Urban rail rail corrugation fault detection device and method

Abstract

The present invention discloses a device and method for detecting rail corrugation faults of urban rails, the device comprises a set of standard wheelsets installed on the lower side of a carriage, vibration acceleration sensors are respectively installed on the left and right axle boxes of the standard wheelsets for measuring the rail corrugation depth, a speed sensor for measuring the carriage driving speed is installed at the end of the axle box shaft on one side, a corrugation collector for collecting, storing and processing signals of the vibration acceleration sensor and the speed sensor is installed inside the carriage, and a corrugation analysis host for controlling the corrugation collector and capable of data analysis and calculation is also installed inside the carriage; the method comprises obtaining signals of the vibration acceleration sensor and the speed sensor, and processing the data to obtain various corrugation parameters. The present invention detects rail corrugation faults when the vehicle is in normal running state, greatly improves the efficiency and accuracy of rail corrugation detection, and meets the needs of large-scale rail corrugation detection of urban rails.

Description

Technical Field

[0001] The invention belongs to the technical field of rail corrugation detection, and in particular relates to a device and method for detecting rail corrugation faults of urban rails. Background Art

[0002] Rail wear includes uniform wear and uneven wear. Uniform wear is the normal wear caused by the contact between the wheel and the rail, and uneven wear is caused by the wear of the wheel during braking, starting, crossing the rail gap and switch, etc. This wear often presents a continuous or discontinuous wave state, so it is called corrugation in engineering. The vibration caused by corrugation is different from the vibration characteristics formed by failure modes such as rail joints, wheel out-of-roundness, and wheel tread flat scars. The corrugation depth and wavelength can generally be measured by a dedicated corrugation monitoring trolley, but the disadvantage is that it is driven by manpower and the travel speed is slow and cannot keep up with the needs of line detection. Therefore, how to detect rail corrugation without affecting the normal operation of the vehicle and improve the detection efficiency is a technical problem that needs to be solved in this field. Summary of the invention

[0003] The purpose of the present invention is to provide a device and method for detecting rail corrugation faults of urban rails, which can detect rail corrugation faults during normal vehicle travel, have high detection efficiency and accuracy, and are more suitable for the characteristics of high carrying intensity and high maintenance requirements of urban rails.

[0004] The objective of the present invention is achieved through the following technical solutions:

[0005] The invention discloses a device for detecting corrugation faults of urban rails. The device comprises a set of standard wheelsets installed on the lower side of a carriage. Vibration acceleration sensors are respectively installed on the left and right axle boxes of the standard wheelsets. The vibration acceleration sensors are used to measure the corrugation depth of the rails. A rotation speed sensor for measuring the running speed of the carriage is installed at the end of a rotating shaft of the axle box on one side. A corrugation collector for collecting, storing and processing signals of the vibration acceleration sensor and the rotation speed sensor is installed inside the carriage. A corrugation analysis host for controlling the corrugation collector and capable of performing data analysis and calculation is also installed inside the carriage. The corrugation collector is connected to the corrugation analysis host. A filter, an AD converter and a core processor are sequentially connected inside the corrugation collector. The filter is respectively connected to the vibration acceleration sensor and the rotation speed sensor to form a collection channel. The core processor is connected to the corrugation analysis host via a CAN communication interface.

[0006] Furthermore, the standard wheelset is a trailer wheelset without power input, bearing fault and wheel tread fault.

[0007] Furthermore, the vibration acceleration sensor is an IEPE type piezoelectric acceleration sensor.

[0008] Furthermore, the rotation speed sensor is a high-precision rotation speed sensor that outputs more than 400 pulses per rotation.

[0009] Furthermore, the filter is a bandpass filter of 3 Hz to 800 Hz.

[0010] The present invention also discloses a method for detecting urban rail corrugation faults based on the above device, the method comprising the following steps:

[0011] Step 1, continuously and synchronously acquiring the vibration acceleration sensor and the speed sensor signals at a certain frequency, and obtaining the distance between the current carriage and the departure station according to the speed sensor signal and the wheel diameter of the standard wheelset, and when the vibration acceleration sensor signal is abnormal, proceeding to the next step, wherein: when the vibration acceleration sensor signal is abnormal, it is the starting time of corrugation;

[0012] Step 2, determining the position of the starting time of corrugation according to the distance between the current carriage and the departure station;

[0013] Step 3, determining the corrugation length according to the length of time when the vibration acceleration sensor signal is abnormal;

[0014] Step 4: Process the vibration acceleration sensor signal for determining the corrugation length to obtain the corrugation depth.

