A method for forming a management map of a rail flaw detection vehicle

Abstract

The present invention discloses a method for forming a management map of a rail flaw detection vehicle, which includes the following steps: a ground map computer is used to edit and establish a railway line database, manage the running path of the rail flaw detection vehicle, collect the track lines formed by the on-vehicle map computer of the rail flaw detection vehicle, and generate a railway line vector map; the rail flaw playback and analysis computer automatically locates the damage of the B-mode map for rail flaw detection by communicating with and calling the ground map computer; the on-vehicle map computer obtains satellite positioning data and mileage pulse data through a positioning measurement system, forms a track line from the satellite positioning data, and associates the mileage pulse data with the positioning of the rail flaw detection B-mode map. The present invention can solve the technical problems that the existing flaw detection vehicle depends on manual input of reference objects for positioning during each operation, resulting in high manual labor intensity, large positioning errors, and frequent missed reports during on-site review.

Description

Technical Field

[0001] The present invention relates to the technical field of track engineering, and particularly to a method for forming a management map applied to a rail flaw detection vehicle. Background Art

[0002] Existing rail flaw detection vehicles form B-scan images through ultrasonic flaw detection. During the detection operation, manual keyboard input is used to align with reference objects such as kilometer markers, utility poles, and tunnels beside the track with the ground. After the detection is completed, the detected B-scan images are analyzed on the ground. After diagnosing the damage, the on-site personnel are notified for recheck to confirm whether maintenance is required. The B-scan images rely on reference objects and pulse distances for positioning. Due to the high running speed of the rail flaw detection vehicle, the manual input of reference objects for positioning is inaccurate, the recheck line range is large, the labor intensity of the detection personnel and the recheck personnel is high, and the flaw detection management is difficult.

[0003] In recent years, with the continuous advancement of railway informatization work, a large number of self-developed software has emerged in the field of railway engineering. During the development of railway industry software, the display of railway line positions on a plan view is a very important link, which is the most direct means to display engineering information and understand the line conditions. The display of railway line positions on a map relies on GIS (Geographic Information System) technology. If developed under a professional GIS system, not only is the purchase price of the GIS software expensive and the maintenance investment large, but also the development difficulty and the requirements for developers are very high. For self-developed small and medium-sized software systems, the cost of such purchase, development, and operation and maintenance is difficult to bear. Currently, many Internet companies have launched civilian GIS systems, that is, map services, and provided APIs (Application Programming Interfaces) for developers to carry out secondary development. Many software uses these APIs of map services for customized development and embeds railway line positions into third-party GIS maps. However, this method also has limitations. Since the third-party GIS maps are not specifically oriented to the railway industry, the support for the representation method of railway line plans is not perfect. In the railway line plan drawings drawn using the provided APIs, the line styles and some railway-specific information cannot be well presented. Moreover, since the map APIs of each company are not compatible, if you want to switch to another company's map service, all the development work has to be redone.

[0004] Currently, the main technical solutions relatively related to the present invention in the prior art are mainly the following several types:

[0005] The prior art 1 is a Chinese invention application filed by China Railway Design Corporation on February 1, 2018 and published on September 21, 2018, with the publication number CN108563673A. This invention application discloses a method for embedding railway line positions on a GIS map, including the following steps: start, create a map layer, create a drawing layer, request map data, draw the map, request drawing data, draw key points, connect key points, draw railway information identifiers, draw buildings, layer superposition, end. This invention enables developers to draw elements such as railway lines, railway information identifiers, and buildings in a standard style on a drawing layer without relying on third-party services, and allows these elements to respond to events on the user interface to achieve a more rich interactive effect. Another significant advantage is that when changing to another map service provider, the development work on the drawing layer does not need to be redone, and only the corresponding API of the map layer needs to be changed, greatly improving the development flexibility and reducing the repetitive workload of development. This invention application provides a programming method for embedding line positions on a GIS map, where the railway is connected by lines through key points. However, due to the small number of key points, the map accuracy is insufficient, and in addition, there is no railway line data in the map data.

[0006] The prior art 2 is a Chinese invention application filed by Guangzhou Guotie Tongda Technology Development Co., Ltd. on May 22, 2019 and published on August 9, 2019, with the publication number CN110110030A. This invention application relates to the field of information processing technology, and particularly relates to a railway special electronic map and system. By mapping railway mileage markers to the railway line data on a digital map in a real-time positioning manner according to longitude and latitude and / or GPS (Global Positioning System), a railway special electronic map with railway markings is formed; through this invention, railway line fault information can be instantly located, understood, and processed in a timely manner, and the navigation function can be used to guide users to reach in the most reasonable way, greatly improving the efficiency of railway staff; all information on the factory, warranty, repair, inventory, age, and managers of various railway professional equipment is uniformly managed; the inventory of nearby facilities and accessories can be checked, improving the maintenance efficiency, and after maintenance, a facility maintenance management record form is formed on the mobile phone side for filing; information is shared with facility manufacturers to jointly maintain facilities and ensure railway safety; railway employee attendance can be recorded in real time to avoid inaction. This invention application provides a method for using the provided railway special electronic map to map railway mileage markers to the digital map line data in a real-time positioning manner according to longitude and latitude or GPS to form a railway special electronic map with railway markings. However, this method performs positioning on an existing electronic map and does not provide a method for generating a railway special electronic map, only showing the positioned railway line map without a railway line data structure. Summary of the Invention

[0007] In view of this, the object of the present invention is to provide a method for forming a management map of a rail flaw detector, so as to solve the technical problems that when the existing flaw detector runs each time, it relies on manual input of reference objects for positioning, resulting in high manual labor intensity, large positioning errors, and frequent missed reports during on-site review.

[0008] In order to achieve the above object of the invention, the present invention specifically provides a technical implementation scheme for a method for forming a management map of a rail flaw detector. The method for forming a management map of a rail flaw detector includes the following steps:

[0009] S100) The ground map computer inputs data of the railway line database;

[0010] S101) The ground map computer sends the data of the railway line database to the on-vehicle map computer;

[0011] S102) The on-vehicle map computer receives the data of the railway line database and displays the line map;

[0012] S103) The ground map computer sends the flaw detection plan path to the on-vehicle map computer;

[0013] S104) The on-vehicle map computer displays the flaw detection plan path;

[0014] S105) The rail flaw detector runs, and the on-vehicle map computer receives positioning data;

[0015] S106) The on-vehicle map computer forms a trajectory according to the positioning data and performs trajectory deviation correction display;

[0016] S108) The on-vehicle map computer makes a position judgment and broadcasts the position of the reference object;

[0017] S109) The on-vehicle map computer forms an inter-station trajectory file, and the rail flaw detection system records the driving path and forms a detection B-scan image;

[0018] S110) After the flaw detection task is completed, the on-vehicle map computer uploads the updated inter-station railway line data, and the ground map computer updates the railway line database;

[0019] S111) The ground map computer sends the updated railway line database, and other on-vehicle map computers update the database;

[0020] S112) The rail flaw detection playback analysis computer calls the positioning of the ground map through communication to realize the linked display of the detection B-scan image and the map.

[0021] Further, between step S106) and step S108), the following is also included:

[0022] S107) The vehicle-mounted map computer inputs and adds a reference object identifier.

[0023] Further, the process of the vehicle-mounted map computer inputting and adding a reference object identifier in step S107) includes the following steps:

[0024] When the rail flaw detector is running, add a reference object identifier by keyboard input at the current line position; or add a reference object identifier by communicating with the reference object automatic detection device.

[0025] Further, after step S112), the following is also included:

[0026] S113) The rail flaw playback analysis computer confirms the damage, and the ground map computer displays the damage location map and copies and sends it to the on-site review personnel.

