A magnetic universal miniature prism suitable for use on the side of rails in rail transit

Abstract

This invention provides a magnetically attracted universal miniature prism suitable for the sidewall of rail transit, belonging to the field of rail transit service condition health monitoring technology. It includes a base, a horizontal rotating component, a rotating shaft, a clamp, and a miniature prism. The bottom surface of the base is used to connect to the sidewall of the rail transit. The horizontal rotating component is rotatably connected to the base and has a circumferential degree of freedom of rotation around the center of the base. The rotating shaft is rotatably connected to the horizontal rotating component, and its axial direction is parallel to the rotation plane of the horizontal rotating component. The clamp is connected to the rotating shaft, and its rotation plane is perpendicular to the rotation plane of the horizontal rotating component. The miniature prism is connected to the clamping part of the clamp and rotates circumferentially with the help of the horizontal rotating component to cooperate with total station monitoring. This invention provides a magnetically attracted universal miniature prism suitable for the sidewall of rail transit. The miniature prism can achieve 360° rotation, freeing it from the limitations of the total station's on-site survey angle and expanding the monitoring range of the miniature prism by the total station.

Description

Technical Field

[0001] This utility model belongs to the field of health detection technology for rail transit service status, and more specifically, it relates to a magnetic universal miniature prism suitable for the side of rail transit steel rails. Background Technology

[0002] In the field of rail transit (such as railways), the commonly used technology for track surface deformation detection is based on the traditional combination of single-point displacement gauges and levels to monitor track deformation. However, the identification of track surface deformation is indirect and direct measurement is not possible. Meanwhile, there is also a micro-prism detection technology that, in conjunction with a total station, enables automated monitoring of micro-deformations of the track surface. However, this prism has a fixed detection angle, requiring on-site deployment in conjunction with the total station for angle measurement, which is too restrictive in field conditions. Furthermore, the use of disposable adhesive technology at the bottom is time-consuming and not conducive to reuse, resulting in excessively high initial costs and many inconveniences in practical application.

[0003] The shortcomings of existing technologies that use a combination of single-point displacement gauges and levels to monitor track deformation include: 1) Limited measurement accuracy, making it difficult to meet the requirements of modern rail transit for high-precision track monitoring; 2) Limited monitoring range, only able to measure the displacement of a single point; 3) Poor real-time performance, requiring manual measurement, data acquisition, processing, and analysis, which is time-consuming and labor-intensive; 4) Complex data processing, as the measured data is complex to process and may contain errors and uncertainties. Utility Model Content

[0004] The purpose of this invention is to provide a magnetic universal miniature prism suitable for the side of rail transit tracks, aiming to solve the technical problems that exist when using a single-point displacement meter in conjunction with a total station to monitor track deformation, such as the inability of the miniature prism to achieve circumferential rotation and the limited monitoring range of the total station for the miniature prism.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is: to provide a magnetic universal miniature prism suitable for the side of rail transit steel rails, comprising: The base, with its bottom end surface, is used to magnetically attach to the side wall of the rail transit steel rail. A horizontal rotating component is rotatably connected to the base and has a circumferential rotational degree of freedom about the center of the base. The rotation plane of the horizontal rotating component is parallel to the top surface of the base. A rotating shaft is rotatably connected to the horizontal rotating assembly, and the axis of the rotating shaft is parallel to the rotation plane of the horizontal rotating assembly. A clamp is connected to the rotating shaft. The clamp has a degree of freedom of rotation about the axial direction of the rotating shaft. The rotation plane of the clamp is perpendicular to the rotation plane of the horizontal rotating assembly. The clamp has a clamping part for clamping and fixing the microprism. A miniature prism is connected to the clamping part of the fixture and rotates circumferentially by means of the horizontal rotating assembly to cooperate with the total station for monitoring.

[0006] In one possible implementation, the horizontal rotation component has a rotation angle of 0-360°, and the clamp has a rotation angle of 0-180°.

[0007] In one possible implementation, the base has a groove in the center of its top surface, and the horizontal rotation assembly includes: The connecting shaft has one end adapted to be inserted into the groove of the base, and the other end located outside the groove; A connecting plate having a through hole and slidably sleeved on the outside of the connecting shaft; the connecting rod having a circumferential rotational degree of freedom about the axis of the connecting shaft. The protrusions are two in number and are connected at intervals to the end face of the connecting plate away from the base. The two protrusions are rotatably connected to both ends of the rotating shaft.

