Orbital inertial navigation measurement system

Abstract

The utility model provides a kind of track inertial navigation measurement system, including track detection car, two wireless digital display displacement meters are symmetrically arranged and are installed in the downside of track detection car horizontal axis by connecting seat, and the mobile measuring end of one wireless digital display displacement meter is slidably connected to the downside of track detection car by sliding piece, the bottom of sliding piece is connected with first rolling piece, and the mobile measuring end of another wireless digital display displacement meter is connected with second rolling piece, and first rolling piece and second rolling piece are respectively rollingly connected to the inside standard track gauge of left and right tracks, and automatic leveling base is connected to the upper side of middle part of track detection car by fixing part and is built-in with multi-axis sensor.The utility model can directly measure track gauge value by two wireless digital display displacement meters, three-dimensional coordinate measurement component can obtain the three-dimensional coordinates of the center of automatic leveling base, then according to the azimuth angle, inclination and track gauge value measured by multi-axis sensor, the three-dimensional coordinate values of left and right tracks are calculated, so that the space attitude of track can be quickly measured for the initial adjustment of track.

Description

Technical Field

[0001] This utility model relates to the field of rail transit technology, and in particular to a rail inertial navigation measurement system. Background Technology

[0002] To ensure smooth track operation and passenger comfort, railways must guarantee that the track geometry meets relevant specifications. Track adjustment is typically divided into initial adjustment and fine adjustment, based on procedural requirements. Fine adjustment, building upon initial adjustment, involves more precise adjustments to various track parameters. It involves accurately adjusting seven indicators, including track gauge, level, elevation, and alignment. Precision measuring instruments are usually used for measurement. For example, the Track Quality Index (TQI) for a 350 km / h line is 4.0, while fine adjustment can reduce the TQI to around 1.5. The purpose of fine adjustment is to meet the requirements for safe, fast, smooth, and comfortable train operation, ensuring high track smoothness. Therefore, fine adjustment emphasizes accuracy. Initial adjustment, on the other hand, usually refers to preliminary adjustments to the track's position, orientation, and elevation after track laying to ensure basic track smoothness and stability. The adjustments at this stage are usually based on macroscopic observation and measurement, with the aim of making the track roughly meet the design requirements. Therefore, the initial adjustment focuses more on speed. However, in the current track initial adjustment stage, due to the long track line, multiple surveyors and multiple sets of track geometry measurement equipment are required at the same time, which greatly reduces the detection efficiency of the track initial adjustment stage. At the same time, due to manufacturing errors between different measuring instruments and observation errors between different personnel, the measurement accuracy during the track initial adjustment process is also different. Summary of the Invention

[0003] The purpose of this invention is to overcome the defects and problems of large measurement errors and low measurement efficiency in the existing technology during the initial track adjustment process, and to provide a track inertial navigation measurement system with smaller measurement errors and higher measurement efficiency.

[0004] To achieve the above objectives, the technical solution of this utility model is: a track inertial navigation measurement system, including a track inspection vehicle, two wireless digital displacement gauges, an automatic leveling base, and a three-dimensional coordinate measurement component. The two wireless digital displacement gauges are symmetrically arranged and installed on the lower side of the track inspection vehicle near the left and right ends of the transverse axis via connecting seats. The moving measuring end of one of the wireless digital displacement gauges is connected to a sliding member, which is slidably connected to the lower side of the track inspection vehicle. The bottom of the sliding member is connected to a first rolling member, which is slidably connected to the standard track gauge on the inner side of the track. The moving measuring end of the other wireless digital displacement gauge is connected to a second rolling member, which is slidably connected to the standard track gauge on the inner side of the track. The automatic leveling base is connected to the upper side of the track inspection vehicle located in the middle via a fixing member. The three-dimensional coordinate measurement component is rotatably connected to the upper part of the automatic leveling base, and a multi-axis sensor is installed inside the automatic leveling base.

[0005] The track inspection vehicle includes a folding frame, wheels, and a trolley. The wheels and trolley are respectively connected to both ends of the folding frame and are movably connected to the upper sides of two left and right tracks. The folding frame includes a main frame, a first frame, and a second frame. One side of the main frame is connected to the trolley, and the other side of the main frame is connected to a threaded post. The first frame abuts against the other side of the main frame and has a mounting hole for the threaded post to pass through. A wing nut is threaded onto the threaded post. One end of the wing nut abuts against the inner wall of the first frame. The automatic leveling base is connected to the upper side of the first frame. The lower sides of the first frame and the second frame are connected to each other by hinges. Connecting columns are installed on the upper sides of both the first frame and the second frame. A rotating shaft is rotatably connected to one of the connecting columns. A rotating rod is sleeved on the outer circumference of the rotating shaft. One end of the rotating rod passes through the other connecting column and is threaded with a wing nut. One end of the wing nut on the rotating rod abuts against the outer side of the other connecting column.