[0015] Furthermore, the frequency determined in step 1 is the frequency of the number of pulses output by the speed sensor per rotation.

[0016] Furthermore, the process of processing the vibration acceleration sensor signal for determining the corrugation length to obtain the corrugation depth in step 4 is: performing a fast Fourier transform on the vibration acceleration sensor signal data for determining the corrugation length, and sorting the data in descending order according to the amplitude to obtain the first n frequency components Fi and their corresponding amplitudes Ai, i=0,1,2…n-1; and obtaining the displacement amplitude of each frequency component Fi, i.e., the corrugation depth Hi, by calculation.

[0017] The beneficial effects of the present invention are as follows: the present invention adopts a standard wheelset without power input, bearing failure and wheel tread failure, and a vibration acceleration sensor and a high-precision speed sensor installed on the axle box of the standard wheelset, and uses a corrugation analysis host to control a corrugation collector to collect, process and store acceleration signals and speed signals during the vehicle's travel, and analyzes and calculates the processed data to obtain various parameters of rail corrugation. The present invention can detect rail corrugation faults under normal vehicle operation without deliberately reducing the vehicle speed. At the same time, the use of a standard wheelset and a high-precision speed sensor avoids interference from other fault signals during the detection process, making it easier to obtain various parameters of rail corrugation, greatly improving the efficiency and accuracy of rail corrugation detection, and meeting the needs of large-scale rail corrugation detection on urban rails.

[0018] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific implementation methods. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the overall structure of the rail corrugation fault detection device;

[0020] Figure 2 This is a schematic diagram of the actual form of rail corrugation failure;

[0021] Figure 3 This is a rail corrugation fault detection and analysis diagram of Example 1;

[0022] Figure 4 This is a curve diagram of corrugation parameters of Example 1.

[0023] Among them, 10: standard wheelset; 11a, 11b: axle box; 20a, 20b: vibration acceleration sensor; 30: speed sensor; 40: wave grinding collector; 40a, 40b, 40c, 60: cables; 41: filter; 42: AD converter; 43: core processor; 44, 51: CAN communication interface; 50: wave grinding analysis host. DETAILED DESCRIPTION

[0024] The present invention discloses a device for detecting corrugation faults of urban rail tracks. Figure 1As shown, the device includes a set of standard wheels 10 installed on the lower side of the car, and vibration acceleration sensors 20a and 20b are respectively installed on the left and right side axle boxes 11a and 11b of the standard wheels 10. The vibration acceleration sensors are used to measure the corrugation depth of the rails. A speed sensor 30 for measuring the driving speed of the car is installed at the end of the axle box shaft on one side. A corrugation collector 40 for collecting, storing and processing signals of the vibration acceleration sensors 20a, 20b and the speed sensor 30 is installed inside the car. A corrugation analysis host 50 for controlling the corrugation collector 40 and performing data analysis and calculation is also installed inside the car. The corrugation collector 40 is connected to the corrugation analysis host 50 through a cable 60.

[0025] Among them, the wave grinding collector 40 is sequentially connected with a filter 41, an AD converter 42 and a core processor 43. The filter 41 is respectively connected to the vibration acceleration sensors 20a, 20b and the speed sensor 30 through cables 40a, 40b and 40c to form two acceleration signal acquisition channels and one speed signal acquisition channel. The core processor 43 is connected to the wave grinding analysis host 50 through CAN communication interfaces 44, 51 through a cable 60 to form a data transmission channel.

[0026] Specifically, the standard wheelset 10 used is a trailer wheelset with no power input, no bearing fault and no wheel tread fault, that is, a trailer car with a bogie without a drive motor and a gearbox, and the axle box bearings are in good condition, and the wheels are in good condition without defects such as flat scars, loss of roundness, and scratches, so as to avoid interference from other fault signals during the detection process, thereby ensuring more accurate detection results.

[0027] Specifically, the installed vibration acceleration sensor is an IEPE type piezoelectric acceleration sensor.

[0028] Specifically, the installed rotation speed sensor is a high-precision rotation speed sensor that outputs more than 400 pulses per revolution.

[0029] Specifically, the filter is a bandpass filter of 3 Hz to 800 Hz.