[0027] Further, step S113) includes the following process:

[0028] After the on-site review personnel review according to the damage location map, return the confirmation result to the ground map computer through the terminal device, and the ground map computer displays the rail damage point in a warning color.

[0029] Further, the process of entering the railway line database in step S100) includes the following steps:

[0030] Establish a railway line database, and the input data includes line data and station data.

[0031] The line data includes the line name, the sequence of line station names, and the junction station, which constitute the railway line network structure; in the line data, the sequence of station names goes from top to bottom, corresponding to the railway downward direction.

[0032] The station data includes the geographical coordinates, kilometer marks, and station index information of each station. The station coordinates are the coordinates of the railway station center on the map line track, that is, the intersection point of the actual station center point and the perpendicular line of the line track. The station index information is used to search for the stored station picture files and station name voice files.

[0033] After establishing the railway line database, the ground map computer displays the station positions according to the geographical coordinates of the stations provided by the railway line database, and displays the lines between the stations according to the railway line network structure, forming a network structure map.

[0034] Further, the process of the ground map computer sending down the railway line database data in step S101) includes the following steps:

[0035] The in-vehicle map computer establishes communication with the ground map computer through the vehicle number, and the ground map computer sends the data of the railway line database to the in-vehicle map computer.

[0036] Further, the process of generating the line map in step S102) includes the following steps:

[0037] The in-vehicle map computer displays the site locations according to the geographical coordinates of the sites provided by the railway line database, and displays the lines between the sites according to the railway line network structure. The track data is provided by the track file in the railway line database. For the track data, the track line is displayed as a solid line, and for the line without track data, the network line representing the connection relationship between the sites is displayed as a dotted line. The line color is the base color.

[0038] Further, the process of the ground map computer sending the flaw detection plan path to the in-vehicle map computer in step S103) includes the following steps:

[0039] The ground map computer edits the planned path table, which consists of the line name and the site sequence. When changing the line, it can only be achieved through the same junction station. The ground map computer displays the planned path line diagram of the corresponding line in the planned color. The planned color is set before operation and is distinguished from the base color.

[0040] Further, the process of the in-vehicle map computer displaying the flaw detection plan path in step S104) includes the following steps:

[0041] The in-vehicle map computer displays the flaw detection plan path, including the planned path table and the planned path line diagram. The in-vehicle map computer can edit and modify the flaw detection plan path table.

[0042] Further, the process of the in-vehicle map computer receiving the positioning data of the rail flaw detector in step S105) includes any one of the following two steps:

[0043] The satellite positioning data of the rail flaw detector obtained from the satellite positioning data receiver, and the mileage pulses obtained from the rail flaw detection system.

[0044] The satellite positioning data of the rail flaw detector obtained from the satellite positioning data receiver, the kilometer marker obtained from the monitoring and recording device of the rail flaw detector, and the mileage pulses obtained from the rail flaw detection system.

[0045] Further, step S106) includes the following process:

[0046] The in-vehicle map computer forms a trajectory line based on satellite positioning data and displays it to replace the corresponding network line represented by a dotted line. When operating on an existing trajectory line, the positioning system detection error is set as the deviation correction error for trajectory deviation correction. If the distance between the satellite positioning data of the rail flaw detector and the existing trajectory is within the deviation correction error, it is displayed on the existing trajectory line. When it is necessary to replace an existing trajectory line, the measurement mode is entered and no trajectory deviation correction display is performed. The driving through the trajectory line is displayed in the driving color, which is set before operation and is distinguished from the planned color and the base color.

[0047] Further, the step S108) further includes the following process:

[0048] The in-vehicle map computer makes a position judgment. A position deviation value greater than the deviation correction error value is set before operation. When the distance between the satellite positioning data and the reference object is within the position deviation value, it is determined that the reference object has been passed, and reminder display and voice broadcast are performed according to the reference object index information. When passing through a station, further precise positioning is carried out, and the distance between the satellite positioning data and the station is continuously calculated. When the distance is the minimum value, the positioning data is sent to the rail flaw detection system as the station information.

[0049] Further, the step S109) includes the following process:

[0050] After the in-vehicle map computer forms a trajectory file between stations, it calculates the kilometer post distance and the mileage pulse distance between stations. The kilometer post distance is obtained by taking the absolute value of the difference between the kilometer posts of the two stations, and the mileage pulse distance is obtained by taking the absolute value of the difference between the mileage pulse numbers of the two stations. The trajectory file, the kilometer post distance, and the mileage pulse distance are stored in the inter-station line database.

[0051] Further, the step S110) includes the following process:

[0052] After receiving the update information from the in-vehicle map computer, the ground map computer generates a general ground map by summarizing it in its database. The lines on the ground map can be edited. When it is necessary to delete a line between two stations, first delete the trajectory file of the line, and then delete the station names of the line.

[0053] Further, the step S111) includes the following process:

[0054] The ground map computer records the database versions of all in-vehicle map computers and distributes them to other in-vehicle map computers with non-current versions.

[0055] Further, the step S112) includes the following process:

[0056] During the playback analysis of rail flaw detection, the B-scan image of rail flaw detection is displayed with the mileage pulse number as the coordinate, and the driving path record is included in the B-scan image of rail flaw detection. The computer for playback analysis of rail flaw detection sends the current mileage pulse number N and the driving path information to the ground map computer, and calls the ground map to locate the position of the current point on the corresponding line of the driving path and display it. The ground map computer uses the recently passed station as the position synchronization point, and calculates the position S of the current point N on the ground map according to the following formula N :

[0057]

[0058] where the kilometer mark of the recently passed station is S 1 , the mileage pulse number is N 1 , the distance between the kilometer marks of the front and rear stations is ΔS, and the mileage pulse distance is ΔN.

[0059] When the computer for playback analysis of rail flaw detection sends the information of displaying or clearing the driving path to the ground map computer, the map line display is updated accordingly.

[0060] After the ground map computer displays the driving path, when dragging the current point within the driving path, the ground map computer sends the corresponding mileage pulse number N to the computer for playback analysis of rail flaw detection, and the B-scan image of rail flaw detection moves to the current starting position for display.

[0061] By implementing the technical solution of the method for forming a management map of a rail flaw detection vehicle provided by the present invention, the following beneficial effects are obtained:

[0062] (1) For the method for forming a management map of a rail flaw detection vehicle of the present invention, according to the data during the actual operation of the rail flaw detection vehicle, the railway line trajectory map is automatically generated through a program, and various parameters such as kilometer marks and mileage pulse numbers can be provided synchronously, which is convenient for the fine automatic positioning of rail flaws of the rail flaw detection vehicle, without the need to repeatedly mark the ground line reference objects, and greatly reduces the labor intensity of the operators;

[0063] (2) For the method for forming a management map of a rail flaw detection vehicle of the present invention, through multiple methods such as satellite positioning data receiver positioning, kilometer mark positioning of locomotive monitoring devices, and mileage pulse number positioning, multi-parameter synchronous positioning is achieved, providing a means for refined line management and avoiding missed detections caused by technical and management loopholes;

[0064] (3) For the method for forming a management map of a rail flaw detection vehicle of the present invention, the management map is divided into two parts: an on-vehicle map and a ground map. The on-vehicle map is used to generate the railway line trajectory map, and the ground (management) map is used to collect the regional maps formed by the on-vehicle maps of each rail flaw detection vehicle, and the national management map is formed by integrating the regional maps, and the updated national management map is sent to the on-vehicle map, so as to realize the synchronous update of the data of the on-vehicle map and the ground map;

[0065] (4) The method for forming the management map of the rail flaw detection vehicle of the present invention provides conditions for the automated detection operation of the rail flaw detection vehicle on the line through map line positioning, and prompts the operators of the matters needing attention through voice broadcast, which is conducive to the standardization of the rail flaw detection process, realizes the digitization and visualization of the railway line management, as well as the visualization of the detection tasks and detection results. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] For the sake of citation and clarity, the technical terms, abbreviations or acronyms used hereinafter are recorded as follows:

[0067] Mileage pulse number: A rotary encoder is installed at the axle end of the wheel pair of the rail flaw detection vehicle. When a wheel with a radius of R rotates one week, the traveling distance is 2πR, corresponding to the number of pulses N output by the encoder when it rotates one week. Since the encoder reaches the mm-level accuracy and is used for the distance measurement of the flaw detection vehicle, the pulse interval (2πR / N) is used as the basic unit for positioning, and the mileage is represented by this number of pulses;

[0068] Line kilometer post: The line kilometer post represents the continuous mileage calculated from the starting point of the railway line, and one is set every kilometer;

[0069] Track: When the rail flaw detection vehicle is running, a curve formed by connecting the coordinate point sequences of the satellite positioning data of the rail flaw detection vehicle;

[0070] Type B diagram: The damage is displayed in the form of an image according to the ultrasonic detection result.