[0008] In one possible implementation, at least one end of the rotating shaft penetrates the protrusion and is connected to an adjustment knob. The clamp is fixedly connected to the rotating shaft, and the adjustment knob is used to drive the rotating shaft to rotate circumferentially within the protrusion, thereby adjusting the rotation angle of the clamp.

[0009] In one possible implementation, the outer wall of the protrusion is connected to a rotation angle indicator, and the angle at which the adjustment knob is turned is referenced by the rotation angle indicator.

[0010] In one possible implementation, the end face of the base that contacts the rail side of the rail transit vehicle has a recess, and the recess is embedded with a magnetic material, which is used to magnetically attract the rail side of the rail transit vehicle.

[0011] In one possible implementation, an anti-slip pad is attached to the end face of the base that contacts the rail side of the rail transit vehicle and avoids the magnetic material. The anti-slip pad is used to contact the rail side of the rail transit vehicle and to prevent sliding between the base and the rail side of the rail transit vehicle.

[0012] In one possible implementation, the shape of the recess matches the shape of the magnetic material, and the height of the magnetic material protruding from the end face of the base that contacts the rail side of the rail transit is less than the thickness of the anti-slip pad.

[0013] In one possible implementation, the anti-slip pad has a structural adhesive coated on one side that contacts the rail side of the rail transit vehicle, the structural adhesive being used to bond the rail side of the rail transit vehicle.

[0014] In one possible implementation, the inner wall of the clamping part is connected to an anti-slip material, which is adapted to contact the microprism and prevent slippage.

[0015] The beneficial effects of the magnetic universal microprism for railside of rail transit provided by this utility model are as follows: Compared with the prior art, the magnetic universal microprism for railside of rail transit of this utility model includes a base, a horizontal rotation component, a rotating shaft, a clamp, and a microprism. The bottom end face of the base is used to connect to the side wall of the rail transit. The horizontal rotation component is rotatably connected to the base and has a degree of freedom of rotation around the center of the base. The rotating shaft is rotatably connected to the horizontal rotation component, and the axis of the rotating shaft is parallel to the rotation plane of the horizontal rotation component. The clamp is connected to the rotating shaft and has a degree of freedom of rotation around the axis of the rotating shaft. The rotation plane of the clamp is set perpendicular to the rotation plane of the horizontal rotation component. The clamp has a clamping part for clamping and fixing the microprism. The microprism is connected to the clamping part of the clamp and rotates circumferentially with the help of the horizontal rotation component to cooperate with total station monitoring. The microprism of this utility model can achieve 360° rotation, which releases the limitation of the total station's on-site survey angle and expands the monitoring range of the microprism by the total station. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A schematic diagram of the main structure of a magnetic universal microprism suitable for the rail side of rail transit provided in this embodiment of the present invention; Figure 2 A three-dimensional structural schematic diagram of a magnetic universal micro prism suitable for the side of rail transit steel rails, provided for an embodiment of this utility model; Figure 3 for Figure 2 The diagram shows the structure of a magnetic universal microprism suitable for use on the side of rail transit after the blanking process. Figure 4 A top view of a magnetic universal micro prism suitable for the side of rail transit steel rails, provided as an embodiment of this utility model; Figure 5 A schematic diagram of the base structure of a magnetic universal micro prism suitable for the side of rail transit is provided for an embodiment of this utility model. Figure 6A schematic diagram of the connecting plate structure of a horizontal rotating component of a magnetic universal microprism suitable for the rail side of rail transit, provided for an embodiment of this utility model; Figure 7 A schematic diagram of the protrusion and clamp connection structure of a horizontal rotation component of a magnetic universal microprism suitable for rail side of rail transit provided for an embodiment of this utility model. Figure 8 This is a schematic diagram of the structure of a magnetic universal micro prism for rail transit after it is connected to the side of the rail, which is provided as an embodiment of the present invention.

[0018] Explanation of reference numerals in the attached figures: 10. Base; 11. Groove; 12. Recess; 13. Magnetic material; 20. Horizontal rotation assembly; 21. Connecting shaft; 22. Connecting plate; 221. Through hole; 23. Protrusion; 30. Rotating shaft; 31. Adjustment knob; 32. Rotation angle indicator; 40. Clamp; 50. Miniature prism; 60. Anti-slip pad. Detailed Implementation

[0019] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0020] In existing technologies, single-point displacement gauges typically consist of a displacement sensor, a side rod, and a mounting bracket. The displacement sensor detects changes in displacement, the side rod connects to the track section to be monitored, and the mounting bracket secures the displacement gauge to a stable foundation. Levels mainly consist of a telescope, a level element, and a base.

