Rail damage detection system, method and computer equipment

Abstract

The present application discloses a detection system, method and computer equipment for rail damage, the detection system comprising: one of at least two calibration chips of the centering probe wheel transmits a first ultrasonic signal, and each calibration chip receives a first rail bottom echo signal; each of at least two detection chips of the detection probe wheel transmits a second ultrasonic signal, and respectively receives a second rail bottom echo signal, and determines the echo signal strength of the second rail bottom echo signal; a computer device is connected to the detection probe wheel and the centering probe wheel, and is used to determine the deviation value and deviation direction of the centering probe wheel according to the first rail bottom echo signal, and determine the signal compensation value of each detection chip; according to the signal compensation value of each detection chip and the echo signal strength of the corresponding chip, determine whether the rail at the second rail bottom echo signal collection position is damaged. The present application can reduce the occurrence of the situation where a flaw detection vehicle traveling at a speed of 80km / h misses to detect rail damage.

Description

Technical Field

[0001] The present application relates to the technical field of nondestructive testing, and in particular to a system, method and computer equipment for detecting rail damage. Background Art

[0002] This section is intended to provide a background or context to the embodiments of the invention recited in the claims. No admission is made that the description herein is prior art by inclusion in this section.

[0003] The use of large rail flaw detection vehicles to conduct rapid periodic inspections of in-service lines is playing an increasingly important role in ensuring line safety. The detection capability of rail flaw detection vehicles depends largely on the alignment of ultrasonic wheel probes (hereinafter referred to as probe wheels) during rapid operation. When the rail flaw detection vehicle cannot ensure the transverse alignment of the probe wheel and the rail, the ultrasonic signal cannot effectively enter the designated area inside the rail, and there is a possibility of missed detection of damage.

[0004] As shown in Figure 1(a), when the probe wheel is used for rail flaw detection, the ideal state is to align its 0-degree ultrasonic probe with the geometric center line of the rail, that is, to center it. If there is no damage inside the rail, the ultrasonic probe can receive a relatively strong rail bottom echo (bottom wave) signal; if there is damage inside the rail, the ultrasonic probe will receive the damage echo signal, thereby detecting the damage to the rail. When the probe wheel deviates from the rail, as shown in Figure 1(b), the normal bottom wave signal strength will weaken or even disappear, making it difficult or even impossible to detect rail damage.

[0005] The existing technology generally adopts the technical method of correcting the position of the probe wheel to align it with the geometric center line of the rail to solve the problem of probe wheel centering deviation. The main technical means used include the following:

[0006] ①. Bogie-mounted flaw detection support mechanism and wheel probe technology

[0007] The maximum detection speed is 80km / h. The 2D laser rail profile data deviation measurement is used to achieve the lateral alignment between the probe wheel and the rail. The principle diagram of the laser automatic alignment system is as follows: Figure 2 For conventional railways, the laser automatic centering system can achieve 99% centering deviation within the range of -5mm to 5mm, with a standard deviation of 1.15mm.

[0008] ② Ultrasonic alignment technology based on flaw detection vehicle

[0009] The maximum detection speed is 40km / h. By changing the structure of the flaw detection vehicle, a centering probe wheel is added between the two detection probe wheels. The centering probe wheel measures the lateral deviation between the probe wheel and the rail. The actuator is a hydraulic system. An ultrasonic transducer array of 18 chips is arranged inside the centering probe wheel, such as Figure 3As shown, it is used to measure the deviation between the probe wheel and the rail, and does not have the damage detection function. By periodically scanning the array 0-degree probe, the lateral offset between the centering probe wheel and the rail is obtained, and the hydraulic system is driven to perform step deviation correction. One scan takes about 6.5ms. When the scan finds poor alignment, the system needs to confirm it through a second scan before it will perform automatic alignment. The system takes about 50ms to correct each 1 / 16″ deviation.

[0010] ③. Based on mechanical expansion wheel flaw detection vehicle and wheel probe technology

[0011] The maximum detection speed can reach 60km / h. The flaw detection vehicle is equivalent to an independent bogie, which is installed under the vehicle body, and the wheel probe is installed on the flaw detection vehicle. In order to solve the problem of the detection probe wheel deviating from the center of the rail, the flaw detection vehicle adopts an expansion wheel structure, such as Figure 4 As shown, the distance between the wheels can be adjusted according to the track gauge. Under the pressure of the tracking cylinder, the wheels are stretched outward, so that the wheel flange of the wheels is always close to the inner side of the rail head, so that the center position of the wheelset is aligned with the center of the rail. The probe wheel center and the wheelset center are in the same longitudinal plane, thus ensuring that the probe wheel center plane coincides with the rail center plane, thereby realizing the probe centering.