[0006] The trolley includes a walking motor, a base frame, front wheels, rear wheels, a push-pull electromagnet, a driving bevel gear, and a driven bevel gear. The base frame is connected to one side of the main frame, and a handrail is connected to the upper side of the main frame. The front wheels and rear wheels are rotatably connected to the lower side of the base frame. A connecting shaft is connected to the other end face of the front wheel. The driven bevel gear is connected to one end of the connecting shaft. The driving bevel gear meshes with the driven bevel gear. A spline sleeve and a spline shaft are connected to the end face of the driving bevel gear. The walking motor is mounted on the upper side of the base frame. The output shaft of the walking motor passes through the base frame and is connected to the push-pull electromagnet. A spline shaft is connected to the lower side of the push-pull electromagnet, and the spline sleeve is fitted to the outer circumferential surface of the spline shaft.

[0007] The lower side of the automatic leveling base is connected to a base plate, and the lower side of the base plate is connected to the first vehicle frame through a central connecting screw. The fastener is installed on the upper side of the first vehicle frame and abuts against the outer side of the base plate.

[0008] The base plate is square, and the fixing component includes two connecting plates. The two second connecting plates are symmetrically arranged and are both L-shaped. The horizontal part of the connecting plate is connected to the upper side of the first frame by bolts. The vertical part of the connecting plate has a threaded hole, and a connecting rod is threaded into the threaded hole. One end of the connecting rod is connected to a hexagonal head, and the other end of the connecting rod is connected to a fixing plate. The two fixing plates are circular and abut against the left and right sides of the base plate respectively. A spring is connected between the fixing plate and the vertical part of the connecting plate. The connecting rod has a thread on its outer circumference away from the spring, and the thread is threaded into the threaded hole.

[0009] The sliding component includes a slider, a slide block, and a compression spring. The slider and the slide block are both dovetail-shaped. The slide block is connected to the lower side of the track inspection vehicle. The lower side of the slide block has a dovetail groove that matches the slider. The compression spring is sleeved on the outside of the moving measuring end of the wireless digital displacement meter. One end of the compression spring is connected to one side of the slider, and the other end of the compression spring is connected to the mounting end of the wireless digital displacement meter.

[0010] The first rolling element includes a rubber-coated rolling bearing and a connecting rod. The rubber-coated rolling bearing is arranged horizontally and its inner ring is fitted onto the lower end of the connecting rod. The outer ring of the rubber-coated rolling bearing is rolledly connected to the standard gauge section inside the track.

[0011] The second rolling element includes a roller fork, in which a rubber-coated roller is rotatably connected, and the rubber-coated roller is rotatably connected to a standard gauge section on the inner side of another track.

[0012] The connecting base includes two spaced-apart bases, both of which are T-shaped. A threaded hole is provided on the upper side of each base, and a bolt is threaded into the threaded hole. The bolt is threaded to the lower side of the track inspection vehicle. The wireless digital displacement gauge has mounting ends at both ends, and the two mounting ends are respectively installed on the lower side of the two bases.

[0013] The base has an open mounting hole on its lower side, the mounting end is located inside the mounting hole, and a fastening screw is threaded between the two side walls of the mounting hole.

[0014] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0015] 1. In a track inertial navigation measurement system of this utility model, a track inspection vehicle is electrically controlled to move or be pushed on the track. A three-dimensional coordinate measurement component on the inspection vehicle can simultaneously measure the real-time three-dimensional coordinates of the vehicle body. A track gauge measurement system composed of two wireless digital displacement gauges can simultaneously measure the real-time track gauge value. Based on the fixed horizontal distance from the center of the automatic leveling base to the mounting seats of the two wireless digital displacement gauges on the left and right sides, and adding the extension distance of the left and right moving measuring ends, the horizontal distance from the center of the automatic leveling base to the inner side of the left and right rails can be obtained. Combining the inclination and azimuth angle values ​​of the track inspection vehicle's transverse axis measured by the multi-axis sensor in the automatic leveling base, and then combining the three-dimensional coordinate value obtained by the three-dimensional coordinate measurement component from the center of the automatic leveling base, the real-time three-dimensional coordinate values ​​of the left and right rails can be calculated. Dynamic data such as track elevation, alignment, track gauge, level, and triangular pits can be obtained through software. Since the detection speed depends on the travel speed of the track inspection vehicle, the spatial attitude of the track can be quickly measured for initial track adjustment. Therefore, this utility model has a small measurement error and high measurement efficiency.