[0071] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other embodiments can be obtained according to these drawings without creative work.

[0072] Figure 1 It is the program flow chart of a specific embodiment of the method for forming the management map of the rail flaw detection vehicle of the present invention;

[0073] Figure 2 It is the schematic block diagram of the system structure composition of a specific embodiment of the rail flaw detection vehicle management map system based on the method of the present invention;

[0074] Figure 3 It is the schematic block diagram of the structure composition of the flaw detection playback analysis system of a specific embodiment of the rail flaw detection vehicle management map system based on the method of the present invention;

[0075] Figure 4It is a schematic block diagram of a positioning and measurement system of a specific embodiment of the rail flaw detection vehicle management map system based on the method of the present invention;

[0076] Figure 5 It is a schematic diagram of a display interface of a railway line network structure in a specific embodiment of the method for forming a rail flaw detection vehicle management map of the present invention;

[0077] Figure 6 It is a schematic diagram of a line display interface of an on-vehicle map in a specific embodiment of the method for forming a rail flaw detection vehicle management map of the present invention;

[0078] Figure 7 It is a schematic diagram of a method for correcting the on-vehicle map in a specific embodiment of the method for forming a rail flaw detection vehicle management map of the present invention;

[0079] Figure 8 It is a schematic diagram of a method for judging the position of a station in an on-vehicle map in a specific embodiment of the method for forming a rail flaw detection vehicle management map of the present invention;

[0080] Figure 9 It is a schematic diagram of an initial display interface of an on-vehicle map in a specific embodiment of the method for forming a rail flaw detection vehicle management map of the present invention;

[0081] Figure 10 It is a schematic diagram of a display interface of the on-vehicle map after completing the current detection in a specific embodiment of the method for forming a rail flaw detection vehicle management map of the present invention;

[0082] Figure 11 It is a schematic diagram of a final display interface formed by the on-vehicle map in a specific embodiment of the method for forming a rail flaw detection vehicle management map of the present invention;

[0083] In the figure: 1 - Rail flaw detection vehicle management map system, 2 - Ground map computer, 3 - On-vehicle map computer, 4 - Rail flaw detection system, 40 - Rail flaw detection playback and analysis computer, 5 - Locomotive monitoring and recording device, 6 - Satellite positioning data receiver, 7 - Existing track, 8 - Deviation correction error, 9, 11 - Demarcation points meeting the deviation correction error, 10 - Position of the rail flaw detection vehicle after deviation correction, 12 - Running track of the rail flaw detection vehicle, 13 - Position deviation value, 14, 16 - Demarcation points meeting the position deviation value, 15 - Position of the station after deviation correction, 17 - Utility pole. Detailed implementation mode

[0084] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are only a part rather than all of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without making creative efforts shall fall within the scope of protection of the present invention.

[0085] As shown in the attached Figure 1 to Figure 11 attached drawings, specific embodiments of the method for forming a management map of a rail flaw detection vehicle according to the present invention are given. The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0086] Embodiment 1

[0087] As shown in the attached Figure 2 drawings, an embodiment of a management map system 1 of a rail flaw detection vehicle according to the present invention is used for issuing flaw detection plan tasks, forming a trajectory map by the on-vehicle map, recording the detected B-mode map by the rail flaw detection system 4, and performing flaw location analysis by the rail flaw detection playback analysis computer 40, which can well achieve the refined maintenance of railway lines. The management map system 1 of the rail flaw detection vehicle specifically includes: a ground map computer 2 and an on-vehicle map computer 3, and both the ground map computer 2 and the on-vehicle map computer 3 are computer-based devices. The ground map computer 2 is used for storing, managing, applying and displaying the ground map, and the on-vehicle map computer 3 is used for storing, managing, applying and displaying the on-vehicle map. The specific working process of the management map system 1 of the rail flaw detection vehicle includes: inputting the data of the railway line database into the ground map computer 2, as shown in Table 1 below. The ground map computer 2 issues the data of the railway line database to the on-vehicle map computer 3. The on-vehicle map computer 3 receives the data of the railway line database and displays the line map. The ground map computer 2 issues the flaw detection plan path to the on-vehicle map computer 3, and the plan path consists of a sequence of passing stations and line names, as shown in Table 2 below. The starting station and the terminal station are not necessarily located at a railway station, and the mileage relative to the station needs to be provided. The on-vehicle map computer 3 displays the flaw detection plan path, as shown in the attached Figure 5As shown in the figure. The rail flaw detection vehicle runs, and the on-vehicle map computer 3 receives positioning data. The on-vehicle map computer 3 forms a track from the satellite positioning data, performs track deviation correction and display. The on-vehicle map computer 3 inputs and adds reference object identifiers. The on-vehicle map computer 3 makes a position judgment, broadcasts the position of the reference object, and when passing through a station, sends station positioning information to the rail flaw detection system 4. The rail flaw detection system 4 records the driving path and the flaw detection B-mode diagram. The on-vehicle map computer 3 updates the railway line database and uploads it to the ground map computer 2. The rail flaw detection vehicle management map system 1 includes a total of n on-vehicle map computers 3 (i.e., on-vehicle map computer 1 to on-vehicle map computer n, n≥1). After the ground map computer 2 completes data update, it updates the data of each on-vehicle map computer 3. As attached Figure 2 As shown in the figure, the rail flaw detection playback analysis computer 40 calls the ground map positioning in the ground map computer 2 through communication to realize the linkage display of the detection B-mode diagram and the map. Move the mouse to the damage point in the detection B-mode diagram, and the ground map computer 2 displays the damage positioning map, copies it and sends it to the on-site review personnel's terminal device (such as: mobile phone). The rail flaw detection vehicle management map system 1 described in Embodiment 1 can automatically form a railway line vector map, call railway line data, display a specific path, and combine high-resolution mileage pulses to realize the fine automatic positioning of the detection results of the rail flaw detection vehicle, solving the technical problems that the existing flaw detection vehicle needs to rely on manual input of reference object positioning every time it runs, resulting in high manual labor intensity, large positioning errors, and frequent missed reports in on-site review.

[0088] Table 1

[0089]

[0090] Table 2

[0091] Serial number Starting station Relative mileage Terminal station Relative mileage Line name 1 F X1 I FK 2 I C IC connection 3 C D X2 AE

[0092] The ground map computer 2 establishes and enters the rail flaw detection vehicle number database. The on-vehicle map computer 3 contains the rail flaw detection vehicle number of this vehicle. The ground map computer 2 matches the on-vehicle map computer 3 according to the rail flaw detection vehicle number through wireless communication.

[0093] The same railway line database is established in the ground map computer 2 and the on-vehicle map computer 3. This database further includes the following structure:

[0094] The input data includes line data and station data.