[0012] However, Figure 2 and Figure 3 The technical method shown is to measure the centering deviation and then use a servo motor or a driving hydraulic system to calibrate the deviation of the probe wheel. Although it solves the problem of centering deviation to a large extent, the deviation has already occurred at this time. The ultrasonic signal has weakened or even disappeared due to the centering deviation of the probe wheel, which may lead to missed detection of rail damage. Figure 4 The technology shown can meet the centering requirements when running at low speeds, but as the running speed increases, the lateral expansion force of the tracking cylinder increases significantly. Excessive lateral force is very detrimental to the safe travel of the flaw detection vehicle, and it is impossible to achieve mechanical centering of the flaw detection vehicle at a speed of 80km / h. Summary of the invention

[0013] In a first aspect, an embodiment of the present application provides a rail damage detection system for reducing the occurrence of a situation where a flaw detection vehicle traveling at a speed of 80 km / h misses detecting rail damage. The detection system includes:

[0014] A centering probe wheel comprises at least two calibration chips, one of the at least two calibration chips emits a first ultrasonic signal, each calibration chip receives a first rail bottom echo signal of the rail in response to the first ultrasonic signal, and a connecting line of the at least two calibration chips is perpendicular to the extension direction of the rail; a detection probe wheel comprises at least two detection chips, each detection chip emits a second ultrasonic signal, and respectively receives a second rail bottom echo signal of the rail in response to the second ultrasonic signal emitted by each detection chip itself, and determines the echo signal strength of the second rail bottom echo signal; a computer device is connected to the detection probe wheel and the centering probe wheel, and is used to determine the deviation value and deviation direction of the centering probe wheel according to the first rail bottom echo signal; determine the signal compensation value of each detection chip according to the deviation value, deviation direction, detection speed and the first ultrasonic signal; and determine whether the rail at the second rail bottom echo signal collection position is damaged according to the signal compensation value of each detection chip and the echo signal strength of the corresponding chip.

[0015] In a second aspect, an embodiment of the present application further provides a method for detecting rail damage, which is used to reduce the occurrence of a situation where a flaw detection vehicle traveling at a speed of 80 km / h misses detecting rail damage. The method is applied to the rail damage detection system described in the first aspect, comprising:

[0016] Acquire a first rail bottom echo signal sent by the centering probe wheel, the first rail bottom echo signal is an echo signal of the rail received by each calibration chip on the centering probe wheel in response to a first ultrasonic signal, the first ultrasonic signal is emitted by one calibration chip on at least two calibration chips of the centering probe wheel, and a connecting line of the at least two calibration chips is perpendicular to an extension direction of the rail; acquire a second rail bottom echo signal sent by the detection probe wheel, the second rail bottom echo signal is an echo signal of the rail received by each detection chip on the detection probe wheel in response to a second ultrasonic signal emitted by each detection chip itself, and determine the echo signal strength of the second rail bottom echo signal; determine a deviation value and a deviation direction of the centering probe wheel according to the first rail bottom echo signal; determine a signal compensation value of each detection chip according to the deviation value, the deviation direction, the detection speed and the first ultrasonic signal; determine whether the rail at the second rail bottom echo signal collection position is damaged according to the signal compensation value of each detection chip and the echo signal strength of the corresponding chip.

[0017] In a third aspect, the embodiment of the present application further provides a computer device for reducing the occurrence of a situation where a flaw detection vehicle traveling at a speed of 80 km / h misses detecting rail damage, the computer device comprising:

[0018] The deviation measurement unit is used to obtain the first rail bottom echo signal sent by the centering probe wheel, the first rail bottom echo signal is the echo signal of the rail to the first ultrasonic signal received by each calibration chip on the centering probe wheel, the first ultrasonic signal is emitted by one calibration chip on at least two calibration chips of the centering probe wheel, and the connection line of the at least two calibration chips is perpendicular to the extension direction of the rail; the ultrasonic flaw detection operation unit is used to obtain the second rail bottom echo signal sent by the detection probe wheel, determine the echo signal strength of the second rail bottom echo signal, the second rail bottom echo signal is the echo signal of the rail to the first ultrasonic signal received by each detection chip on the detection probe wheel The echo signal of the second ultrasonic signal emitted by each detection chip itself; the deviation measurement unit is also used to determine the deviation value and deviation direction of the centering detection wheel according to the first rail bottom echo signal; the ultrasonic signal automatic compensation unit is used to determine the signal compensation value of each detection chip according to the deviation value, deviation direction, detection speed and the first ultrasonic signal determined by the deviation measurement unit; the ultrasonic flaw detection operation unit is used to determine whether the rail at the second rail bottom echo signal collection position is damaged according to the signal compensation value of each detection chip determined by the ultrasonic signal automatic compensation unit and the echo signal strength of the corresponding chip.