[0016] 2. In this utility model's track inertial navigation measurement system, the folding frame is constructed by splicing three frames together. The appropriate folding frame model can be selected based on the width of the actual track to adapt to different track gauges and working conditions. Folding hinges reduce storage space. The trolley operates primarily on motor drive with manual pushing as a secondary method, allowing for easy switching based on site conditions. Simultaneously, the push-pull electromagnet is automatically energized when the motor is powered on. The movable iron core and push rod of the electromagnet move, generating thrust that causes the spline sleeve to move downwards and engage with the spline shaft. This forces the motor's driving force to the front wheels, moving the trolley. Conversely, when the motor is de-energized, the push-pull electromagnet is also de-energized. The movable iron core and push rod automatically reset under the action of a return spring, causing the spline sleeve to move upwards and separate from the spline shaft, automatically switching back to manual pushing mode. Therefore, this utility model is easy to operate, highly automated, and widely applicable.

[0017] 3. In this utility model's track inertial navigation measurement system, the base plate adopts a square design. This allows one side of the base plate to be parallel to the transverse axis of the folding frame, thus establishing a fixed relationship between the folding frame and the automatic leveling base. Therefore, the multi-axis sensor on the automatic leveling base does not require equipment calibration or data correction when measuring the electronic azimuth angle. By incorporating springs, the spacing between the fixing plates can be adjusted during the initial fixing of the base plate. Then, rotating the connecting rod moves the fixing plates. When the fixing plates abut against the left and right sides of the base plate, the base plate is fixed, preventing vibrations during vehicle movement that could cause the automatic leveling base to rotate. At this point, one side of the base plate is exactly parallel to the transverse axis of the folding frame, reducing alignment errors of the automatic leveling base. Therefore, this utility model is easy to operate and has a small measurement error.

[0018] 4. In this utility model's track inertial navigation measurement system, the use of a wireless digital displacement meter allows for real-time display of track gauge values ​​on-site and real-time transmission to a storage device for program recall. The digital displacement meter's measuring end performs extension and retraction measurements along the normal to the rail's measurement point, avoiding the drawbacks of commonly used wire sensors, such as tension slack loss and large data fluctuations due to vibration. By using a rolling element to contact the rail, direct contact between the wireless digital displacement meter and the rail can be avoided, preventing wear. Simultaneously, a sliding element ensures continuous and close contact between the first rolling element and the rail. This design ensures measurement accuracy and makes the wireless digital displacement gauge more stable during linear movement measurement while following a track inspection vehicle. Both the slider and slide block connected to the digital displacement gauge feature a dovetail design, providing high structural stability to guarantee measurement accuracy. The tight fit between the slot and tenon allows the side-mounted digital displacement gauge to freely extend and retract along the normal direction of the inner side of the track, effectively preventing loosening and detachment. Installation is simple; just insert the tenon into the slot. Furthermore, the compression spring ensures continuous and close contact between the first rolling element and the track, guaranteeing measurement accuracy. Therefore, this invention offers high reliability, ease of use, and simple installation and disassembly.

[0019] 5. In this utility model's track inertial navigation measurement system, the first rolling element uses a rubber-coated rolling bearing to contact and travel at the standard gauge point on the inner side of one track, while the second rolling element uses a rubber-coated roller to contact and travel at the standard gauge point on the inner side of another track. Because the rubber materials inside the rubber-coated rolling bearing and the rubber-coated roller have good wear resistance and electrical insulation properties, they can effectively prevent the measured gauge value from increasing due to wear on the outer ring of the roller, thus ensuring measurement accuracy. Insulation between the left and right tracks is also guaranteed during gauge contact measurement. A wireless digital displacement gauge is installed using mounting holes, ensuring that the initial position of the wireless digital displacement gauge remains unchanged each time it is installed. After installation, the horizontal position of the wireless digital displacement gauge is fine-tuned by tightening screws, facilitating gauge value calibration before each use. The base is connected to the track inspection vehicle using a threaded connection, facilitating installation and disassembly. Therefore, this utility model has high stability, is easy to use, and is convenient to install and disassemble.

[0020] 6. In the track inertial navigation measurement system of this utility model, the real-time three-dimensional coordinates of the inspection vehicle can be obtained through three modes: RTK rover receiver, prism, or automatic total station. The real-time three-dimensional coordinates of the inspection vehicle can also be obtained through the inertial navigation mode of the multi-axis sensor in the automatic leveling base. By comparing the two coordinates, random measurement errors can be eliminated within a certain range. Therefore, the measurement error of this utility model is small and the measurement accuracy is high. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of this utility model.

[0022] Figure 2 This is a schematic diagram of the structure of the track inspection vehicle in this utility model.

[0023] Figure 3 This is a schematic diagram of the folding frame in this utility model.

[0024] Figure 4 This is a schematic diagram of the main frame structure in this utility model.