[0021] Working principle: A single-point displacement gauge converts the displacement change of the measuring rod into an electrical signal change through an internal sensor (such as a resistance strain gauge sensor or an inductive sensor), thereby measuring the displacement of the track at a certain point. A level instrument uses a horizontal line of sight and a leveling rod to determine the height difference between two points. By measuring and comparing the height differences at different measurement points, the deformation of the track can be indirectly inferred.

[0022] Instructions for use: Place single-point displacement gauges at regular intervals along the highway track. Securely fix their mounting brackets to a stable roadbed or other foundation structure beside the track. The measuring rod should be in contact with or connected to the track to accurately measure track displacement. When using a level, multiple leveling points need to be set up along the track. Measure the elevation difference between each point sequentially using the level. Repeat the measurements periodically and analyze the changes in measurement data over different periods to determine if track deformation has occurred.

[0023] The shortcomings of existing technologies are as follows: 1) Limited measurement accuracy: The measurement accuracy of single-point displacement gauges and levels is relatively limited, and their ability to measure minute deformations of rail transit tracks (such as sub-millimeter level deformations) is insufficient, making it difficult to meet the requirements of modern rail transit for high-precision track monitoring. For example, in some sections with complex geological conditions or high traffic volume, micro-deformations of the track surface may appear early and gradually develop, but existing technologies may not be able to detect these subtle changes in a timely and accurate manner due to insufficient accuracy.

[0024] 2) Limited monitoring range: Single-point displacement gauges can only measure the displacement of a single point. Although levels can analyze deformation trends through multi-point measurements, they still require point-by-point measurements, and the cost of a single sensor is high. In large-scale rail transit track monitoring, this point-by-point measurement method is inefficient.

[0025] 3) Poor real-time performance: Existing technologies, whether single-point displacement gauges or levels, require manual on-site measurement and data collection periodically, followed by data processing and analysis. This process is time-consuming and labor-intensive, and cannot obtain real-time track deformation information. When sudden track deformation occurs, it is difficult to detect and take corresponding measures in a timely manner, which can easily pose a potential threat to the operational safety of rail transit.

[0026] 4) Complex Data Processing: The data processing of elevation difference data obtained from leveling instruments and displacement data from single-point displacement gauges is quite complex when comprehensively analyzing them to determine the accuracy of track deformation. Data from different measurement points may contain errors and uncertainties. Accurately integrating and analyzing this data to draw reliable conclusions about track deformation requires a high level of expertise from technical personnel and advanced data processing skills.

[0027] Please refer to the following: Figures 1 to 8The present invention provides a magnetic universal miniature prism suitable for the side of rail transit steel rails. The magnetic universal microprism suitable for the side of rail transit includes a base 10, a horizontal rotation component 20, a rotating shaft 30, a clamp 40, and a microprism 50. The bottom surface of the base 10 is used to magnetically attach to the side wall of the rail transit. The horizontal rotation component 20 is rotatably connected to the base 10 and has a circumferential rotational degree of freedom around the center of the base 10. The rotation plane of the horizontal rotation component 20 is parallel to the top surface of the base 10. The rotating shaft 30 is rotatably connected to the horizontal rotation component 20, and the axial direction of the rotating shaft 30 is parallel to the rotation plane of the horizontal rotation component 20. The clamp 40 is connected to the rotating shaft 30 and has a axial rotational degree of freedom around the rotating shaft 30. The rotation plane of the clamp 40 is perpendicular to the rotation plane of the horizontal rotation component 20. The clamp 40 has a clamping part for holding and fixing the microprism 50. The microprism 50 is connected to the clamping part of the clamp 40 and rotates circumferentially with the help of the horizontal rotation component 20 to cooperate with total station monitoring.

[0028] This utility model provides a magnetic universal miniature prism suitable for the side of rail transit. Compared with the prior art, the bottom end of the base 10 is magnetically attached to the side wall of the rail transit. By rotating the horizontal rotating component 20 around the circumference of the base 10 and the clamp 40 around the rotating shaft 30, the rotation angle of the miniature prism 50 can be adjusted in multiple directions. When used in conjunction with a total station for monitoring, the miniature prism 50 can achieve 360° rotation, which removes the limitation of the total station's on-site survey angle, expands the monitoring range of the miniature prism 50 by the total station, and realizes the magnetic universal adjustment of the miniature prism 50.

