locomotive operation on the image acquisition component. At the same time, a geometric camera and a laser component are respectively installed at both ends of the mounting beam. Through the cooperation of the geometric camera and the laser component, image data such as the wear height, width, and area of the subway contact wire can be collected. The geometric camera is tilted and the laser component is vertically positioned, which can effectively avoid reflection interference and highlight the main details, so as to obtain accurate image data of the underside of the contact wire and also enable the geometric camera to obtain a sufficient monitoring area.
[0007] Therefore, the subway contact wire wear detection device provided by this utility model can obtain accurate image data of the lower side of the contact wire, thereby improving the accuracy of contact wire wear detection.
[0008] In an optional embodiment of this application, the vehicle body includes: a frame; a mounting bracket disposed at the middle of the upper end of the frame for connecting the mounting beam; and multiple limiting wheels installed at the corresponding corners of the frame to ensure that the vehicle body can be locked onto the track and travel stably along the length of the track.
[0009] In an optional embodiment of this application, the frame is a combination of carbon fiber tubular components, and the wheels are made of nylon material, so as to ensure that the vehicle body has sufficient structural strength while reducing the weight of the vehicle body and facilitating on-site operations.
[0010] In an optional embodiment of this application, connecting buckles are provided on both sides of the mounting bracket to engage the mounting beam with the mounting bracket, so that the detection component and the vehicle body can be detachably connected and used separately, facilitating the disassembly and assembly of the device.
[0011] In an optional embodiment of this application, the traveling vehicle body further includes a traveling push rod, one end of which is hinged to the vehicle frame and the other end of which is snapped into the vehicle frame, so that the traveling vehicle body can be manually pushed along the track by the traveling push rod. Since one end of the traveling push rod is hinged to the vehicle frame and the other end of which is snapped into the vehicle frame, the traveling push rod can be stored in the vehicle body when manual pushing is not required.
[0012] In an optional embodiment of this application, at least one end of the vehicle frame along its length is provided with a handle so as to secure the vehicle body to the track via the handle.
[0013] In an optional embodiment of this application, the laser assembly includes a scanning laser, a first compensation lamp, and a first camera. On the one hand, the scanning laser, in conjunction with a geometric camera, obtains surface image data of the contact wire. On the other hand, when the surface image data of the contact wire is abnormal, the first camera can acquire real-time images of the abnormal parts, allowing for manual calibration, judgment, and storage of the abnormal part images. The first compensation lamp can provide supplementary lighting to the first camera, ensuring the clarity of the images captured by the first camera in a tunnel environment.
[0014] In an optional embodiment of this application, a second camera and a second compensation light are provided at the front end of the mounting beam, so as to perform anomaly detection and early warning at the front of the vehicle body through the second camera, and the second compensation light provides light compensation for the second camera.
[0015] It should be noted that rail profile inspection is a crucial means of ensuring safe railway operation. Inspection methods are divided into contact inspection and non-contact inspection. Contact inspection is mainly represented by the Miniprof rail profile meter, which primarily involves contact with the rail profile. Non-contact inspection methods mainly rely on optical inspection technology to acquire rail profile data. Contact rail profile inspection suffers from drawbacks such as low efficiency and high labor costs because it requires the probe to contact the rail and can only inspect one rail at a time. Furthermore, after a period of use, the surface of the rail changes, such as becoming uneven, leading to alterations in the rail surface condition and abnormalities in the rail profile optical stripe image.
[0016] In view of this, in an optional embodiment of this application, compensation cameras and compensation lasers are provided on both sides of the front end of the mounting beam. The compensation cameras are tilted forward, and the light emission direction of the compensation lasers is parallel to the length direction of the traveling vehicle. This allows for the detection of the rail profile through the cooperation of the compensation cameras and compensation lasers. Simultaneously, the detection data of the rail profiles can be used to provide vibration compensation for the geometric camera, further improving measurement accuracy. Furthermore, this setup enables simultaneous detection of the rail profiles on both sides in a non-contact manner, reducing manual labor and improving accuracy.
[0017] In an optional embodiment of this application, the compensation laser is a line laser.