[0025] Figure 5 This is a schematic diagram of the structure of the first frame in this utility model.

[0026] Figure 6 This is a schematic diagram of the structure of the traveling trolley in this utility model.

[0027] Figure 7 This is a structural schematic diagram of the spline sleeve and spline shaft in this utility model.

[0028] Figure 8 This is a structural schematic diagram of the automatic leveling base and fixing component in this utility model.

[0029] Figure 9 This is a structural schematic diagram of the fixing component in this utility model.

[0030] Figure 10 This is a partial structural schematic diagram of one of the wireless digital displacement gauges, tracks, and track inspection vehicles in this utility model.

[0031] Figure 11 This is a structural schematic diagram of the wireless digital displacement gauge, connecting base, first rolling element, and sliding element in this utility model.

[0032] Figure 12 This is a partial structural schematic diagram of another wireless digital displacement gauge, track, and track inspection vehicle in this utility model.

[0033] Figure 13 This is a structural schematic diagram of the base in this utility model.

[0034] In the diagram: Track 1, Track Inspection Cart 2, Folding Frame 21, Main Frame 211, First Frame 212, Second Frame 213, Threaded Post 214, Mounting Hole 215, Wing Nut 216, Hinge 217, Connecting Post 218, Rotating Rod 219, Rotating Shaft 210, Traveling Wheel 22, Traveling Cart 23, Traveling Motor 231, Base Frame 232, Front Wheel 233, Rear Wheel 234, Push-Pull Electromagnet 235, Driving Bevel Gear 236, Driven Bevel Gear 237, Spline Sleeve 238, Spline Shaft 239, Connecting Shaft 2310, Handrail 24, Wireless Digital Displacement Gauge 3. Moving measuring end 31, mounting end 32, connecting seat 4, base 41, threaded hole 42, mounting hole 43, fastening screw 43, sliding part 5, slider 51, slide block 52, compression spring 53, dovetail groove 54, first rolling part 6, rubber-coated rolling bearing 61, connecting rod 62, second rolling part 7, roller fork 71, rubber-coated roller 72, automatic leveling base 8, base plate 81, center connecting screw 82, fixing part 9, connecting plate 91, threaded hole 92, connecting rod 93, hexagonal head 94, fixing plate 95, spring 96, thread 97, three-dimensional coordinate measuring assembly 10. Detailed Implementation

[0035] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0036] Example 1:

[0037] See Figures 1 to 7 A track inertial navigation measurement system includes a track inspection vehicle 2, two wireless digital displacement gauges 3, an automatic leveling base 8, and a three-dimensional coordinate measurement component 10. The two wireless digital displacement gauges 3 are symmetrically arranged and installed on the lower side of the horizontal axis of the track inspection vehicle 2 near the left and right ends via connecting seats 4. The moving measuring end 31 of one of the wireless digital displacement gauges 3 is connected to a sliding member 5, which is slidably connected to the lower side of the track inspection vehicle 2. The bottom of the sliding member 5 is connected to a first rolling member 6, which is slidably connected to the standard gauge inside the track 1. The moving measuring end 31 of the other wireless digital displacement gauge 3 is connected to a second rolling member 7, which is slidably connected to the standard gauge inside the track 1. The automatic leveling base 8 is connected to the upper side of the track inspection vehicle 2 located in the middle via a fixing member 9. The three-dimensional coordinate measurement component 10 is rotatably connected to the upper part of the automatic leveling base 8, and a multi-axis sensor is installed inside the automatic leveling base 8.

[0038] In this embodiment, the structure of the automatic leveling base 8 can refer to the automatic leveling base disclosed in Chinese patent CN219809627U. The data measured by the three-dimensional coordinate measurement component 10, the wireless digital displacement meter 3, and the multi-axis sensor can be stored or sent to the data processing unit in real time via radio or local area network. The three-dimensional coordinate measurement component 10 can be an RTK rover receiver, a prism, or an automatic total station. When the three-dimensional coordinate measurement component 10 uses an RTK rover receiver, the RTK rover receiver placed on the automatic integrated base 8 continuously measures the three-dimensional coordinates of the center of the automatic integrated base 8 while walking.

[0039] When the three-dimensional coordinate measurement component 10 uses an automatic total station, the automatic total station is placed on the automatic integrated base 8 and the three-dimensional coordinates of the center of the automatic integrated base 8 are calculated by intermittently measuring the prism on the ground through resection. During the movement of the track inspection vehicle 2, the three-dimensional coordinates of the center of the automatic integrated base 8 are calculated by the inertial navigation module of the multi-axis sensor inside the automatic integrated base 8. After each movement, the automatic total station calculates the three-dimensional coordinates of the center of the automatic integrated base 8 again by intermittently measuring the prism on the ground through resection. Then, the calculated coordinates within this segment are adjusted based on two adjacent absolute three-dimensional coordinate values ​​to form the corrected coordinate values.