[0029] In this embodiment, the base 10 is made of ABS resin composite material and is disc-shaped or round. The horizontal rotating component 20 can rotate circumferentially on the top surface of the base 10, that is, the horizontal rotating component 20 and the base 10 are rotatably connected. The rotating shaft 30 is located at the upper end of the horizontal rotating component 20 and can be used to support the clamp 40. The clamp 40 can hold and fix the microprism 50, so the microprism 50 can achieve circumferential rotation around the vertical axis and rotation around the rotating shaft 30, which facilitates the adjustment of its angle so as to cooperate with the total station for monitoring.

[0030] The microprism 50 in this embodiment is existing technology, or it is a microprism 50 that can be used with a total station to monitor rail deformation. The clamp 40 is made of elastic silicone material to ensure a tight fit without damaging the microprism 50 when it is fixed.

[0031] In some embodiments, please refer to Figures 1 to 3The horizontal rotation component 20 has a rotation angle of 0-360°, and the clamp 40 has a rotation angle of 0-180°. The horizontal rotation component 20 can rotate within this angle range and can lock its position after rotating to a certain angle. The clamp 40 rotates by means of the rotating shaft 30 and can rotate within the angle range of 0-180°. When it is 0° and 180°, the clamp 40 is horizontal, that is, parallel to the top surface of the base 10. At this time, the base 10 is horizontal. Figure 1-3 When the clamp 40 rotates at a 90° angle, the clamp 40 can rotate within a range above the horizontal rotating assembly 20, thereby adjusting the rotation angle of the microprism 50.

[0032] In some embodiments, please refer to Figures 1 to 7 The base 10 has a groove 11 in the middle of its top surface. The horizontal rotating assembly 20 includes a connecting shaft 21, a connecting plate 22, and protrusions 23. One end of the connecting shaft 21 is fitted into the groove 11 of the base 10, and the other end is located outside the groove 11. The connecting plate 22 has a through hole 221 and is slidably sleeved on the outside of the connecting shaft 21. The connecting rod has a circumferential rotational degree of freedom around the axis of the connecting shaft 21. There are two protrusions 23, which are spaced apart and connected to the end face of the connecting plate 22 away from the base 10. The two ends of the rotating shaft 30 are rotatably connected to the two protrusions 23. In this embodiment, the groove 11 is cylindrical, and its depth is less than half the thickness of the base 10. The connecting shaft 21 is vertical, with its lower part inserted into the groove 11 and its upper part exposed above the upper surface of the base 10. The radius of the connecting shaft 21 matches the inner diameter of the groove 11. Therefore, after the connecting shaft 21 is connected to the base 10, it will not rotate within the groove 11, thus forming a fixed state. The left half of the connecting plate 22 has a through hole 221 through which the connecting shaft 21 passes. The connecting plate 22 surrounds the connecting shaft 21, allowing the connecting plate 22 to rotate circumferentially around the connecting shaft 21, i.e., to rotate on the upper surface of the base 10. This allows adjustment of the rotation angle of the miniature prism 50 for use with a total station. The protrusion 23 is located at the upper end of the connecting plate 22, away from the through hole 221.

[0033] Specifically, a limiting component, such as a screw or set screw, is inserted into the side of the connecting plate 22 to limit its angle or position after rotation. By using this limiting component, the connecting plate 22 can be fixed on the connecting shaft 21, thereby locking the angle of the micro prism 50.

[0034] The right half of the connecting plate 22 has a rectangular structure, and the upper end is used to connect two protrusions 23.

[0035] To facilitate adjustment of the rotation angle of the microprism 50 in another direction, in some embodiments, please refer to... Figures 1 to 3 , Figure 7At least one end of the rotating shaft 30 penetrates the protrusion 23, and an adjustment knob 31 is connected to this end. The clamp 40 is fixedly connected to the rotating shaft 30. Turning the adjustment knob 31 drives the rotating shaft 30 to rotate circumferentially within the protrusion 23, thereby adjusting the rotation angle of the clamp 40. By turning the adjustment knob 31, the rotating shaft 30 can be rotated, thereby adjusting the rotation angle of the clamp 40 and the angle of the microprism 50. The adjustment knob 31 can be fixed integrally with the rotating shaft 30. The lower ends of the two protrusions 23 are connected to the upper end of the connecting plate 22. A mounting hole is provided in the middle of the protrusion 23. A structure such as a bearing is provided in the mounting hole. Both ends of the rotating shaft 30 pass through the bearing, and one end penetrates the bearing, enabling circumferential rotation.