[0019] In a fourth aspect, an embodiment of the present application further provides another computer device for reducing the occurrence of a situation where a flaw detection vehicle traveling at a speed of 80 km / h misses detection of rail damage. The computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, a method for detecting rail damage is implemented.

[0020] In a fifth aspect, an embodiment of the present application further provides a computer-readable storage medium for reducing the occurrence of a situation where a flaw detection vehicle traveling at a speed of 80 km / h misses detecting rail damage, and the computer-readable storage medium stores a computer program for executing a method for detecting rail damage.

[0021] In the embodiment of the present application, by integrating the centering probe wheel and adopting the deviation measurement and signal compensation technology, it is achieved that the ultrasonic signal strength of the high-speed large-scale rail flaw detection vehicle is completely free of signal loss caused by the centering deviation of the probe wheel at a detection speed of 80km / h, and the rail damage detection system can more accurately provide the rail bottom echo signal reflecting the state of the rail, thereby improving the detection rate of the rail flaw detection vehicle. In this way, on the one hand, it is possible to timely discover the internal damage of the small rails, and the competent department can promptly carry out rail maintenance and treatment, effectively ensuring the quality and safety of the service rails; on the other hand, it improves the application effect of large-scale rail flaw detection vehicles, promotes the process of high-speed automated detection equipment replacing manual hand-push detection equipment, and reduces labor costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0023] FIG1( a ) is a schematic diagram of a rail bottom echo signal received by a probe wheel when the probe wheel is in a centering position in the prior art;

[0024] FIG1( b ) is a schematic diagram of a rail bottom echo signal received by a probe wheel when the probe wheel is in a misaligned position in the prior art;

[0025] Figure 2 It is a schematic diagram of a laser automatic centering system in the prior art;

[0026] Figure 3 It is a schematic diagram of the array ultrasonic centering principle in the prior art;

[0027] Figure 4 It is a schematic diagram of the mechanical expansion wheel structure of a rail flaw detection vehicle in the prior art;

[0028] Figure 5 This is a schematic diagram of the structure of a rail damage detection system in an embodiment of the present application;

[0029] Figure 6 This is a structural schematic diagram of a centering probe wheel in an embodiment of the present application;

[0030] Figure 7 This is a flow chart of a method for detecting rail damage in an embodiment of the present application;

[0031] FIG8( a ) is a schematic diagram showing the principle of ultrasonic deviation measurement of a centering probe wheel in a centering position in an embodiment of the present application;

[0032] FIG8( b ) is a schematic diagram showing the principle of ultrasonic deviation measurement of a centering probe wheel in a misaligned position in an embodiment of the present application;

[0033] Fig. 9 A schematic diagram of the relationship between a middle 0-degree wafer lateral deviation and echo energy in an embodiment of the present application;

[0034] Fig.10 This is a schematic diagram of a speed effect in an embodiment of the present application;

[0035] Fig.11 It is a structural schematic diagram of a computer device in an embodiment of the present application. DETAILED DESCRIPTION

[0036] In order to make the purpose, technical solution and advantages of the embodiments of the present application more clear, the embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Here, the illustrative embodiments of the present application and their descriptions are used to explain the present application, but are not intended to limit the present application.

[0037] The present application embodiment provides a rail damage detection system, such as Figure 5 As shown, the detection system includes:

[0038] The centering probe wheel includes at least two calibration chips, one of the at least two calibration chips transmits a first ultrasonic signal, each calibration chip receives a first rail bottom echo signal of the rail in response to the first ultrasonic signal, and the connecting line of the at least two calibration chips is perpendicular to the extension direction of the rail.

[0039] It should be noted that the calibration chip is a 0-degree chip with a deflection angle of 0 degree, and multiple 0-degree chips are located on a straight line perpendicular to the extension direction of the rail. Figure 6 As shown in FIG. 1 , it is a schematic diagram of the centering probe wheel. In addition, at least two detection chips can be arranged on the centering probe wheel, such as Figure 6 The at least two chips with a deflection angle of 70 degrees shown have the same function as the detection chip on the detection probe wheel, and can be used to emit a second ultrasonic signal, and respectively receive the second rail bottom echo signal of the second ultrasonic signal emitted by the rail for each detection chip itself, and determine the echo signal strength of the second rail bottom echo signal. In other words, the centering probe wheel can be used as a detection probe wheel to realize the detection function realized by the detection probe wheel. There is no signal crosstalk between the chips on the centering probe wheel, and there is no fixed echo. Figure 6 Two wafers with a tilt of 70 degrees and three wafers with a tilt of 0 degrees are given as an example, namely an inner 0 degree wafer, a middle 0 degree wafer and an outer 0 degree wafer.

[0040] In one implementation of the embodiment of the present application, the calibration wafer may be composed of a wafer array, that is, each calibration wafer may be expanded into a plurality of 0-degree array wafers.