[0040] When the three-dimensional coordinate measurement component 10 uses a prism, the prism is placed on the automatic integrated base 8 and the three-dimensional coordinates of the center of the automatic integrated base 8 are directly tracked and measured by a total station on the ground.

[0041] Then, the wireless digital displacement meter 3 measures the real-time track gauge value and transmits the value to the central processor. The multi-axis sensor on the automatic leveling base 8 measures the tilt angle and azimuth angle of the vehicle body and transmits the value to the central processor. The three-dimensional coordinates of the center of the automatic leveling base 8 are obtained by the three-dimensional coordinate measurement component 10. The real-time track gauge value can be obtained by adding the real-time extension distance of the left and right moving measurement ends to the fixed horizontal distance between the mounting bases of the two wireless digital displacement meters 3 on the left and right. Using the real-time track gauge value as the hypotenuse of the triangle, combined with the three-dimensional coordinates, track gauge value, horizontal tilt angle and electronic azimuth angle measured by the three-dimensional coordinate measurement component 10, the real-time three-dimensional coordinates of the left and right tracks can be calculated according to the geometric dimensions. The real-time coordinate values ​​and design values ​​are compared by the software to obtain the track fine-tuning data. The adjustment data such as track plane and elevation are displayed intuitively through the software interface or mobile APP.

[0042] Example 2:

[0043] The basic content is the same as in Example 1, except that:

[0044] See Figures 2 to 7The track inspection vehicle 2 includes a folding frame 21, wheels 22, and a trolley 23. The wheels 22 and the trolley 23 are respectively connected to both ends of the folding frame 21. The wheels 22 and the trolley 23 are movably connected to the upper sides of the left and right tracks 1. The folding frame 21 includes a main frame 211, a first frame 212, and a second frame 213. One side of the main frame 211 is connected to the trolley 23, and the other side of the main frame 211 is connected to a threaded post 214. The first frame 212 abuts against the other side of the main frame 211 and has an installation hole 215 for the threaded post 214 to pass through. A wing nut 21 is threaded onto the threaded post 214. 6. One end of the wing nut 216 abuts against the inner side wall of the first frame 212. The automatic leveling base 8 is connected to the upper side of the first frame 212. The lower sides of the first frame 212 and the second frame 213 are connected to each other by a hinge 217. A connecting post 218 is installed on the upper side of both the first frame 212 and the second frame 213. A rotating shaft 210 is rotatably connected to one of the connecting posts 218. A rotating rod 219 is sleeved on the outer circumferential surface of the rotating shaft 210. One end of the rotating rod 219 passes through the other connecting post 218 and is threadedly connected to a wing nut 216. One end of the wing nut 216 on the rotating rod 219 abuts against the outer side of the other connecting post 218.

[0045] The traveling trolley 23 includes a traveling motor 231, a base frame 232, a front wheel 233, a rear wheel 234, a push-pull electromagnet 235, a driving bevel gear 236, and a driven bevel gear 237. The base frame 232 is connected to one side of the main frame 211. A handrail 24 is connected to the upper side of the main frame 211. The front wheel 233 and the rear wheel 234 are rotatably connected to the lower side of the base frame 232. A connecting shaft 2310 is connected to the other end face of the front wheel 233. The driven bevel gear 237 is connected to the connecting shaft 2310. At one end of the shaft 2310, the driving bevel gear 236 is meshed with the driven bevel gear 237. The end face of the driving bevel gear 236 is connected to a spline sleeve 238 and a spline shaft 239. The travel motor 231 is mounted on the upper side of the base frame 232. The output shaft of the travel motor 231 passes through the base frame 232 and is connected to a push-pull electromagnet 235. The lower side of the push-pull electromagnet 235 is connected to the spline shaft 239. The spline sleeve 238 is fitted and connected to the outer circumferential surface of the spline shaft 239.

[0046] In this embodiment, the front wheel 233 and rear wheel 234 of the traveling trolley 23 are H-shaped and are mounted on the track 1. The traveling motor 231 is a servo motor. A push-pull electromagnet 235 is sleeved on the outside of the output shaft of the servo motor. The lower end of the push-pull electromagnet 235 is connected to the top surface of the thrust bearing. The bottom surface of the thrust bearing passes through the output shaft of the servo motor and is connected to the spline sleeve 238. A limit switch is installed in the initial position of the spline sleeve 238. The limit switch is connected to a green indicator light or a buzzer alarm device.