[0036] To enable precise adjustment of the rotation angle of the rotating shaft 30, in some embodiments, please refer to... Figures 1 to 3 , Figure 7 The outer wall of the protrusion 23 is connected to a rotation angle indicator 32, and the angle of adjustment of the knob 31 is referenced by the rotation angle indicator 32. When turning the adjustment knob 31, the rotation angle indicator 32 can be used as a reference to accurately position the rotation angle of the shaft 30, thereby locking the rotation angle of the microprism 50. The rotation angle indicator 32 is a degree indicator, such as 2°, 4°, 6°, 8°, 10°, etc., arranged in an arc shape.

[0037] Among them, a limiting member is provided on the protrusion 23 to limit the angle of the rotating shaft 30 after rotation. Such a limiting member can be provided through the protrusion 23, and the angle of the rotating shaft 30 after rotation can be locked by the limiting member.

[0038] To facilitate quick and easy fixing of the base 10 to the side of the rail, in some embodiments, please refer to [reference needed]. Figures 1 to 6 The base 10 has a recess 12 on its end face that contacts the rail side of the rail transit vehicle. A magnetic material 13 is embedded inside the recess 12, which is used to magnetically attract the rail side. The recess 12 is an inwardly recessed cylinder, and the magnetic material 13 is a magnet, enabling it to magnetically attract the rail side and achieve a quick connection between the base 10 and the rail side. Preferably, the thickness of the magnet is less than the depth of the recess 12.

[0039] Specifically, the magnetic material 13 is a high-performance neodymium iron boron magnet, which is fixedly connected inside the recess 12 and ensures that it will not fall off. The magnetic material 13 can magnetically attract the rail side wall, so that the base 10 is fixed at a certain position on the rail side.

[0040] To improve the anti-slip effect, please refer to some embodiments. Figures 1 to 3An anti-slip pad 60 is attached to the end face of the base 10 that contacts the rail side of the rail transit vehicle, while avoiding the magnetic material 13. The anti-slip pad 60 is used to contact the rail side of the rail transit vehicle and to prevent slippage between the base 10 and the rail side of the rail transit vehicle. When the base 10 is set close to the rail side, in order to increase the friction between them and prevent the base 10 from sliding, multiple anti-slip pads 60 are set on the bottom end face of the base 10. The shape of the anti-slip pad 60 is not limited, and the anti-slip pad 60 plays a role in preventing the base 10 from slipping.

[0041] In this embodiment, there are four anti-slip pads 60, arranged around the magnet, all of which are attached to the side of the rail, so that the magnet does not need to contact the side of the rail.

[0042] In some embodiments, please refer to Figures 1 to 3 The shape of the recess 12 matches the shape of the magnetic material 13. The height of the magnetic material 13 protruding from the end face of the base 10 that contacts the rail side is less than the thickness of the anti-slip pad 60. After the magnetic material 13 is installed in the recess 12, it will not fall out or detach from the recess 12 under natural conditions. The magnetic attraction between the magnetic material 13 and the rail side is large, which can stably place the base 10 on the rail side. Therefore, the microprism 50 will not slide or shift during use, thus ensuring the monitoring effect of rail deformation.

[0043] To ensure the stability of the connection between the anti-slip pad 60 and the rail side, in some embodiments, the side of the anti-slip pad 60 that contacts the rail side is coated with structural adhesive, which is used to bond the rail side. During installation, the structural adhesive is applied first, and then the anti-slip pad 60 is adhered to the rail side. This utilizes the advantages of the structural adhesive to ensure the anti-slip pad 60 is firmly placed on the rail side.

[0044] In some embodiments, the inner wall of the clamping part is connected with an anti-slip material, which is suitable for contacting the microprism 50 and preventing slippage. The clamp 40 in this utility model is the clamp 40 used in the prior art for clamping and fixing the microprism 50. The anti-slip material can be an anti-slip layer, which contacts the microprism 50 to increase the friction between the two, thereby effectively preventing the microprism 50 from sliding or falling off.