[0030] In practice, the state of rail corrugation is as follows: Figure 2As shown, when the vehicle travels on the rail, the wheel rolls over the rail. When the standard wheel set passes through the corrugation part, the wheel vibrates; the vibration signal is transmitted to the left and right axle boxes 11a and 11b through the bearing in the axle box; the acceleration signal is transmitted to the corrugation collector 40 through the vibration acceleration sensor 20a and 20b, and the speed signal of the standard wheel set is transmitted to the corrugation collector 40 through the speed sensor 30. The acceleration signal collected by the corrugation collector 40 enters the filter 41 through the collection channel for bandpass filtering of 3Hz to 800Hz, and then enters the core processor 43 after conversion by the AD converter 42, and then is transmitted to the corrugation collection host 50 through the CAN communication interface 44 and 51 for continuous storage. The corrugation collection host 50 analyzes and processes the received data and calculates various parameters of rail corrugation.

[0031] The present invention also discloses a method for detecting urban rail corrugation faults, the method comprising the following steps:

[0032] Step 1, continuously and synchronously acquiring the vibration acceleration sensor and the speed sensor signals at a certain frequency, and obtaining the distance between the current carriage and the departure station according to the speed sensor signal and the wheel diameter of the standard wheelset 10, and when the vibration acceleration sensor signal is abnormal, proceed to the next step, wherein: when the vibration acceleration sensor signal is abnormal, it is the starting time of corrugation;

[0033] Step 2, determining the position of the starting time of corrugation according to the distance between the current carriage and the departure station;

[0034] Step 3, determining the corrugation length according to the length of time when the vibration acceleration sensor signal is abnormal;

[0035] Step 4: Process the vibration acceleration sensor signal for determining the corrugation length to obtain the corrugation depth.

[0036] Specifically, the frequency determined in step 1 is the frequency of the number of pulses output by the speed sensor per rotation.

[0037] Specifically, the process of processing the vibration acceleration sensor signal that determines the corrugation length to obtain the corrugation depth in step 4 is: performing fast Fourier transform on the vibration acceleration sensor signal data that determines the corrugation length, and sorting the amplitudes from large to small to obtain the first n frequency components Fi and their corresponding amplitudes Ai, i=0,1,2…n-1; and obtaining the displacement amplitude of each frequency component Fi, i.e., the corrugation depth Hi, by calculation.

[0038] The specific detection process is as follows: the acceleration signal and the speed signal during driving are collected by the vibration acceleration sensors 20a and 20b installed on the left and right axle boxes of the standard wheelset 10 and the speed sensor 30 installed on the end of the axle box on one side of the standard wheelset 10, and the signals are transmitted to the corrugation collector 40 through the cables 40a, 40b, and 40c; the acceleration signal and the speed signal collected by the corrugation collector 40 are first filtered by the filter 41. Since the vehicle driving speed is detected when the vehicle speed is in the range of 20km≤v≤80km, at this speed, the vibration frequency corresponding to the corrugation disease with a wavelength of 30 to 1000mm that is mainly concerned is 5.6Hz to 740Hz, so the filter 41 adopts a bandpass filter of 3Hz to 800Hz; the signal is then converted by the AD converter 42, enters the core processor 43, and is then transmitted to the corrugation analysis host 50 through the CAN communication interfaces 44 and 51 for continuous sampling and storage; since the highest analysis object frequency is 740Hz according to the sampling theorem, the sampling frequency is required to be not less than 1480Hz. The corrugation analysis host 50 analyzes and processes the received data, and obtains parameters such as corrugation length, corrugation position interval, corrugation depth, and corrugation wavelength through calculation.

[0039] The specific calculation process is as follows:

[0040] (1) Based on the number of pulses N1 collected by the speed sensor per unit time and the cumulative number of pulses N of the speed sensor, the wheel rotation frequency fr, the driving speed v, and the mileage Lc are calculated:

[0041] Wheel rotation frequency fr = N1 / N0;

[0042] Driving speed v = π*D*fr = π*D*N1 / N0;

[0043] Mileage Lc = π*D*N / N0;

[0044] Among them, N0 is the number of pulses in a single cycle of the speed sensor; D is the wheel diameter.

[0045] (2) Based on the starting mileage L0, the mileage Lc, and the long and short chain mileage ∑Ls of the driving interval, the corrugation position S is calculated:

[0046] Corrugation position S = L0 + Lc + ∑Ls;

[0047] Among them, Ls is a negative value when the chain is long, and a positive value when the chain is short.