[0047] Power is transmitted to the splined gear via the travel motor 231. The splined gear is connected to the splined sleeve 238. Normally, the power is disconnected. When the travel motor 231 is energized, the push-pull electromagnet 235 is simultaneously energized. At this time, the movable iron core and push rod of the push-pull electromagnet 235 move, generating thrust to move the splined sleeve 238 downward, causing its internal gear ring to mesh with the splined shaft 239. The torque can then be transmitted to the driving bevel gear 236, and the power is then transmitted to the connecting shaft 2310 through the driving bevel gear 236, thereby driving the front wheel 233 to rotate. A thrust bearing connects the push-pull electromagnet 235 and the splined sleeve 238, allowing the splined sleeve 238 to rotate with the lower end face of the thrust bearing. This ensures that the splined sleeve 238 can rotate freely during downward movement and avoids jamming. The upper end face of the thrust bearing is fixedly connected to the push-pull electromagnet 235, ensuring that the push-pull electromagnet 235 can only move up and down and does not rotate with the shaft or splined sleeve 238 itself. When the walking motor 231 is de-energized, the push-pull electromagnet 235 is de-energized. At this time, the spline sleeve 238 automatically resets under the action of spring force. When it resets to the initial position, it touches the limit switch. At this time, the green indicator light is on, indicating that the walking motor 231 is completely disconnected.

[0048] The upper end of the push-pull electromagnet 235 is fixed on the base frame 232. The middle part of the connecting shaft 2310 is connected to the front wheel 233 via a key. An encoder 41 is installed at the end of the connecting shaft 2310. Since the walking motor 231 can detect the input rotation angle, but cannot detect the wheel speed when the power is disconnected, when the vehicle needs to be pushed by hand, an encoder 41 needs to be installed on the wheel connecting shaft 2310 to detect the wheel rotation angle and calculate the travel distance. During operation, the difference between the two rotation angles can also be used to feedback the engagement of parts and the gear clearance.

[0049] Example 3:

[0050] The basic content is the same as in Example 1, except that:

[0051] See Figure 9 The automatic leveling base 8 is connected to a base plate 81 on its lower side. The lower side of the base plate 81 is connected to the first frame 212 through a central connecting screw 82. The fixing member 9 is installed on the upper side of the first frame 212 and abuts against the outer side of the base plate 81 to prevent the automatic leveling base 8 from rotating under vibration.

[0052] The base plate 81 is square. The fixing member 9 includes two connecting plates 91. The two connecting plates 91 are symmetrically arranged and are both L-shaped. The horizontal part of the connecting plate 91 is threaded to the upper side of the first frame 212 by bolts 98. The vertical part of the connecting plate 91 has a threaded hole 92. A connecting rod 93 is threaded into the threaded hole 92. One end of the connecting rod 93 is connected to a hexagonal head 94. The other end of the connecting rod 93 is connected to a fixing plate 95. The two fixing plates 95 are circular and abut against the left and right sides of the base plate 81 respectively. A spring 96 is connected between the fixing plate 95 and the vertical part of the connecting plate 91. The outer peripheral surface of the connecting rod 93 away from the spring 96 is provided with a thread 97. The thread 97 is threaded into the threaded hole 92.

[0053] In this embodiment, the automatic leveling base 8 can convert the lateral tilt angle of the track inspection vehicle 2 into an ultra-high value through the display on its upper part, and display it on the site in real time for direct use. It is especially suitable for emergency repair situations. It can also be transmitted to the storage device for program recall. Before measurement, the center connecting screw 82 is connected to the first frame 212. When the base plate 31 is in contact with the upper side of the first frame 212 and the rear side of the base plate 31 is initially level, the two connecting plates 91 are connected to the first frame 212 by bolts 98. Then, the hexagonal head 94 is rotated so that the connecting rod 93 is threaded into the threaded hole 92. During the rotation, the two fixing plates 95 approach each other and after contacting the base plate 31, they drive the base plate 31 to rotate slightly. When the hexagonal head 94 can no longer rotate, the fixing plates 95 abut against the left and right sides of the base plate 31, and the rear side of the base plate 31 is parallel to the transverse axis of the folding frame 21.

[0054] Example 4:

[0055] The basic content is the same as in Example 1, except that:

[0056] See Figures 10 to 12 The sliding component 5 includes a slider 51, a slide block 52, and a compression spring 53. The slider 5 is dovetail-shaped, and the slide block 52 is dovetail-shaped. The slide block 52 is connected to the lower side of the track inspection vehicle 2. The lower side of the slide block 52 has a dovetail groove 54 that matches the slider 51. The compression spring 53 is sleeved on the outside of the moving measuring end 31 of the wireless digital displacement meter 3. One end of the compression spring 53 is connected to one side of the slider 51, and the other end of the compression spring 53 is connected to the mounting end 32 of the wireless digital displacement meter 3.