[0018] Compared with the prior art, this utility model has the following advantages and beneficial effects:
[0019] The subway contact wire wear detection device provided by this utility model includes a traveling vehicle and a detection component. The detection component is mounted on the traveling vehicle via a mounting beam, instead of being mounted on the top of the locomotive, which reduces the impact of locomotive operation on the image acquisition component. At the same time, a geometric camera and a laser component are respectively installed at both ends of the mounting beam. Through the cooperation of the geometric camera and the laser component, image data such as the wear height, width, and area of the subway contact wire can be acquired. The geometric camera is tilted and the laser component is vertically positioned, which can effectively avoid reflection interference and highlight the main details, so as to obtain accurate image data of the underside of the contact wire, thereby improving the accuracy of contact wire wear detection. Attached Figure Description
[0020] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0021] In the attached diagram:
[0022] Figure 1 A three-dimensional structural schematic diagram of the subway contact wire wear detection device provided in this embodiment of the utility model;
[0023] Figure 2 A three-dimensional structural diagram of the vehicle body provided in an embodiment of this utility model;
[0024] Figure 3 This is a schematic diagram of a cross-section of the detection component provided in an embodiment of the present invention;
[0025] Figure 4 This is a structural schematic diagram of another cross-section of the detection component provided in an embodiment of the present invention.
[0026] The attached diagram shows the markings and corresponding component names:
[0027] 10-Traveling vehicle body, 11-Frame, 12-Mounting bracket, 13-Limiting travel wheel, 14-Traveling push rod, 15-Connecting buckle, 16-Snap-fit seat, 17-Handle, 20-Detection component, 21-Mounting crossbeam, 22-Geometric camera, 23-Laser component, 24-Second camera, 25-Compensation camera, 26-Compensation laser, 27-Battery box cover, 30-Railway. Detailed Implementation
[0028] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.
[0029] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.
[0030] It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.
[0031] In the description of the embodiments of this application, the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the product of this application is usually placed in when in use, or the orientation or positional relationship that is commonly understood by those skilled in the art. It is only for the convenience of describing this application and simplifying the description, and is not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this application.
[0032] In the description of this application, unless otherwise expressly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. Furthermore, the terms "first" and "second" also apply.
[0033] Example
[0034] Combination Figure 1 This embodiment provides a subway contact wire wear detection device, including a traveling vehicle 10 and a detection component 20; the traveling vehicle 10 can be mounted on a track 30 and travel along the length of the track 30; the detection component 20 includes a mounting beam 21, which is mounted on the traveling vehicle 10, and a geometric camera 22 and a laser component 23 are respectively provided at both ends of the mounting beam 21; the geometric camera 22 is tilted upwards, and the laser component 23 is vertically arranged.
[0035] Combination Figure 2 The traveling vehicle body 10 includes: a frame 11; a mounting bracket 12, which is disposed at the middle of the upper end of the frame 11 and is used to connect the mounting beam 21; and multiple limiting traveling wheels 13, which are installed at the corresponding corners of the frame 11 to ensure that the traveling vehicle body 10 can be locked on the track 30 and travel stably along the length of the track 30.
[0036] In this embodiment, the frame 11 is a combination of carbon fiber tubular components, and the wheels are made of nylon material, so as to ensure that the vehicle body 10 has sufficient structural strength while reducing the weight of the vehicle body 10, which facilitates on-site operations.
[0037] Combination Figure 3 The mounting beam 21 is a housing structure to facilitate the installation of batteries, thereby powering electronic devices. A battery compartment cover 27 is also provided on the mounting beam 21. The battery compartment cover 27 is fixed to the mounting beam 21 by a knob. Unscrewing the knob allows the battery compartment to be installed, thus removing the entire battery assembly for convenient charging.
[0038] The mounting bracket 12 is provided with connecting buckles 15 on both sides, so that the mounting beam 21 can be snapped onto the mounting bracket 12 through the connecting buckles 15, so that the detection component 20 and the vehicle body 10 can be detached and used separately, which facilitates the disassembly and assembly of the device.
[0039] To facilitate manual pushing of the traveling vehicle 10, the traveling vehicle 10 also includes a traveling push rod 14. One end of the traveling push rod 14 is hinged to the frame 11, and the other end is snapped into the frame 11, so that the traveling vehicle 10 can be manually pushed along the track 30 by the traveling push rod 14. The traveling push rod is hinged to the frame 11, and the other end is snapped into the frame 11 (a snap-in seat 16 is provided on the frame 11). When manual pushing is not required, the traveling push rod 14 can be stored in the vehicle body.