[0095] The line data includes line names, a sequence of line station names, and junction stations, constituting the railway line network structure. In the line data, the sequence of station names from top to bottom corresponds to the railway down direction.

[0096] The site data includes the geographical coordinates, kilometer markers, and site index information of each site. The site coordinates are the coordinates of the center of the railway station on the map line track, which are the intersection points of the center point of the railway station and the perpendicular line of the line track. The site index information is used to search for the stored site picture files and station name voice files.

[0097] The ground map computer 2 and the on-vehicle map computer 3 edit the planned path table, which consists of the line name and the site sequence. When changing the line, it can only be achieved through the same junction station. The ground map computer 2 sends the railway line database data to the on-vehicle map computer 3 through communication. The ground map computer 2 sends the flaw detection planned path to the on-vehicle map computer 3 through communication. The on-vehicle map computer 3 can edit and modify the flaw detection planned path table.

[0098] The rail flaw detection vehicle management map system 1 uses the positioning and measurement system as shown in the appendix Figure 4 to obtain positioning data, including a satellite positioning data receiver 6, a locomotive monitoring and recording device 5 (optional), and a rail flaw detection system 4. Receiving the rail flaw detection vehicle positioning data further includes:

[0099] A) The satellite positioning data of the rail flaw detection vehicle position obtained from the satellite positioning (GNSS, Global Navigation Satellite System) data receiver 6 through serial communication.

[0100] B) The kilometer marker obtained from the locomotive monitoring and recording device 5 through serial communication to achieve a higher-precision reference positioning relative to A) (this item is not mandatory).

[0101] C) The number of mileage pulses obtained from the rail flaw detection system 4 through Ethernet communication.

[0102] The on-vehicle map computer 3 can receive the positioning data of the rail flaw detection vehicle in either of the two ways of A + B + C or A + C. The rail flaw detection vehicle uses the number of mileage pulses in way C) as the basic measurement unit of the detection data. It is set to zero at the start of the detection and needs to synchronously record the ground positioning data obtained through way A) or way B) regularly. Way A) uses satellite positioning data, and way B) uses (line number + kilometer marker + relative distance) positioning. Way B) is calibrated with the fixed points of the ground railway line and has higher accuracy than way A).

[0103] The ground map computer 2 and the on-vehicle map computer 3 display the positions of stations according to the station geographical coordinates provided by the railway line database, and display the lines between stations according to the railway line network structure. The track file in the railway line database provides track data. For the lines with track data, the track lines are displayed in solid lines, and for the lines without track data, the network lines representing the connection relationship between stations are displayed in dashed lines. The sections without positioning data are represented by dashed lines, and the positions on the line are determined by the number of mileage pulses. The display color of the line is determined according to the functional requirements and is divided into basic color, planned color and train operation color. The on-vehicle map computer 3 forms a track line according to the satellite positioning data. As shown in the appendix Figure 6 it replaces and displays the corresponding network line represented by a dashed line.

[0104] The on-vehicle map computer 3 performs track deviation correction and reference object position judgment during the operation of the rail flaw detector. When the on-vehicle map computer 3 runs on a line with an existing track, the detection positioning system is set to detect the error as the deviation correction error for track deviation correction. If the distance between the satellite positioning data of the rail flaw detector and the existing track is within the deviation correction error, it is displayed on the existing track line. The on-vehicle map computer 3 performs reference object position judgment. Before operation, a position deviation value greater than the deviation correction error value is set. When the distance between the satellite positioning data and the reference object is within the position deviation value, it is judged that the reference object has been passed, and reminder display and voice broadcast are performed according to the reference object index information. When passing through a station, further precise positioning is performed to calculate the distance between the positioning data and the station. When the distance is the minimum value, the positioning data at this point is sent as station information to the rail flaw detection system 4. For example: The system sets a position deviation value of 13 greater than the deviation correction error value. When the distance between the positioning data and the reference object is within the position deviation value of 13, it is considered that the reference object has been passed, and reminder display and voice broadcast are performed according to the reference object index information. When passing through a station, further precise positioning is performed. As shown in the appendix Figure 8 it shows that the running track 12 of the rail flaw detector is from left to right. If the coordinates of station D have errors and are not on the track, when the distance between the positioning point on the running track 12 of the rail flaw detector and station D is less than the position deviation value of 13, the position judgment of the station is entered at position 14 (the demarcation point that meets the position deviation value), and the position judgment is exited at position 16 (the demarcation point that meets the position deviation value). When the distance is the minimum value, the positioning value 15 (the corrected station position) is obtained as station information and sent to the rail flaw detection system 4, and the rail flaw detection system 4 records the running path.

[0105] The rail flaw detection system 4 receives the station information in the on-vehicle map computer 3, records the running path, performs flaw detection, and records the B-mode diagram of the flaw detection. After the rail flaw detector passes through a station, the on-vehicle map computer 3 forms a track file between stations. As shown in the appendix Figure 6As shown in the figure (where X1 is the starting point and X2 is the end point), the kilometer mark distance and mileage pulse distance between the stations are calculated. The kilometer mark distance is obtained by the absolute value of the difference between the kilometer mark values ​​of the two stations, and the mileage pulse distance is obtained by the absolute value of the difference between the mileage pulse numbers of the two stations. The on-board map computer 3 stores the trajectory file, kilometer mark distance, and mileage pulse distance in the line database between the stations. When the flaw detection plan is completed, the on-board map computer 3 sends the updated railway line database to the ground map computer 2. For example: after passing through station C from station I, a trajectory file IC_IC.TRA is formed, and the kilometer mark distance and mileage pulse distance between station I and station C are calculated. After passing through station D from station C, a trajectory file AE_CD.TRA is formed, and the kilometer mark distance and mileage pulse distance between station C and station D are calculated. The trajectory file name is described by "line name_station section", and the index information and kilometer mark distance and mileage pulse distance are stored in the database, as shown in the "line information between stations" column in Table 3.

[0106] Table 3

[0107]

[0108]

[0109] During the inspection and operation of the rail flaw detection vehicle, when encountering a new reference object, the onboard map computer 3 can add a reference object mark at the current line position by keyboard input, or add a reference object mark by communicating with the reference object automatic detection device, as shown in the attached figure. Figure 6 The pole 17 shown is marked.

[0110] After the flaw detection task is completed, the onboard map computer 3 uploads the updated railway line database, and the ground map computer 2 updates the railway line database.

[0111] The ground map computer 2 records the database versions of the onboard map computers 3 of all rail flaw detection vehicles, sends out updated railway line databases, and the railway line databases of other onboard map computers 3 are updated.

[0112] After receiving the update information from the vehicle-mounted map computer 3, the ground map computer 2 generates a ground map in the database. The routes of the ground map can be edited. When a route between a certain station needs to be deleted, the track file of the route is deleted first, and then the station name of the route is deleted.

[0113] The rail flaw detection playback analysis computer 40 locates and calls the ground map computer 2 through communication to realize the linkage display of the detection B-type map and the map, so as to facilitate the maintenance personnel to locate the rail damage in the rail flaw detection B-type map in the map.

[0114] When the rail flaw detection playback analysis computer 40 analyzes the detection results, the B-scan diagram of rail flaw detection is displayed with the mileage pulse number as the coordinate. Let the current point be N, and the B-scan diagram of rail flaw detection includes the driving path record. The rail flaw detection playback analysis computer 40 sends the mileage pulse number N and the actual driving path information to the ground map computer 2, and calls the ground map to quickly locate the position of the current point on the corresponding line and display it. After the ground map computer 2 displays the driving path, drag the current point within the driving path, and the ground map computer 2 sends the corresponding mileage pulse number N to the rail flaw detection playback analysis computer 40, and the B-scan diagram of rail flaw detection moves to the position of the current point for display.