[0057] The first rolling element 6 includes a rubber-coated rolling bearing 61 and a connecting rod 62. The rubber-coated rolling bearing 61 is arranged horizontally and its inner ring is sleeved on the lower end of the connecting rod 62. The outer ring of the rubber-coated rolling bearing 61 is rolledly connected to the standard gauge inside the track 1.

[0058] The second rolling element 7 includes a roller fork 71, in which a rubber-coated roller 72 is rotatably connected, and the rubber-coated roller 72 is rotatably connected to a standard gauge section inside another track 1.

[0059] In this embodiment, the standard track gauge refers to the area within 16mm below the tread of the track head on the inner side of the track 1. The compression spring 53 is initially in a compressed state. The rubber material inside the rubber-coated rolling bearing 61 and the rubber-coated roller 72 has good buffering performance, which can effectively reduce friction and vibration, reduce noise during operation, and improve the comfort and stability of the equipment. Before measurement, the two wireless digital displacement gauges 3 are first installed on the lower side of the track inspection vehicle 2 through the connecting seat 4. Then, the slider 51 slides in the slide seat 52 under the elastic force of the compression spring 53, which drives the first rolling element 6 to move and contact the inner side of the right track 1, and the second rolling element 7 to contact the inner side of the left track 1. Then the track inspection vehicle 2 starts to move on the track 1. The relative track gauge value between the left and right tracks 1 is calculated based on the extension and retraction value of the wireless digital displacement gauges 3 plus the fixed installation length between them.

[0060] Example 5:

[0061] The basic content is the same as Example 4, except that:

[0062] See Figure 11 and Figure 13 The connecting seat 4 includes two spaced-apart bases 41, both of which are T-shaped. A threaded hole 42 is provided on the upper side of each base 41, and a bolt is threaded into the threaded hole 42. The bolt is threaded to the lower side of the track inspection vehicle 2. The wireless digital displacement gauge 3 has mounting ends 32 at both ends. The two mounting ends 32 are respectively installed on the lower side of the two bases 41. An open mounting hole 43 is provided on the lower side of each base 41, and the mounting end 32 is located in the mounting hole 43. A fastening screw 44 is threaded between the two side walls of the mounting hole 43.

[0063] In this embodiment, during installation, the mounting end 32 of the wireless digital displacement meter 3 is first placed into the mounting hole 43, and then the fastening screw 44 is tightened. At the same time, the moving measuring end 31 of the wireless digital displacement meter 3 is passed through the compression spring 53 and connected to the slider 51.

[0064] Although embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A track inertial navigation measurement system, characterized in that, The system includes a track inspection vehicle (2), two wireless digital displacement gauges (3), an automatic leveling base (8), and a three-dimensional coordinate measuring assembly (10). The two wireless digital displacement gauges (3) are symmetrically arranged and installed on the lower side of the horizontal axis of the track inspection vehicle (2) near the left and right ends via connecting seats (4). The moving measuring end (31) of one of the wireless digital displacement gauges (3) is connected to a sliding member (5). The sliding member (5) is slidably connected to the lower side of the track inspection vehicle (2). The bottom of the sliding member (5) is connected to a first rolling member (6). The first rolling element (6) is tumbled to the standard gauge inside the track (1). The moving measuring end (31) of the other wireless digital displacement meter (3) is connected to the second rolling element (7). The second rolling element (7) is tumbled to the standard gauge inside the track (1). The automatic leveling base (8) is connected to the upper side of the track inspection vehicle (2) in the middle through the fixing element (9). The upper part of the automatic leveling base (8) is rotatably connected to the three-dimensional coordinate measuring component (10). The automatic leveling base (8) is equipped with a multi-axis sensor.

2. The orbital inertial navigation measurement system according to claim 1, characterized in that, The track inspection vehicle (2) includes a folding frame (21), wheels (22), and a trolley (23). The wheels (22) and the trolley (23) are respectively connected to both ends of the folding frame (21). The wheels (22) and the trolley (23) are movably connected to the upper sides of the left and right tracks (1). The folding frame (21) includes a main frame (211), a first frame (212), and a second frame (213). One side of the main frame (211) is connected to the trolley (23), and the other side of the main frame (211) is connected to a threaded post (214). The first frame (212) abuts against the other side of the main frame (211) and has an installation hole (215) for the threaded post (214) to pass through. A wing nut is threaded onto the threaded post (214). 216), one end of the wing nut (216) abuts against the inner wall of the first frame (212), the automatic leveling base (8) is connected to the upper side of the first frame (212), the lower sides of the first frame (212) and the second frame (213) are connected to each other by a hinge (217), the upper sides of the first frame (212) and the second frame (213) are both equipped with connecting columns (218), one of the connecting columns (218) is rotatably connected to a rotating shaft (210), the outer circumferential surface of the rotating shaft (210) is fitted with a rotating rod (219), one end of the rotating rod (219) passes through the other connecting column (218) and is threaded to a wing nut (216), one end of the wing nut (216) on the rotating rod (219) abuts against the outer side of the other connecting column (218).