[0045] Specifically, the clamp 40 is plate-shaped, with one end connected to the rotating shaft 30 and the other end able to rotate around the rotating shaft 30 in a circumferential direction. A clamping part is provided in the middle of the clamp 40. The clamping part is a cavity. When the micro prism 50 is placed in the clamping part, it can be clamped and fixed by the clamping part and can be used in conjunction with a total station for monitoring.

[0046] In use, the magnet is attached to the side wall of the rail. When not in use, it can be disassembled and recycled. Compared with existing technologies, the cost of this miniature prism 50 per use is lower. Compared with existing technologies, the miniature prism 50 of this invention can be rotated and adjusted, allowing for more angle adjustments and changes, thus expanding the monitoring range of the total station and increasing its monitoring area and accuracy.

[0047] The specific operation for installing this utility model onto the rail is as follows: On the rail of rail transit (such as railway), select a relatively flat area on the rail web that is free of obvious rust and wear (sandpaper can be used for polishing). This is because the rail web provides a relatively stable installation base without interfering with the normal load-bearing capacity of the rail and train operation. At the same time, avoid areas such as rail fasteners and welds to prevent these components from affecting the installation of the device and subsequent measurement accuracy. After selecting the location, it is necessary to clean the area using professional rail cleaners and polishing tools to remove oil, dust, oxide layers, and other impurities from the rail surface, ensuring a flat and clean rail surface to guarantee good contact and fixation between the device and the rail.

[0048] During installation, first align the bottom of the device with the cleaned rail web, ensuring the high-performance neodymium iron boron magnet at the bottom of the device is close to the rail surface. Due to the strong magnetism of the neodymium iron boron magnet, it will quickly attract the rail (which is generally a magnetic metal material). During this attraction process, ensure the device is correctly oriented and gently press it to ensure a tight bond between the magnet and the rail, further enhancing stability. After initial installation, use professional tightening tools, such as a small wrench, to re-inspect and fine-tune the connection between the device and the rail, ensuring the device is firmly fixed to the rail without loosening or displacement. If necessary, apply a small amount of structural adhesive to the bottom of the anti-slip rubber pad.

[0049] Post-installation inspection and debugging: After installation, a comprehensive inspection and debugging are required. First, visually inspect the fit between the device and the rail, checking for gaps or unevenness. Then, test the device's stability to ensure it remains firmly fixed to the rail under train vibration and wind conditions. Next, debug the rotation function of the microprism 50 by rotating the angle adjustment knob 31 to check if the microprism rotates smoothly and if the angle adjustment mark 32 is accurate. Simultaneously, connect the matching testing equipment (such as a total station) to perform preliminary data acquisition and analysis, checking if the device functions normally and if the acquired measurement data is accurate and reliable. If any problems are found, adjust and repair them promptly to ensure the device is securely installed on the rail and operates normally, providing a reliable guarantee for subsequent accurate monitoring of micro-deformation of the rail surface.

[0050] In this invention, when fixing the microprism 50: the microprism is placed in the precision clamp 40 at the top of the device. Because the clamp 40 is made of elastic silicone, it has good flexibility and friction, allowing it to closely conform to the surface of the microprism, thus providing sufficient friction to fix the microprism and ensure its stability on the device. Finally, the clamp 40 is fixed at the tail end.

[0051] This invention relates to the angle adjustment operation of the microprism 50: The operator controls the rotation of the microprism by rotating the horizontal rotating component 20 on the upper part of the circular base 10 and the angle adjustment knob 31 mounted on the micro-bearing shaft 30, according to the actual optical angle requirements. The rotation angle indicator 32 helps the operator accurately set the required angle. The horizontal rotating component 20 can rotate 360° on the plane of the base 10, and the clamp 40 holding the microprism can rotate 180° in the radial direction of the circular base 10. The angle adjustment operation is performed through the combination of these two rotation methods. For example, when it is necessary to rotate the microprism to a specific angle to meet the requirements of optical measurement or signal transmission, the operator can rotate the horizontal component and slowly rotate the adjustment knob 31 while observing the rotation angle indicator 32, fine-tuning until the desired angle value is achieved.

[0052] This utility model provides protection measures for train operating environments, such as the practical application of wind-resistant and earthquake-resistant designs. During high-speed train operation, when encountering strong convective winds, the circular base 10 of the device, through its reasonable structural design and weight distribution, can effectively resist the impact force of airflow. The impact force of the airflow acts on the flat base 10 and is evenly distributed onto the mounting surface through the base 10. At the same time, the anti-slip rubber pad (anti-slip pad 60) at the bottom of the flat base 10 increases the friction between it and the mounting surface, preventing the device from shifting under strong winds.