[0115] The ground map computer 2 takes the nearest passed station as the position synchronization point and calculates the position S of the current point N in the ground map computer 2 according to the following formula N :

[0116]

[0117] Among them, let the kilometer mark of the nearest passed station be S 1 , the mileage pulse number be N 1 , the distance between the kilometer marks of the front and rear stations be ΔS, and the mileage pulse distance be ΔN.

[0118] When the rail flaw detection playback analysis computer 40 sends the information of displaying or clearing the driving path to the ground map computer 2, the map line display is updated accordingly.

[0119] After the ground map computer 2 displays the driving path, drag the current point within the driving path, and the ground map computer 2 sends the corresponding mileage pulse number N to the rail flaw detection playback analysis computer 40, and the detection B-scan diagram moves to the position of the current starting point for display.

[0120] After the rail flaw detection playback analysis computer 40 confirms the damage, it copies and sends the damaged B-scan diagram and the corresponding positioning map to the terminal device of the on-site review personnel (such as: mobile phone).

[0121] Compared with the current rail flaw detection vehicle, which mainly establishes the calibration with the ground position by manually inputting the reference marks (including kilometer marks) beside the line during operation, it is greatly affected by human factors, with a large positioning error, time-consuming damage review, frequent missed inspections, and the need to manually input reference marks every time it runs, which cannot be reused, increasing the labor intensity of the inspection personnel. The rail flaw detection vehicle management map system 1 described in Embodiment 1 of the present invention divides the management map into two parts: the on-vehicle map and the ground map. Among them, the on-vehicle map computer 3 is used to automatically generate a railway line trajectory map based on the data during the actual operation of the rail flaw detection vehicle, and the ground map computer 2 is used to collect the regional maps formed by the on-vehicle maps of each rail flaw detection vehicle, comprehensively form a national management map, and send the updated national management map to the on-vehicle map computer 3, so as to realize the synchronous update of the data of the on-vehicle map and the ground map. The rail flaw detection vehicle management map system 1 described in Embodiment 1 automatically generates a railway line trajectory map according to the positioning data during the actual operation of the rail flaw detection vehicle, and synchronously provides various parameters such as kilometer marks and mileage pulse numbers, which is convenient for the fine automatic positioning of the damage of the rail flaw detection vehicle, without the need to repeatedly mark the ground line reference objects, greatly reducing the labor intensity of the operators. At the same time, through multiple methods such as satellite positioning data receiver positioning, kilometer mark positioning of the locomotive monitoring device, and mileage pulse number positioning, multi-parameter synchronous positioning is realized, providing a means for the refined management of the line and avoiding missed inspections caused by technical and management loopholes. The rail flaw detection vehicle management map system 1 described in Embodiment 1 provides conditions for the automatic detection operation of the rail flaw detection vehicle line through map line positioning, and prompts the operators of the matters needing attention through voice broadcast, which is beneficial to the standardization of the rail flaw detection process, realizing the digitization and graphicalization of railway line management, as well as the visualization of inspection tasks and inspection results.

[0122] Embodiment 2

[0123] As shown in the attached Figure 1 figure, an embodiment of the method for forming the management map of the rail flaw detection vehicle of the present invention can automatically form a railway line vector map, call railway line data, display a specific path, and combine high-resolution mileage pulses to achieve fine automatic positioning of the detection results of the rail flaw detection vehicle, solving the technical problems that the existing flaw detection vehicle needs to rely on manual input of reference object positioning every time it runs, resulting in high manual labor intensity, large positioning error, and frequent missed reports in on-site review. The method specifically includes the following steps:

[0124] S100) The ground map computer 2 establishes a railway line database: The source of the railway line database is the updated data after the work process of Embodiment 1, as shown in Table 3.

[0125] S101) The ground map computer 2 sends the data of the railway line database to the on-vehicle map computer 3.

[0126] Step S101) further includes:

[0127] The in-vehicle map computer 3 establishes a communication link with the ground map computer 2 through the vehicle number, and the ground map computer 2 downloads the data of the railway line database to the in-vehicle map computer 3.

[0128] S102) The in-vehicle map computer 3 receives the data of the railway line database, and the in-vehicle map can work normally, displaying the line map in the basic color, as shown in the appendix. Figure 9 The station positions are displayed according to the station geographical coordinates provided by the railway line database, and the lines between stations are displayed according to the railway line network structure. The track data is provided by the track file in the railway line database. When there is track data, the track line is displayed as a solid line, such as IC and CD represented by solid lines. The lines without track data are displayed as dotted lines representing the network lines of the station connection relationship, such as BC and DE represented by dotted line segments. The line color is the basic color.

[0129] S103) The ground map computer 2 downloads the flaw detection plan path to the in-vehicle map computer 3 according to the following steps:

[0130] S1) The ground map computer 2 edits the planned path table, which consists of the sequence of stations and line names passed through, as shown in Table 4 below;

[0131] S2) The ground map displays the flaw detection plan path line map in the planned color;

[0132] S3) The ground map computer 2 downloads the flaw detection plan table to the in-vehicle map computer 3, and the ground map resumes displaying the line map in the basic color.

[0133] Table 4

[0134] Serial number Starting station Relative mileage Terminal station Relative mileage Line name 1 E D AE 2 D C AE 3 C B AE

[0135] S104) The in-vehicle map computer 3 displays the flaw detection plan according to the following steps:

[0136] S4) Receive the flaw detection plan table, and the in-vehicle map computer 3 can edit and modify the flaw detection plan path table;

[0137] S5) Display the flaw detection plan path line map according to the planned path table.

[0138] S105) When the rail flaw detection vehicle is running, the rail flaw detection vehicle management map system 1 executes in parallel according to the following steps:

[0139] S6) The rail flaw detection system continuously detects and forms a flaw detection B-scan data file;

[0140] S7) The in-vehicle map computer 3 adopts as shown in the appendix Figure 4The positioning measurement system shown obtains positioning data, including a satellite positioning data receiver 6, a locomotive monitoring and recording device 5 (optional), and a rail flaw detection system 4.

[0141] The receiving of positioning measurement system data in step S7) further includes:

[0142] A) The satellite positioning data of the rail flaw detection vehicle position obtained from the satellite positioning (GNSS, Global Navigation Satellite System) data receiver 6 through serial communication.

[0143] B) The kilometer marker obtained from the locomotive monitoring and recording device 5 through serial communication to achieve a more accurate reference positioning relative to A) (this item is not mandatory).

[0144] C) The number of mileage pulses obtained from the rail flaw detection system 4 through Ethernet communication.

[0145] The on-vehicle map computer 3 can receive the positioning data of the rail flaw detection vehicle in either of the two ways of A + B + C or A + C. The rail flaw detection vehicle uses the number of mileage pulses in way C) as the basic measurement unit of the detection data, which is set to zero at the start of the detection, and needs to obtain the ground positioning data through way A) or way B) regularly and record it synchronously. Way A) uses satellite positioning data, and way B) uses (line number + kilometer marker + relative distance) positioning. Way B) is calibrated with the fixed points of the ground railway line and has higher accuracy than way A).

[0146] S106) The on-vehicle map computer 3 forms a trajectory from the positioning data according to step S8) and performs trajectory deviation correction display according to step S9).

[0147] The process of forming a trajectory from satellite positioning data in step S8) further includes:

[0148] The on-vehicle map computer 3 forms a trajectory line from the satellite positioning data, as shown in the appendix Figure 11 and displays it to replace the network line ED represented by the corresponding dotted line. When running on the existing trajectory line DC, trajectory deviation correction display is performed.