3. The orbital inertial navigation measurement system according to claim 2, characterized in that, The trolley (23) includes a walking motor (231), a base frame (232), a front wheel (233), a rear wheel (234), a push-pull electromagnet (235), a driving bevel gear (236), and a driven bevel gear (237). The base frame (232) is connected to one side of the main frame (211). A handrail (24) is connected to the upper side of the main frame (211). The front wheel (233) and the rear wheel (234) are rotatably connected to the lower side of the base frame (232). A connecting shaft (2310) is connected to the other end face of the front wheel (233). The driven bevel gear (237) is connected to... At one end of the connecting shaft (2310), the driving bevel gear (236) is meshed with the driven bevel gear (237). The end face of the driving bevel gear (236) is connected to a spline sleeve (238) and a spline shaft (239). The walking motor (231) is mounted on the upper side of the base frame (232). The output shaft of the walking motor (231) passes through the base frame (232) and is connected to a push-pull electromagnet (235). The lower side of the push-pull electromagnet (235) is connected to the spline shaft (239). The spline sleeve (238) is fitted and connected to the outer circumferential surface of the spline shaft (239).

4. The orbital inertial navigation measurement system according to claim 2, characterized in that, The automatic leveling base (8) is connected to a base plate (81) on its lower side. The lower side of the base plate (81) is connected to the first frame (212) via a central connecting screw (82). The fastener (9) is installed on the upper side of the first frame (212) and abuts against the outer side of the base plate (81).

5. The orbital inertial navigation measurement system according to claim 4, characterized in that, The base plate (81) is square. The fastener (9) includes two connecting plates (91). The two second connecting plates (91) are symmetrically arranged and are both L-shaped. The horizontal part of the connecting plate (91) is threaded to the upper side of the first frame (212) by bolts (98). The vertical part of the connecting plate (91) is provided with a threaded hole (92). A connecting rod (93) is threaded in the threaded hole (92). One end of the connecting rod (93) is connected to a hexagonal head (94). The other end of the connecting rod (93) is connected to a fixing plate (95). The two fixing plates (95) are circular and abut against the left and right sides of the base plate (81) respectively. A spring (96) is connected between the fixing plate (95) and the vertical part of the connecting plate (91). The outer circumferential surface of the connecting rod (93) away from the spring (96) is provided with a thread (97). The thread (97) is threaded to the threaded hole (92).

6. The orbital inertial navigation measurement system according to claim 1, characterized in that: The sliding component (5) includes a slider (51), a slide block (52), and a compression spring (53). The slider (5) is dovetail-shaped, and the slide block (52) is dovetail-shaped. The slide block (52) is connected to the lower side of the track inspection vehicle (2). The lower side of the slide block (52) is provided with a dovetail groove (54) that matches the slider (51). The compression spring (53) is sleeved on the outside of the moving measuring end (31) of the wireless digital displacement meter (3). One end of the compression spring (53) is connected to one side of the slider (51), and the other end of the compression spring (53) is connected to the mounting end (32) of the wireless digital displacement meter (3).

7. The orbital inertial navigation measurement system according to claim 1, characterized in that: The first rolling element (6) includes a rubber-coated rolling bearing (61) and a connecting rod (62). The rubber-coated rolling bearing (61) is arranged horizontally and its inner ring is fitted onto the lower end of the connecting rod (62). The outer ring of the rubber-coated rolling bearing (61) is rolledly connected to the standard gauge of the inner side of the track (1).

8. The orbital inertial navigation measurement system according to claim 1, characterized in that: The second rolling element (7) includes a roller fork (71), in which a rubber-coated roller (72) is rotatably connected, and the rubber-coated roller (72) is rotatably connected to the standard gauge of the inner side of another track (1).

9. The orbital inertial navigation measurement system according to claim 1, characterized in that: The connecting seat (4) includes two spaced-apart bases (41), both of which are T-shaped. A threaded hole (42) is provided on the upper side of the base (41), and a bolt is threaded into the threaded hole (42). The bolt is threaded to the lower side of the track inspection vehicle (2). The wireless digital displacement gauge (3) is provided with mounting ends (32) at both ends, and the two mounting ends (32) are respectively installed on the lower side of the two bases (41).

10. The orbital inertial navigation measurement system according to claim 9, characterized in that: The base (41) has an open mounting hole (43) on its lower side, and the mounting end (32) is located in the mounting hole (43). A fastening screw (44) is threaded between the two side walls of the mounting hole (43).

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