[0041] In one implementation of the embodiment of the present application, when the centering probe wheel and the rail are in the centering position, one of the at least two calibration wafers is aligned with the geometric center line of the rail, that is, Figure 6The middle 0 degree chip shown in . In the embodiment of the present application, an ultrasonic signal can be emitted by a calibration chip aligned with the geometric center line of the rail. The middle 0 degree chip is in the center position, and the maximum rail bottom echo signal can be obtained. When the middle 0 degree chip is not centered, the rail bottom echo signal decreases. By changing the rail bottom echo signal of the middle 0 degree chip, it can be accurately determined whether the rail flaw detection vehicle is centered. The mode of using the middle 0 degree chip for ultrasonic signal excitation and the middle, inner and outer 0 degree chips for receiving can achieve a 4KHz frequency scanning.

[0042] In one implementation of the embodiment of the present application, the number of centering probe wheels is not limited to one, and can be multiple, and multiple centering probe wheels are arranged between the detection probe wheels on both sides of the rail flaw detection vehicle. In addition, the centering probe wheel is also integrated into any one or more detection probe wheels. The line connecting the centering probe wheel and the detection probe wheel is perpendicular to the extension direction of the rail.

[0043] At the same time, considering the detection speed requirement of 80km / h, a heat exchange copper block can be set inside the centering probe wheel, and a temperature control hose can be configured outside. The temperature control hose is respectively connected to the heat exchange copper block and the probe wheel temperature control system on the rail flaw detection vehicle. The probe wheel temperature control system controls the temperature of the heat exchange copper block through the temperature control hose, thereby realizing temperature control inside the centering probe wheel and eliminating the echo energy changes caused by temperature differences.

[0044] The detection probe wheel includes at least two detection chips, each of which emits a second ultrasonic signal and respectively receives a second rail bottom echo signal of the rail in response to the second ultrasonic signal emitted by each detection chip itself, and determines the echo signal strength of the second rail bottom echo signal.

[0045] The computer device is connected to the detection probe wheel and the centering probe wheel, and is used to determine the deviation value and deviation direction of the centering probe wheel according to the first rail bottom echo signal; determine the signal compensation value of each detection chip according to the deviation value, deviation direction, detection speed and the first ultrasonic signal; and determine whether the rail at the second rail bottom echo signal collection position is damaged according to the signal compensation value of each detection chip and the echo signal strength of the corresponding chip.

[0046] In the embodiment of the present application, by integrating the centering probe wheel and adopting the deviation measurement and signal compensation technology, it is achieved that the ultrasonic signal strength of the high-speed large-scale rail flaw detection vehicle is completely free of signal loss caused by the centering deviation of the probe wheel at a detection speed of 80km / h, and the rail damage detection system can more accurately provide the rail bottom echo signal reflecting the state of the rail, thereby improving the detection rate of the rail flaw detection vehicle. In this way, on the one hand, it is possible to timely discover the internal damage of the small rails, and the competent department can promptly carry out rail maintenance and treatment, effectively ensuring the quality and safety of the service rails; on the other hand, it improves the application effect of large-scale rail flaw detection vehicles, promotes the process of high-speed automated detection equipment replacing manual hand-push detection equipment, and reduces labor costs.

[0047] The present application also provides a method for detecting rail damage, which is applied to the aforementioned rail damage detection system. Figure 7 As shown, the method includes steps 701 to 705:

[0048] Step 701: Acquire the first rail bottom echo signal sent by the centering probe wheel.

[0049] Among them, the first rail bottom echo signal is the echo signal of the rail to the first ultrasonic signal received by each calibration chip on the centering probe wheel. The first ultrasonic signal is emitted by one of the at least two calibration chips of the centering probe wheel, and the connecting line of at least two calibration chips is perpendicular to the extension direction of the rail.

[0050] In the embodiment of the present application, the first ultrasonic signal can be emitted by any calibration chip, and can also be emitted by the calibration chip that is aligned with the geometric center line of the rail when in the centering position.

[0051] Step 702: Acquire the second rail bottom echo signal sent by the detection probe wheel, and determine the echo signal strength of the second rail bottom echo signal.

[0052] The second rail bottom echo signal is an echo signal of the second ultrasonic signal emitted by each detection chip on the detection probe wheel and received by the rail.

[0053] In the embodiment of the present application, each detection chip emits a second ultrasonic signal and receives an echo signal of the second ultrasonic signal emitted by the rail itself, and the echo signal is the second rail bottom echo signal. Since the centering probe wheel can also realize the function of the detection probe wheel, the detection chip on the centering probe wheel, i.e. Figure 6 The two chips deflected by 70 degrees shown in the figure send out a second ultrasonic signal, and the detection chips each receive a second rail bottom echo signal which is a reflection of the second ultrasonic signal sent out by the rail.