[0149] The process of performing trajectory deviation correction display in step S9) further includes:

[0150] When running on the existing trajectory line, set the detection error of the positioning measurement system as the deviation correction error and perform positioning deviation correction calculation, as shown in the appendix Figure 7As shown in the figure. The running positioning data point P of the rail flaw detector is not on the existing track 7. When the calculated distance between point P and the existing track 7 is less than the set deviation correction error 8, and when the distance is the minimum value, the position 10 is obtained as the positioning data and displayed on the existing track line. When the distance between point P and the existing track 7 is greater than the deviation correction error 8, only point P is displayed, and the track exceeding the deviation correction error 8 is not displayed.

[0151] S107) When the rail flaw detector is running, the on-vehicle map computer 3 inputs and adds a reference object identifier at the current position of the track. The reference object mark can also be input into the database in the ground map computer 2 in the same way as the site data.

[0152] S108) The on-vehicle map computer 3 makes a position judgment. A position deviation value greater than the deviation correction error value is set before operation. When the satellite positioning data is within the position deviation value from the reference object, it is determined that the reference object has been passed, and reminder display and voice broadcast are performed according to the reference object index information. When passing through a site, further precise positioning is carried out. Continuously calculate the distance between the satellite positioning data and the site. When the distance is the minimum value, this positioning data is sent to the rail flaw detection system as site information. For example: The system sets a position deviation value 13 greater than the deviation correction error. When the positioning data is within the position deviation value from the reference object, it is considered that the reference object has been passed. There is a reference object (such as: pole 17) marked on the line DC. Reminder display and voice broadcast are performed according to the reference object index information. When passing through a site, further precise positioning is carried out. As shown in the appendix Figure 8 As shown in the figure, the running track 12 direction of the rail flaw detector is from left to right. If the coordinates of site D have errors and it is not on the track, when the calculated distance between the track position and site D is less than the set position deviation value 13, that is, at position 14, the site position judgment is entered, and the judgment is exited at position 16. When the distance is the minimum value, the position 15 is obtained as the site information and sent to the rail flaw detection system 4, and the rail flaw detection system 4 records the running path.

[0153] S109) The on-vehicle map computer 3 forms a track file between sites. After forming the track file between sites, calculate the kilometer post distance and the mileage pulse distance between sites. The kilometer post distance is obtained by taking the absolute value of the difference between the kilometer posts of the two sites, and the mileage pulse distance is obtained by taking the absolute value of the difference between the mileage pulse numbers of the two sites. The track file, the kilometer post distance, and the mileage pulse distance are stored in the inter-site line database. As shown in the appendix Figure 10 As shown in the figure, after passing through site D from site E, a track file AE_DE.TRA is formed, and the kilometer post distance and the mileage pulse distance between site D and site E are calculated. After passing through site B from site C, a track file AE_BC.TRA is formed, and the kilometer post distance and the mileage pulse distance between site B and site C are calculated. The track file name, the line index information, the kilometer post distance, and the mileage pulse distance are stored in the corresponding position of the "inter-site line information" column in Table 5 of the line database.

[0154] Table 5

[0155]

[0156] S110) After the flaw detection task is completed, the on-vehicle map computer 3 uploads the updated line database, and the ground map computer 2 updates the railway line database.

[0157] Step S110) further includes the following process:

[0158] After receiving the update information from the on-vehicle map computer 3, the ground map computer 2 generates a general ground map by summarizing in the database. The lines on the ground map can be edited. When it is necessary to delete the line between certain stations, first delete the track file of the line, and then delete the station names of the line.

[0159] S111) The ground map computer 2 records the database versions of all on-vehicle map computers 3, and issues the updated railway line database, and other on-vehicle map computers 3 update the database.

[0160] S112) The rail flaw detection playback analysis computer 40 calls the ground map positioning through communication to realize the linkage display of the detection B-mode diagram and the map.

[0161] Step S112) further includes the following process:

[0162] The rail flaw detection playback analysis computer 40 analyzes the detection results, and the rail flaw detection B-mode diagram is displayed with the mileage pulse number as the coordinate. Let the current point be N, and the rail flaw detection B-mode diagram contains the driving path record. The rail flaw detection playback analysis computer 40 sends the mileage pulse number N and the driving path information to the ground map computer 2, calls the ground map to quickly locate the position of the current point on the corresponding line and displays it. After the ground map displays the driving path, when dragging the current point within the driving path, the ground map computer 2 sends the corresponding mileage pulse number N to the rail flaw detection playback analysis computer 40, and the rail flaw detection B-mode diagram moves to the position of the current point and is displayed.

[0163] In step S112), taking the nearest passed station as the position synchronization point (for example, in the track E-D-C-B, when the current point is between D and C, taking station D as the position synchronization point), further calculate the position S of the current point N on the ground map according to the following formula N :

[0164]

[0165] Among them, let the kilometer mark of the nearest passed station in the recorded path be S 1 , the mileage pulse number be N 1, the distance corresponding to the line kilometer post is ΔS, and the mileage pulse distance is ΔN.

[0166] When the rail flaw detection playback analysis computer 40 sends the display or clearing of the train operation path information to the ground map computer 2, the map line display is updated accordingly. After the ground map computer 2 displays the train operation path, dragging the current point within the train operation path, the ground map computer 2 sends the corresponding mileage pulse number N to the rail flaw detection playback analysis computer 40, and the B-scan map of the rail flaw detection moves to the current starting position for display.

[0167] S113) The rail flaw detection playback analysis computer 40 confirms the damage, and the ground map computer 2 displays the damage location map and copies and sends it to the on-site review personnel's terminal device (such as: mobile phone).

[0168] Step S113) further includes the following process:

[0169] After the on-site review personnel review according to the damage location map, they return the confirmation result to the ground map computer 2 through the terminal device, and the ground map computer 2 displays the rail damage point in a warning color.

[0170] The method for forming the management map of the rail flaw detection vehicle described in Embodiment 2 enables the ground map computer to manage the on-vehicle map computer through wireless communication, providing conditions for the automated detection operation of the rail flaw detection vehicle line. By means of the reference object voice broadcast method, the operator's attention is prompted. For some special line points, such as the turnout, the detection wheel needs to be lifted to avoid the rail tip piercing the detection wheel, and for small curves, manual intervention is required to center the detection wheel of the rail flaw detection system. Using computer voice to prompt the operator's attention in a timely manner is conducive to the standardization of the rail flaw detection process, realizing the digitization and graphing of railway line management, as well as the visualization of detection tasks and detection results.

[0171] Embodiment 3

[0172] A specific embodiment of applying the method for forming the management map of the rail flaw detection vehicle described in Embodiment 2 to off-line map management. The railway line database has been fully formed, and the on-vehicle map computer 3 runs independently offline, and the ground map computer 2 does not need to be updated. The rail flaw detection system 4 records the operation path and the detection B-scan map file for rail damage analysis and positioning. The specific working process of the rail flaw detection vehicle management map system 1 includes: the on-vehicle map computer 3 displays the line map according to the complete railway line database shown in Table 6 below, such as attached Figure 11As shown in the figure. The on-vehicle map computer 3 edits the planned path table as shown in Table 7 below and displays the planned path map. The rail flaw detection vehicle runs, and the on-vehicle map computer 3 receives the positioning data and performs trajectory deviation correction display. The on-vehicle map computer 3 makes a position judgment. When passing through a station, it sends the station information to the rail flaw detection system 4. The rail flaw detection system 4 records the driving path and the flaw detection B-mode diagram. The rail flaw playback analysis computer 40 calls the ground map positioning through communication to realize the linked display of the detection B-mode diagram and the map. When moving the mouse to the damage point in the detection B-mode diagram, the ground map computer 2 displays the damage location map.

[0173] Table 6

[0174]

[0175] Table 7

[0176]

[0177]

[0178] The rail flaw detection vehicle management map system 1 obtains the positioning data by using the positioning measurement system as shown in the appendix Figure 4 shown, including the satellite positioning data receiver 6, the locomotive monitoring and recording device 5 (which is an optional item), and the rail flaw detection system 4. Receiving the rail flaw detection vehicle positioning measurement data further includes:

[0179] A) The satellite positioning data of the rail flaw detection vehicle position obtained from the satellite positioning (GNSS, Global Navigation Satellite System) data receiver 6 through serial communication.