[0040] Typically, at least one end of the frame 11 along its length is provided with a handle 17 so that the vehicle body 10 can be secured to the track 30 via the handle 17.
[0041] Understandably, the walking push rod 14 can be used to change the walking motion to automatic driving, such as by installing the motor on the front wheel and the encoder on any of the rear wheels. The detection device can be disassembled as a whole or from the walking wheels to accommodate different track gauges, widths, and wheel diameters.
[0042] Specifically, the laser assembly 23 includes a scanning laser, a first compensation lamp, and a first camera. On the one hand, the scanning laser works in conjunction with the geometric camera 22 to obtain surface image data of the contact wire. On the other hand, when the surface image data of the contact wire is abnormal, the first camera can obtain real-time images of the abnormal parts, allowing for manual calibration and judgment, and storing the images of the abnormal parts. The first compensation lamp can provide supplementary lighting for the first camera to ensure the clarity of the images captured by the first camera in the tunnel environment.
[0043] The geometric camera 22 (3D camera, industrial area array camera) uses a mathematical model based on the principles of geometric optics to describe the projection process from three-dimensional space to a two-dimensional image. It can accurately express the transformation relationship of an object from the three-dimensional world to a two-dimensional image through mathematical formulas. In this embodiment, the geometric camera 22 uses a 65-megapixel CXP camera and a 10W line laser for scanning, enabling 3D scanning with a wear thickness measurement accuracy of 0.3mm. It also has the function of measuring the pull-out value of the subway contact line, with a measurement height field of view of 3900-5000mm. The first camera uses a starlight-level camera for high-definition shooting of the contact line, facilitating better shooting results in the low-light environment of the subway tunnel.
[0044] Recombined Figure 1The front end of the mounting beam 21 is equipped with a second camera 24 and a second compensation light. The second camera 24 is used to detect and warn of anomalies in front of the traveling vehicle 10, while the second compensation light provides light compensation for the second camera 24. Similarly, a starlight-level camera is used as the second camera 24 to capture high-definition images of the environment in front of the traveling vehicle 10, which facilitates obtaining better shooting results in the low-light environment of the subway tunnel.
[0045] As is known, rail profile inspection is a crucial means of ensuring safe railway operation. Inspection methods are divided into contact inspection and non-contact inspection. Contact inspection is mainly represented by the Miniprof rail profile meter, which primarily involves contact with the rail profile. Non-contact inspection methods mainly rely on optical inspection technology to acquire rail profile data. However, contact inspection of rail profiles suffers from drawbacks such as low efficiency and high labor costs because it requires the probe to contact the rail and can only inspect one rail at a time. Furthermore, after a period of use, the surface of the rail changes, such as becoming uneven, leading to alterations in the rail surface condition and abnormalities in the rail profile optical stripe image.
[0046] In view of this, combined with Figure 1 , Figure 3 and Figure 4 In this embodiment, compensation cameras 25 and compensation lasers 26 are provided on both sides of the front end of the mounting beam 21. The compensation cameras 25 are tilted forward, and the light emission direction of the compensation lasers 26 is parallel to the length direction of the traveling vehicle body 10. Through the cooperation of the compensation cameras 25 and compensation lasers 26, the rail profile can be detected. Simultaneously, the detection data of the rail profiles can be used to provide vibration compensation for the geometric camera 22, further improving the measurement accuracy. Furthermore, through the above setup, the rail profiles on both sides can be detected simultaneously in a non-contact manner, reducing manual labor and improving accuracy.
[0047] Accordingly, in this embodiment, a 500w pixel camera is used as the compensation camera 25 and a line laser is used as the compensation laser 26 to perform guide height pull-out value compensation, and its vibration compensation accuracy can reach 0.1mm.