[0054] Step 703: Determine the deviation value and deviation direction of the centering probe wheel according to the first rail bottom echo signal.

[0055] The deviation value is determined according to the following method: determining the amplitude of the first rail bottom echo signal; matching the amplitude of the first rail bottom echo signal with the correspondence between the deviation values ​​of different calibration chips and the amplitude of the rail bottom echo signal measured in advance, determining the deviation value of the centering probe wheel that receives the first rail bottom echo signal, and realizing the measurement of the lateral deviation between the centering probe wheel and the rail. The correspondence between the deviation values ​​of different calibration chips and the amplitude of the rail bottom echo signal includes the correspondence between the different deviation values ​​of each calibration chip and the amplitude of the rail bottom echo signal. For example, for Figure 6The alignment probe wheel includes a middle 0-degree chip, an inner 0-degree chip and an outer 0-degree chip. The corresponding relationship between different calibration chip deviation values ​​and the amplitude of the track bottom echo signal includes: the corresponding relationship between different deviation values ​​and amplitudes of the middle 0-degree chip, the corresponding relationship between different deviation values ​​and amplitudes of the inner 0-degree chip and the corresponding relationship between different deviation values ​​and amplitudes of the outer 0-degree chip.

[0056] The deviation direction is determined according to the following method: determine the signal strength of the first rail bottom echo signal; compare the strength of the first rail bottom echo signal with the reference signal strength, the reference signal being the echo signal of the rail received by each calibration chip for the first ultrasonic signal, measured when the centering probe wheel and the rail are in the centering position.

[0057] If the intensity of the first rail bottom echo signal is equal to the reference signal intensity, it is determined that the centering probe wheel is not deviated.

[0058] If the intensity of the first rail bottom echo signal is not equal to the reference signal intensity, the centering probe wheel is offset to the calibration chip side where the intensity of the first rail bottom echo signal received is less than the reference signal intensity, except for the calibration chip that transmits the first ultrasonic signal; or, if the intensity of the first rail bottom echo signal is not equal to the reference signal intensity, the centering probe wheel is offset to the opposite side of the calibration chip where the intensity of the first rail bottom echo signal received is less than the reference signal intensity, except for the calibration chip that transmits the first ultrasonic signal.

[0059] by Figure 6 Taking the three calibration chips in the middle as an example, as shown in Figure 8(a), when the centering probe wheel and the rail are in the centering position, the middle 0-degree chip receives the maximum rail bottom echo energy. The relationship between the deviation of the middle 0-degree chip and the rail bottom echo energy is as follows: Fig. 9 As shown in FIG8(b), both the inner 0-degree chip and the outer 0-degree chip can receive the rail bottom echo. If the first rail bottom echo signal received by the middle 0-degree chip, the inner 0-degree chip and the outer 0-degree chip is equal to the reference signal strength of the three calibration chips measured in advance during the centering, it indicates that the rail flaw detection vehicle is still in the centering position. When the centering probe wheel deviates to the outside, as shown in FIG8(b), the energy of the rail bottom echo received by the middle 0-degree chip and the outer 0-degree chip decreases, and the energy of the echo received by the inner 0-degree chip increases. When the centering probe wheel deviates to the inside, the energy of the rail bottom echo received by the middle 0-degree chip and the inner 0-degree chip decreases, and the energy of the echo received by the outer 0-degree chip increases. In this way, by judging the changes in the rail bottom echo of the middle 0-degree chip, the inner 0-degree chip and the outer 0-degree chip, the deviation direction of the centering probe wheel and the rail can be judged.

[0060] Step 704: determine a signal compensation value for each detection chip according to the deviation value, the deviation direction, the detection speed, and the first ultrasonic signal.

[0061] Specifically, the deviation value, deviation direction, detection speed and first ultrasonic signal are matched with the preset correspondence between different deviation values, different deviation directions, different detection speeds, different first ultrasonic signals and different signal compensation values ​​to determine the signal compensation value of each detection chip corresponding to the deviation value, deviation direction, detection speed and first ultrasonic signal. The signal compensation value of each detection chip is different, and the signal compensation value corresponding to each detection chip needs to be used to compensate the second rail bottom echo signal measured by the detection chip.

[0062] In a scanning cycle, the detection chip transmits the ultrasonic signal and receives the ultrasonic echo signal. Considering the operation of the rail flaw detection vehicle, the detection chip has moved a certain distance, causing some ultrasonic echoes to be unable to be received by the detection chip, resulting in a certain echo energy loss. Therefore, the speed effect needs to be considered when pre-measuring the corresponding relationship between the signal compensation value, deviation value, deviation direction, detection speed, and the first ultrasonic signal. Fig.10 , which is a schematic diagram of a speed effect provided in an embodiment of the present application. Fig.10 In the figure, the darker downward arrow on the left is the ultrasonic signal propagating to the rail at the previous moment, and the lighter upward arrow on the right is the echo signal propagating to the detection chip at the next moment.