[0180] B) The kilometer marker obtained from the locomotive monitoring and recording device 5 through serial communication to achieve a higher-precision reference positioning relative to A) (this item is not a necessary item).

[0181] C) The number of mileage pulses obtained from the rail flaw detection system 4 through Ethernet communication.

[0182] The on-vehicle map computer 3 can receive the positioning data of the rail flaw detection vehicle in either of the two ways of A + B + C or A + C.

[0183] When the rail flaw detection vehicle runs on a line with an existing trajectory, when the distance between the current point and the existing trajectory is less than the deviation correction error, the current point is displayed on the existing trajectory line. When the distance between the current point and the existing trajectory is greater than the deviation correction error, only the current point is displayed, and the trajectory exceeding the deviation correction error is not displayed.

[0184] When the rail flaw detection vehicle is in operation, the on-vehicle map computer 3 determines the position of the reference object. When the positioning data is within the position deviation value from the reference object, reminder display and voice broadcast are carried out according to the reference object index information. When passing through a station, the station positioning information is obtained and sent to the rail flaw detection system 4.

[0185] When passing through each station, the rail flaw detection system 4 records the actual operation path, and the rail flaw detection system 4 records the operation detection B-scan diagram.

[0186] After the flaw detection task is completed, the rail flaw detection system 4 dumps the detection B-scan diagram and the actual operation path through a removable storage device (such as: USB flash drive).

[0187] The ground rail flaw detection playback analysis computer 40 reads the detection B-scan diagram and the actual operation path dumped by the removable storage device and conducts playback analysis.

[0188] The ground rail flaw detection playback analysis computer 40 calls the positioning of the ground map computer 2 through communication to realize the linkage display of the detection B-scan diagram and the map, so as to facilitate the maintenance personnel to locate the rail flaws in the detection B-scan diagram of the rail flaw detection on the map.

[0189] When the ground rail flaw detection playback analysis computer 40 conducts analysis, the rail flaw detection B-scan diagram is displayed with the mileage pulse number as the coordinate. Let the current point be N, and the driving path record is included in the rail flaw detection B-scan diagram. The rail flaw detection playback analysis computer 40 sends the mileage pulse number N and the actual driving path information to the ground map computer 2, and calls the ground map computer 2 to locate the position of the current point on the corresponding line and display it. After the ground map computer 2 displays the driving path, when dragging the current point within the driving path, the ground map computer 2 sends the corresponding mileage pulse number N to the rail flaw detection playback analysis computer 40, and the rail flaw detection B-scan diagram moves to the position of the current point for display.

[0190] The ground map computer 2 takes the nearest passed station as the position synchronization point and calculates the position S of the current point N in the ground map computer 2 according to the following formula N :

[0191]

[0192] Among them, let the kilometer post of the nearest passed station be S 1 , the mileage pulse number be N 1 , the distance between the kilometer posts of the front and rear stations be ΔS, and the mileage pulse distance be ΔN.

[0193] Embodiment 3: On the basis of Embodiments 1 and 2, the vehicle-mounted map computer 3 provides a working map for the operation of the rail flaw detection vehicle in an offline manner, expanding the application scope of the management map of the rail flaw detection vehicle. The vehicle-mounted map computer 3 obtains the positioning data of the rail flaw detection vehicle during actual operation through the positioning and measurement system, forms a complete railway line map, and synchronously provides various parameters such as kilometer markers and mileage pulse numbers, providing a simple solution for the map positioning management of other types of railway locomotives.

[0194] By implementing the technical solution of the rail flaw detection vehicle management map system described in the specific embodiments of the present invention, the following technical effects can be achieved:

[0195] (1) The rail flaw detection vehicle management map system described in the specific embodiments of the present invention automatically generates a railway line trajectory map through a program according to the positioning data of the rail flaw detection vehicle during actual operation, and can synchronously provide various parameters such as kilometer markers and mileage pulse numbers, facilitating the fine automatic positioning of rail flaws. There is no need to repeatedly mark the ground line reference objects, greatly reducing the labor intensity of the operators.

[0196] (2) The rail flaw detection vehicle management map system described in the specific embodiments of the present invention realizes multi-parameter synchronous positioning through various methods such as satellite positioning data receiver positioning, locomotive monitoring device kilometer marker positioning, and mileage pulse number positioning, providing a means for fine line management and avoiding missed inspections caused by technical and management loopholes.

[0197] (3) The rail flaw detection vehicle management map system described in the specific embodiments of the present invention divides the management map into two parts: a vehicle-mounted map and a ground map. The vehicle-mounted map is used to generate a railway line trajectory map, and the ground (management) map is used to collect the area maps formed by the vehicle-mounted maps of each rail flaw detection vehicle, comprehensively forming a national management map, and downloading the updated national management map to the vehicle-mounted map, thereby enabling the synchronous update of the vehicle-mounted map and the ground map data.

[0198] (4) The rail flaw detection vehicle management map system described in the specific embodiments of the present invention provides conditions for the automated detection operation of the rail flaw detection vehicle's line through map line positioning, and prompts the operators of the matters needing attention through voice broadcast, which is conducive to the standardization of the rail flaw detection process, realizing the digitization and graphication of railway line management, as well as the visualization of detection tasks and detection results.

[0199] The various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other.

[0200] The above are only the preferred embodiments of the present invention, and do not impose any form of limitation on the present invention. Although the present invention has been disclosed above with the preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make many possible changes and modifications to the technical solution of the present invention by using the methods and technical contents disclosed above, or modify it into equivalent embodiments with equivalent changes. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments based on the technical essence of the present invention without departing from the technical solution of the present invention still fall within the scope of protection of the technical solution of the present invention.

Claims

1. A method for forming a management map of a rail flaw detection vehicle, characterized in that, the on-vehicle map computer (3) automatically generates a railway line trajectory map according to the data during the actual operation of the rail flaw detection vehicle, and the ground map computer (2) collects the regional maps formed by each rail flaw detection vehicle's on-vehicle map, and comprehensively forms a national management map, and issues the updated national management map to the on-vehicle map computer (3), so as to realize the synchronous update of the on-vehicle map and the ground map data; the method includes the following steps: S100) The ground map computer (2) inputs the data of the railway line database; S101) The ground map computer (2) issues the data of the railway line database to the on-vehicle map computer (3); S102) The on-vehicle map computer (3) receives the data of the railway line database and displays the line map; S103) The ground map computer (2) issues the flaw detection plan path to the on-vehicle map computer (3); S104) The on-vehicle map computer (3) displays the flaw detection plan path; S105) The rail flaw detection vehicle runs, and the on-vehicle map computer (3) receives the positioning data; S106) The on-vehicle map computer (3) forms a trajectory according to the positioning data and performs trajectory deviation correction display; S108) The on-vehicle map computer (3) makes a position judgment and broadcasts the position of the reference object; S109) The on-vehicle map computer (3) forms a trajectory file between stations, and the rail flaw detection system (4) records the driving path and forms a detection B-mode map; S110) After the flaw detection task is completed, the on-vehicle map computer (3) uploads the updated railway line data between stations, and the ground map computer (2) updates the railway line database; S111) The ground map computer (2) issues the updated railway line database, and other on-vehicle map computers (3) perform database updates; S112) The rail flaw detection playback analysis computer (40) makes a positioning call to the ground map through communication to realize the linkage display of the detection B-mode map and the map; The process of the on-vehicle map computer (3) receiving the rail flaw detection vehicle positioning data in step S105) includes any one of the following two steps: The satellite positioning data of the rail flaw detection vehicle obtained from the satellite positioning data receiver (6), and the mileage pulses obtained from the rail flaw detection system (4); The satellite positioning data of the rail flaw detection vehicle obtained from the satellite positioning data receiver (6), the kilometer mark obtained from the locomotive monitoring and recording device (5), and the mileage pulses obtained from the rail flaw detection system (4); The process of inputting the railway line database in step S100) further includes the following steps: Establish a railway line database, and the input data includes line data and station data; The line data includes line name, line station name sequence, and junction station, which constitute the railway line network structure; the station name sequence in the line data is from top to bottom, corresponding to the railway down direction; The site data includes the geographical coordinates, kilometer markers, and site index information of each site; the site coordinates are the coordinates of the center of the railway station on the map line track, that is, the intersection point of the actual station center point and the perpendicular line of the line track; the site index information is used to search for the stored site picture files and station name voice files. After establishing the railway line database, the ground map computer (2) displays the site positions according to the site geographical coordinates provided by the railway line database, and displays the lines between sites according to the railway line network structure, forming a network structure map.