[0053] When the train vibrates during operation, the magnetic fixing method at the bottom of the device (using magnets) ensures that the device remains tightly connected to the train mounting location and does not loosen. Furthermore, the clamp 40 for the microprism has been reinforced and an additional locking device (the aforementioned limiting component) has been added. Under harsh conditions such as extreme wind speeds, these measures work together to ensure that the microprism is securely fixed to the device, preventing loosening or detachment, thus guaranteeing the normal use of the microprism in the complex operating environment of the train.

[0054] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A magnetic universal micro-prism suitable for rail transit rail side, characterized by, include: The base, with its bottom end surface, is used to magnetically attach to the side wall of the rail transit steel rail. A horizontal rotating component is rotatably connected to the base and has a circumferential rotational degree of freedom about the center of the base. The rotation plane of the horizontal rotating component is parallel to the top surface of the base. A rotating shaft is rotatably connected to the horizontal rotating assembly, and the axis of the rotating shaft is parallel to the rotation plane of the horizontal rotating assembly. A clamp is connected to the rotating shaft. The clamp has a degree of freedom of rotation about the axial direction of the rotating shaft. The rotation plane of the clamp is perpendicular to the rotation plane of the horizontal rotating assembly. The clamp has a clamping part for clamping and fixing the microprism. A miniature prism is connected to the clamping part of the fixture and rotates circumferentially by means of the horizontal rotating assembly to cooperate with the total station for monitoring.

2. A magnetic universal micro-prism suitable for rail transit rail side according to claim 1, characterized in that, The horizontal rotation component has a rotation angle of 0-360°, and the clamp has a rotation angle of 0-180°.

3. The magnetic universal micro-prism suitable for rail transit rail side according to claim 1, characterized in that, The base has a groove in the center of its top surface, and the horizontal rotation assembly includes: The connecting shaft has one end adapted to be inserted into the groove of the base, and the other end located outside the groove; A connecting plate having a through hole and slidably sleeved on the outside of the connecting shaft; the connecting rod having a circumferential rotational degree of freedom about the axis of the connecting shaft. The protrusions are two in number and are connected at intervals to the end face of the connecting plate away from the base. The two protrusions are rotatably connected to both ends of the rotating shaft.

4. A magnetic universal micro-prism suitable for rail transit rail side according to claim 3, characterized in that, At least one end of the rotating shaft penetrates the protrusion and an adjustment knob is connected to that end. The clamp is fixedly connected to the rotating shaft. The adjustment knob is used to drive the rotating shaft to rotate circumferentially within the protrusion, thereby adjusting the rotation angle of the clamp.

5. A magnetic universal micro-prism suitable for rail transit rail side according to claim 4, characterized in that, The outer wall of the protrusion is connected to a rotation angle indicator, and the angle at which the adjustment knob is turned is referenced by the rotation angle indicator.

6. A magnetic universal micro-prism suitable for rail transit rail side according to claim 1, characterized in that, The end face of the base that contacts the rail side of the rail transit has a recessed portion, and a magnetic material is embedded inside the recessed portion. The magnetic material is used to magnetically attract the rail side of the rail transit.

7. A magnetic universal micro-prism suitable for rail transit rail side according to claim 6, characterized in that, An anti-slip pad is attached to the end face of the base that contacts the rail side of the rail transit vehicle and avoids the magnetic material. The anti-slip pad is used to contact the rail side of the rail transit vehicle and to prevent slippage between the base and the rail side of the rail transit vehicle.

8. A magnetic universal micro-prism suitable for rail transit rail side according to claim 7, characterized in that, The shape of the recess matches the shape of the magnetic material, and the height of the magnetic material protruding from the end face of the base that contacts the rail side of the rail transit is less than the thickness of the anti-slip pad.

9. A magnetic universal micro-prism suitable for rail transit rail side according to claim 7, characterized in that, The anti-slip pad has a structural adhesive coated on one side that contacts the rail side of the rail transit vehicle, and the structural adhesive is used to bond the rail side of the rail transit vehicle.

10. A magnetic universal micro-prism suitable for rail transit rail side according to claim 1, characterized in that, The inner wall of the clamping part is connected with an anti-slip material, which is suitable for contacting the microprism and preventing slippage.

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