[0063] During the detection process, the working environment of the detection probe wheel and the centering probe wheel is the same, and they are always kept in synchronization in the longitudinal direction of the rail. Therefore, the deviation value of the centering probe wheel is determined according to the signal strength change of the centering probe wheel calibration chip, and the deviation value of the centering probe wheel is also the deviation value of the detection probe wheel. Then, according to the corresponding relationship between the ultrasonic signal value of each channel of the detection probe wheel and the set deviation value, deviation direction and other parameters, the ultrasonic signal compensation value of each channel of the detection probe wheel is determined, which solves the signal loss problem caused by the centering deviation of the probe wheel at the detection speed of 80km / h.

[0064] Step 705: Determine whether the rail at the second rail bottom echo signal collection position is damaged according to the signal compensation value of each detection chip and the echo signal strength of the corresponding chip.

[0065] The sum of the signal compensation value and the intensity of the second rail bottom echo signal received by the corresponding detection chip is taken as the intensity of the rail bottom echo signal that the detection chip should receive when in the center position, and then the intensity of the rail bottom echo signal that the detection chip should receive is used to determine whether the rail at the second rail bottom echo signal collection position is damaged.

[0066] It should be noted that determining whether the rail at the signal collection location is damaged based on signal strength is a mature technical means in the prior art, and its specific implementation method will not be described in detail here.

[0067] In the embodiment of the present application, by integrating the centering probe wheel and adopting the deviation measurement and signal compensation technology, it is achieved that the ultrasonic signal strength of the high-speed large-scale rail flaw detection vehicle is completely free of signal loss caused by the centering deviation of the probe wheel at a detection speed of 80km / h, and the rail damage detection system can more accurately provide the rail bottom echo signal reflecting the state of the rail, thereby improving the detection rate of the rail flaw detection vehicle. In this way, on the one hand, it is possible to timely discover the internal damage of the small rails, and the competent department can promptly carry out rail maintenance and treatment, effectively ensuring the quality and safety of the service rails; on the other hand, it improves the application effect of large-scale rail flaw detection vehicles, promotes the process of high-speed automated detection equipment replacing manual hand-push detection equipment, and reduces labor costs.

[0068] The present application also provides a computer device, such as Fig.11 As shown, the computer device 1100 includes a deviation measurement unit 1101 , an ultrasonic flaw detection operation unit 1102 , and an ultrasonic signal automatic compensation unit 1103 .

[0069] Among them, the deviation measurement unit 1101 is used to obtain the first rail bottom echo signal sent by the centering probe wheel, the first rail bottom echo signal is the echo signal of the rail for the first ultrasonic signal received by each calibration chip on the centering probe wheel, the first ultrasonic signal is emitted by one of the at least two calibration chips of the centering probe wheel, and the connecting line of the at least two calibration chips is perpendicular to the extension direction of the rail.

[0070] The ultrasonic flaw detection operation unit 1102 is used to obtain the second rail bottom echo signal sent by the detection probe wheel and determine the echo signal strength of the second rail bottom echo signal. The second rail bottom echo signal is the echo signal of the second ultrasonic signal emitted by each detection chip itself and received by the rail on the detection probe wheel.

[0071] The deviation measuring unit 1101 is also used to determine the deviation value and deviation direction of the centering probe wheel according to the first rail bottom echo signal.

[0072] The ultrasonic signal automatic compensation unit 1103 is used to determine the signal compensation value of each detection chip according to the deviation value, deviation direction, detection speed and the first ultrasonic signal determined by the deviation measurement unit 1101.

[0073] The ultrasonic flaw detection operation unit 1102 is used to determine whether the rail at the second rail bottom echo signal collection position is damaged according to the signal compensation value of each detection chip determined by the ultrasonic signal automatic compensation unit 1103 and the echo signal strength of the corresponding chip.

[0074] In one implementation of the embodiment of the present application, the deviation measuring unit 1101 is used to:

[0075] Determine the amplitude of the first track bottom echo signal;

[0076] The amplitude of the first rail bottom echo signal is matched with the correspondence between the pre-measured deviation values ​​of different calibration wafers and the amplitude of the rail bottom echo signal to determine the deviation value of the centering probe wheel that receives the first rail bottom echo signal.