[0048] In summary, the subway contact wire wear detection device provided in this embodiment includes a traveling vehicle body 10 and a detection component 20. The detection component 20 is mounted on the traveling vehicle body 10 via a mounting beam 21, eliminating the need for mounting on the top of the locomotive and reducing the impact of locomotive operation on the image acquisition component. Simultaneously, a geometric camera 22 and a laser component 23 are respectively installed at both ends of the mounting beam 21. Through the cooperation of the geometric camera 22 and the laser component 23, image data can be acquired on the wear height, width, area, and other characteristics of the subway contact wire. The geometric camera 22 is tilted, and the laser component 23 is vertically positioned, effectively avoiding interference from other components. The light interference and highlighting of the main details are used to obtain accurate image data of the underside of the contact wire, which also enables the geometric camera 22 to obtain a sufficient monitoring area. In addition, compensation cameras 25 and compensation lasers 26 are set on both sides of the front end of the mounting beam 21. The compensation cameras 25 are tilted forward, and the light emission direction of the compensation lasers 26 is parallel to the length direction of the traveling vehicle body 10. Through the cooperation of the compensation cameras 25 and compensation lasers 26, the rail profile can be detected. At the same time, the rail profiles can be detected, and vibration compensation can be provided to the geometric camera 22 based on the detection data of the rail profiles.
[0049] Therefore, this embodiment integrates the detection of contact wire wear, conductor height, pull-out value, and rail profile. Based on the contact wire geometry measurement design using an ultra-large area array 3D camera, and the trolley vibration compensation design based on 3D cameras on both sides, it adds inspection functions with top and front cameras. This allows for the detection of rail profile while simultaneously detecting anomalies in contact wire wear, conductor height, and pull-out value, ensuring the smooth operation of the subway line. Furthermore, this embodiment can, according to the subway inspection plan, acquire real-time detection data on rail profile and contact wire wear during operation and send it to a computer for convenient monitoring by operators.
[0050] In summary, the subway contact wire wear detection device provided in this embodiment can obtain accurate image data of the lower side of the contact wire, improving the accuracy of contact wire wear detection. It can also detect the profile of the rails on both sides, and it is a non-contact rail profile detection, which reduces manual labor and improves accuracy.
[0051] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this utility model. It should be understood that the above description is only a specific embodiment of this utility model and is not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.
Claims
1. A device for detecting wear of subway overhead contact lines, characterized in that, Includes a vehicle body (10) and a detection component (20); The vehicle body (10) can be mounted on the track (30) and travel along the length of the track (30); The detection component (20) includes a mounting beam (21), which is mounted on the vehicle body (10). A geometric camera (22) and a laser component (23) are respectively provided at both ends of the mounting beam (21). The geometric camera (22) is tilted upwards, and the laser assembly (23) is vertically positioned.
2. The subway contact wire wear detection device according to claim 1, characterized in that, The vehicle body (10) includes: Frame (11); Mounting bracket (12) is located at the middle of the upper end of the frame (11) and is used to connect the mounting beam (21). Multiple limit wheels (13) are provided and installed at the corresponding corners of the frame (11).
3. The subway contact wire wear detection device according to claim 2, characterized in that, The frame (11) is a combination of carbon fiber tubular components, and the wheels are made of nylon.
4. The subway contact wire wear detection device according to claim 2, characterized in that, The mounting bracket (12) is provided with connecting buckles (15) on both sides, so that the mounting beam (21) can be fastened to the mounting bracket (12) through the connecting buckles (15).
5. The subway contact wire wear detection device according to claim 2, characterized in that, The vehicle body (10) also includes a walking push rod (14), one end of which is hinged to the frame (11) and the other end is snapped to the frame (11).
6. The subway contact wire wear detection device according to claim 2, characterized in that, The frame (11) has a handle (17) at least one end in the length direction.
7. The subway contact wire wear detection device according to claim 1, characterized in that, The laser assembly (23) includes a scanning laser, a first compensation lamp, and a first camera.
8. The subway contact wire wear detection device according to any one of claims 1 to 7, characterized in that, The front end of the mounting beam (21) is equipped with a second camera (24) and a second compensation light.
9. The subway contact wire wear detection device according to claim 8, characterized in that, Compensation cameras (25) and compensation lasers (26) are provided on both sides of the front end of the mounting beam (21). The compensation cameras (25) are tilted forward, and the light emission direction of the compensation lasers (26) is parallel to the length direction of the vehicle body (10).
10. The subway contact wire wear detection device according to claim 9, characterized in that, The compensation laser (26) is a line laser.