2. The method for forming a management map of a rail flaw detector vehicle according to claim 1, characterized in that, between step S106) and step S108) further includes: S107) The on-vehicle map computer (3) inputs and adds a reference object identifier.

3. The method for forming a management map of a rail flaw detector vehicle according to claim 2, characterized in that, the process of the on-vehicle map computer (3) inputting and adding a reference object identifier in step S107) further includes the following steps: When the rail flaw detector vehicle is running, add a reference object identifier by keyboard input at the current line position; or add a reference object identifier by communicating with a reference object automatic detection device.

4. The method for forming a management map of a rail flaw detector vehicle according to claim 1, 2 or 3, characterized in that, after step S112) further includes: S113) The rail flaw detection playback analysis computer (40) confirms the damage, and the ground map computer (2) displays the damage location map and copies and sends it to the on-site review personnel.

5. The method for forming a management map of a rail flaw detector vehicle according to claim 4, characterized in that, step S113) further includes the following process: After the on-site review personnel review according to the damage location map, return the confirmation result to the ground map computer (2) through the terminal device, and the ground map computer (2) displays the rail damage point in a warning color.

6. The method for forming a management map of a rail flaw detector vehicle according to claim 5, characterized in that, the process of the ground map computer (2) sending down the data of the railway line database in step S101) further includes the following steps: The on-vehicle map computer (3) establishes a communication connection with the ground map computer (2) through the vehicle number, and the ground map computer (2) sends down the data of the railway line database to the on-vehicle map computer (3).

7. The method for forming a management map of a rail flaw detector vehicle according to claim 1, 2, 3, 5 or 6, characterized in that, the process of generating a line map in step S102) further includes the following steps: The on-vehicle map computer (3) displays the site positions according to the site geographical coordinates provided by the railway line database, and displays the lines between sites according to the railway line network structure; the track data is provided by the track file in the railway line database. If there is track data, the track line is displayed in a solid line, and if there is no track data line, the network line representing the site connection relationship is displayed in a dotted line; the line color is the base color.

8. The method for forming a management map of a rail flaw detector vehicle according to claim 7, characterized in that, The process in step S103) where the ground map computer (2) sends the flaw detection plan path to the vehicle-mounted map computer (3) further includes the following steps: The ground map computer (2) edits a plan path table composed of a line name and a sequence of stations. When changing lines, it can only be achieved through the same intersection station; the ground map computer (2) displays the plan path line diagram of the corresponding line in a planned color; the planned color is set before operation and is distinguished from the base color.

9. The method for forming a management map of a rail flaw detection vehicle according to claim 8, characterized in that The process in step S104) where the vehicle-mounted map computer (3) displays the flaw detection plan path further includes the following steps: The vehicle-mounted map computer (3) displays the flaw detection plan path including a plan path table and a plan path line diagram; the vehicle-mounted map computer (3) can edit and modify the flaw detection plan path table.

10. The method for forming a management map of a rail flaw detection vehicle according to claim 1, 2, 3, 5, 6, 8 or 9, characterized in that Step S106) further includes the following process: The vehicle-mounted map computer (3) forms a trajectory line based on satellite positioning data and displays and replaces the corresponding network line represented by a dotted line; when running on a line with an existing trajectory, the positioning system detection error is set as the deviation correction error for trajectory deviation correction. If the distance between the satellite positioning data of the rail flaw detection vehicle and the existing trajectory is within the deviation correction error, it is displayed on the existing trajectory line; when it is necessary to replace an existing trajectory line, it enters the measurement mode and does not display trajectory deviation correction; when the vehicle passes through a trajectory line, it is displayed in a driving color, and the driving color is set before operation and is distinguished from the planned color and the base color.

11. The method for forming a management map of a rail flaw detection vehicle according to claim 10, characterized in that Step S108) further includes the following process: The vehicle-mounted map computer (3) makes a position judgment, sets a position deviation value greater than the deviation correction error value before operation. When the distance between the satellite positioning data and the reference object is within the position deviation value, it is determined that the reference object has been passed, and reminder display and voice broadcast are performed according to the reference object index information; when passing through a station, further precise positioning is performed, and the distance between the satellite positioning data and the station is continuously calculated. When the distance is the minimum value, the positioning data is sent to the rail flaw detection system as station information.

12. The method for forming a management map of a rail flaw detection vehicle according to claim 1, 2, 3, 5, 6, 8, 9 or 11, characterized in that Step S109) further includes the following process: After the vehicle-mounted map computer (3) forms a trajectory file between stations, it calculates the kilometer post distance and the mileage pulse distance between stations. The kilometer post distance is obtained by taking the absolute value of the difference between the kilometer posts of the two stations, and the mileage pulse distance is obtained by taking the absolute value of the difference between the mileage pulse numbers of the two stations. The trajectory file, the kilometer post distance, and the mileage pulse distance are stored in the inter-station line database.

13. The method for forming a management map of a rail flaw detection vehicle according to claim 12, characterized in that Step S110) further includes the following process: After receiving the update information from the vehicle-mounted map computer (3), the ground map computer (2) summarizes and generates a general ground map in the database; the lines of the ground map can be edited. When a line between certain stations needs to be deleted, first delete the track file of the line, and then delete the station names of the line.

14. The method for forming a management map of a rail flaw detection vehicle according to claim 13, characterized in that, the step S111) further includes the following process: The ground map computer (2) records the database versions of all vehicle-mounted map computers (3) and distributes them to other vehicle-mounted map computers (3) with non-current versions.

15. The method for forming a management map of a rail flaw detection vehicle according to claim 1, 2, 3, 5, 6, 8, 9, 11, 13 or 14, characterized in that, the step S112) further includes the following process: When analyzing the replay of rail flaw detection, the B-scan image of rail flaw detection is displayed with the mileage pulse number as the coordinate, and the driving path record is included in the B-scan image of rail flaw detection; the rail flaw detection replay analysis computer (40) sends the current mileage pulse number N and the driving path information to the ground map computer (2), and calls the ground map to locate the position of the current point on the corresponding line of the driving path and display it; the ground map computer (2) uses the nearest passing station as the position synchronization point, and calculates the position S of the current point N on the ground map according to the following formula N : Among them, the nearest passing station kilometer post is S 1 and the number of mileage pulses is N 1 , the distance between the kilometer posts of the front and rear stations is ΔS, and the distance of the mileage pulse is ΔN; When the rail flaw detection playback analysis computer (40) sends information on displaying or clearing the driving path to the ground map computer (2), the map line is correspondingly updated; After the ground map computer (2) displays the driving path, when dragging the current point within the driving path, the ground map computer (2) sends the corresponding mileage pulse number N to the rail flaw detection playback analysis computer (40), and the B-type map of the rail flaw detection moves to the current starting position for display.

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