[0077] In one implementation of the embodiment of the present application, the deviation measuring unit 1101 is used to:

[0078] Determine the signal strength of the first track bottom echo signal;

[0079] Compare the intensity of the first rail bottom echo signal with the intensity of a reference signal, where the reference signal is the echo signal of the rail received by each calibration chip for the first ultrasonic signal, measured when the centering probe wheel and the rail are in the centering position;

[0080] If the intensity of the first rail bottom echo signal is equal to the reference signal intensity, it is determined that the centering probe wheel has not deviated;

[0081] If the intensity of the first rail bottom echo signal is not equal to the reference signal intensity, the centering probe wheel is offset to the calibration chip side where the intensity of the first rail bottom echo signal received is less than the reference signal intensity, except for the calibration chip that transmits the first ultrasonic signal; or, if the intensity of the first rail bottom echo signal is not equal to the reference signal intensity, the centering probe wheel is offset to the opposite side of the calibration chip where the intensity of the first rail bottom echo signal received is less than the reference signal intensity, except for the calibration chip that transmits the first ultrasonic signal.

[0082] In one implementation of the embodiment of the present application, the ultrasonic signal automatic compensation unit 1103 is used to:

[0083] The deviation value, deviation direction, detection speed and first ultrasonic signal are used to match the corresponding relationship between different preset deviation values, different deviation directions, different detection speeds, different first ultrasonic signals and different signal compensation values ​​to determine the signal compensation value of each detection chip corresponding to the deviation value, deviation direction, detection speed and first ultrasonic signal.

[0084] In the embodiment of the present application, by integrating the centering probe wheel and adopting the deviation measurement and signal compensation technology, it is achieved that the ultrasonic signal strength of the high-speed large-scale rail flaw detection vehicle is completely free of signal loss caused by the centering deviation of the probe wheel at a detection speed of 80km / h, and the rail damage detection system can more accurately provide the rail bottom echo signal reflecting the state of the rail, thereby improving the detection rate of the rail flaw detection vehicle. In this way, on the one hand, it is possible to timely discover the internal damage of the small rails, and the competent department can promptly carry out rail maintenance and treatment, effectively ensuring the quality and safety of the service rails; on the other hand, it improves the application effect of large-scale rail flaw detection vehicles, promotes the process of high-speed automated detection equipment replacing manual hand-push detection equipment, and reduces labor costs.

[0085] An embodiment of the present application also provides a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements any of the methods described in steps 701 to 705 and various implementation methods thereof.

[0086] The embodiment of the present application also provides a computer-readable storage medium, which stores a computer program for executing steps 701 to 705 and various implementation methods thereof.

[0087] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0088] The present application is described with reference to the flowchart and / or block diagram of the method, device (system) and computer program product according to the embodiment of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, and the combination of the process and / or box in the flowchart and / or block diagram can be realized by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device produce a device for realizing the function specified in one process or multiple processes in the flowchart and / or one box or multiple boxes in the block diagram.

[0089] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device that implements the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0090] These computer program instructions may also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, whereby the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one or more processes in the flowchart and / or one or more boxes in the block diagram.

[0091] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present application. It should be understood that the above description is only a specific embodiment of the present application and is not intended to limit the scope of protection of the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A rail damage detection system, characterized in that: The detection system comprises: The centering probe wheel comprises at least two calibration chips, one of the at least two calibration chips transmits a first ultrasonic signal, each calibration chip receives a first rail bottom echo signal of the rail in response to the first ultrasonic signal, and a connecting line of the at least two calibration chips is perpendicular to an extending direction of the rail; The detection wheel includes at least two detection chips, each of which emits a second ultrasonic signal, and respectively receives a second rail bottom echo signal of the rail in response to the second ultrasonic signal emitted by each detection chip, and determines the echo signal strength of the second rail bottom echo signal; The computer device is connected to the detection probe wheel and the centering probe wheel, and is used to determine the deviation value and deviation direction of the centering probe wheel according to the first rail bottom echo signal; determine the signal compensation value of each detection chip according to the deviation value, deviation direction, detection speed and the first ultrasonic signal; and determine whether the rail at the second rail bottom echo signal collection position is damaged according to the signal compensation value of each detection chip and the echo signal strength of the corresponding chip.

2. The detection system according to claim 1, characterized in that: The calibration wafer consists of an array of wafers.

3. The detection system according to claim 1 or 2, characterized in that: When the centering probe wheel and the rail are in the centering position, one of the at least two calibration wafers is aligned with the geometric center line of the rail.

4. The detection system according to claim 3, characterized in that: The first ultrasonic signal is emitted by a calibration wafer aligned with the geometric centerline of the rail.

5. The detection system according to claim 1 or 2, characterized in that: The number of the centering probe wheel is at least one, which is arranged between the detection probe wheels on both sides of the rail flaw detection vehicle.

6. The detection system according to claim 1 or 2, characterized in that: The centering probe wheel is integrated into any one or more detection probe wheels.

7. The detection system according to claim 1, characterized in that: The centering probe wheel also includes: A heat exchange copper block is arranged inside the centering probe wheel, and a temperature control hose is arranged outside the centering probe wheel. The temperature control hose is respectively connected to the heat exchange copper block and the probe wheel temperature control system on the rail flaw detection vehicle. The probe wheel temperature control system controls the temperature of the heat exchange copper block through the temperature control hose, thereby controlling the temperature of the centering probe wheel.

8. A method for detecting rail damage, applied to the rail damage detection system according to any one of claims 1 to 7, characterized in that: The method comprises: Acquire a first rail bottom echo signal sent by the centering probe wheel, the first rail bottom echo signal is an echo signal of the rail for a first ultrasonic signal received by each calibration chip on the centering probe wheel, the first ultrasonic signal is sent by one calibration chip on at least two calibration chips of the centering probe wheel, and the connecting line of the at least two calibration chips is perpendicular to the extension direction of the rail; Acquire the second rail bottom echo signal sent by the detection probe wheel, and determine the echo signal strength of the second rail bottom echo signal, wherein the second rail bottom echo signal is an echo signal of the second ultrasonic signal emitted by each detection chip and received by the rail on the detection probe wheel; Determine the deviation value and deviation direction of the centering probe wheel according to the first rail bottom echo signal; Determine a signal compensation value for each detection chip according to the deviation value, the deviation direction, the detection speed and the first ultrasonic signal; Whether the rail at the second rail bottom echo signal collection position is damaged is determined according to the signal compensation value of each detection chip and the echo signal strength of the corresponding chip.

9. The method according to claim 8, characterized in that Determine the deviation value of the centering probe wheel according to the first rail bottom echo signal, including: Determine the amplitude of the first track bottom echo signal; The amplitude of the first rail bottom echo signal is matched with the correspondence between the pre-measured deviation values ​​of different calibration wafers and the amplitude of the rail bottom echo signal to determine the deviation value of the centering probe wheel that receives the first rail bottom echo signal.

10. The method according to claim 8, characterized in that Determine the deviation direction of the centering probe wheel according to the first rail bottom echo signal, including: Determine the signal strength of the first track bottom echo signal; Compare the intensity of the first rail bottom echo signal with the intensity of a reference signal, where the reference signal is the echo signal of the rail received by each calibration chip for the first ultrasonic signal, measured when the centering probe wheel and the rail are in the centering position; If the intensity of the first rail bottom echo signal is equal to the reference signal intensity, it is determined that the centering probe wheel has not deviated; If the intensity of the first rail bottom echo signal is not equal to the reference signal intensity, the centering probe wheel will offset to the calibration chip side where the intensity of the first rail bottom echo signal received is less than the reference signal intensity, except for the calibration chip that transmits the first ultrasonic signal; or, if the intensity of the first rail bottom echo signal is not equal to the reference signal intensity, the centering probe wheel will offset to the opposite side of the calibration chip where the intensity of the first rail bottom echo signal received is less than the reference signal intensity, except for the calibration chip that transmits the first ultrasonic signal.

11. The method according to claim 8, characterized in that The step of determining the signal compensation value of each detection chip according to the deviation value, the deviation direction, the detection speed and the first ultrasonic signal comprises: The deviation value, deviation direction, detection speed and first ultrasonic signal are used to match the corresponding relationship between different preset deviation values, different deviation directions, different detection speeds, different first ultrasonic signals and different signal compensation values, so as to determine the signal compensation value of each detection chip corresponding to the deviation value, deviation direction, detection speed and first ultrasonic signal.

12. A computer device, characterized in that: The computer device comprises: The deviation measuring unit is used to obtain a first rail bottom echo signal sent by the centering probe wheel, the first rail bottom echo signal is an echo signal of the rail for a first ultrasonic signal received by each calibration chip on the centering probe wheel, the first ultrasonic signal is sent by one calibration chip on at least two calibration chips of the centering probe wheel, and the connecting line of the at least two calibration chips is perpendicular to the extension direction of the rail; The ultrasonic flaw detection operation unit is used to obtain the second rail bottom echo signal sent by the detection probe wheel and determine the echo signal strength of the second rail bottom echo signal, where the second rail bottom echo signal is the echo signal of the second ultrasonic signal emitted by each detection chip and received by the rail on the detection probe wheel; The deviation measuring unit is also used to determine the deviation value and deviation direction of the centering probe wheel according to the first rail bottom echo signal; an ultrasonic signal automatic compensation unit, used to determine a signal compensation value of each detection wafer according to the deviation value, deviation direction, detection speed and the first ultrasonic signal determined by the deviation measurement unit; The ultrasonic flaw detection operation unit is used to determine whether the rail at the second rail bottom echo signal collection position is damaged according to the signal compensation value of each detection chip determined by the ultrasonic signal automatic compensation unit and the echo signal strength of the corresponding chip.

13. A computer device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 8 to 11 is implemented.

14. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program for executing the method according to any one of claims 8 to 11.

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