[0048] (3) According to the analysis data length Ld, sampling frequency fs and driving speed v, the track length corresponding to the analysis data, i.e., the corrugation length Lg, is calculated, and then the corrugation position interval is determined;

[0049] Corrugation length Lg = Ld / fs*v;

[0050] The corrugation position range is: S-Lg to S range.

[0051] (4) Perform fast Fourier transform on the data processed by the corrugation collector, and sort the data from large to small in amplitude to obtain the first n frequency components Fi and their corresponding amplitudes Ai, i = 0, 1, 2…n-1; the displacement amplitude of each frequency component Fi, i.e., the corrugation depth Hi, is obtained by calculation:

[0052] Corrugation depth Hi=Ar*Ai / (2πFi) 2 ;

[0053] Where Ar is the empirical coefficient, as shown in the following formula:

[0054]

[0055] The corrugation depth value corresponding to the frequency component satisfying Fi≥5.6Hz is calculated. This is because the vehicle speed is detected in the range of 20km≤v≤80km. At this speed, the vibration frequency corresponding to the corrugation disease with a wavelength of 30 to 1000mm is mainly concerned with 5.6Hz to 740Hz. Therefore, the frequency component Fi≥5.6Hz is selected mainly to avoid mistaking the components below this frequency for corrugation faults.

[0056] (5) According to different frequency components Fi, the corresponding period Ti is calculated, and then according to the driving speed v, the corresponding corrugation wavelength Lbi is calculated:

[0057] Period Ti = 1 / Fi;

[0058] The wave grinding wavelength Lbi=Ti*v=1 / Fi*v.

[0059] Similarly, calculate the corrugation wavelength corresponding to the frequency component satisfying Fi≥5.6Hz.

[0060] Embodiment 1

[0061] This embodiment is an application example of the above-mentioned urban rail corrugation fault detection device and method in actual detection.

[0062] The detection method of this embodiment comprises the following steps:

[0063] Step 1, continuously and synchronously acquiring the vibration acceleration sensor and the speed sensor signals at a certain frequency, and obtaining the distance between the current carriage and the departure station according to the speed sensor signal and the wheel diameter of the standard wheelset 10, and when the vibration acceleration sensor signal is abnormal, proceed to the next step, wherein: when the vibration acceleration sensor signal is abnormal, it is the starting time of corrugation;

[0064] Step 2, determining the position of the starting time of corrugation according to the distance between the current carriage and the departure station;

[0065] Step 3, determining the corrugation length according to the length of time when the vibration acceleration sensor signal is abnormal;

[0066] Step 4: Process the vibration acceleration sensor signal for determining the corrugation length to obtain the corrugation depth.

[0067] The frequency determined in step 1 is the frequency of the number of pulses output by the speed sensor per revolution; the process of processing the vibration acceleration sensor signal that determines the corrugation length to obtain the corrugation depth in step 4 is: performing fast Fourier transform on the vibration acceleration sensor signal data that determines the corrugation length, and sorting the first n frequency components Fi and their corresponding amplitudes Ai from large to small according to the amplitude, i=0,1,2…n-1; and obtaining the displacement amplitude of each frequency component Fi, i.e., the corrugation depth Hi, by calculation.

[0068] The specific calculation process is as follows:

[0069] (1) Based on the number of pulses N1 collected by the speed sensor per unit time and the cumulative number of pulses N of the speed sensor, the wheel rotation frequency fr, the driving speed v, and the mileage Lc are calculated:

[0070] Wheel rotation frequency fr = N1 / N0;

[0071] Driving speed v = π*D*fr = π*D*N1 / N0;

[0072] Mileage Lc = π*D*N / N0;

[0073] Among them, N0 is the number of pulses in a single cycle of the speed sensor; D is the wheel diameter.

[0074] The unit time in this embodiment is 1s, that is, the pulse number N1=19464 and the accumulated pulse number N=73216011 of the speed sensor 30 are collected once every 1s, the single cycle pulse number N0 of the speed sensor is 5000, and the wheel diameter is D=0.840m. The above formula can be used to calculate:

[0075] Wheel rotation frequency fr = N1 / N0 = 19464 / 5000 = 3.9828 Hz;

[0076] Driving speed v = π*D*fr = π*D*N1 / N0 = π*0.840*19464 / 5000*3600 = 36982 m / h;

[0077] Mileage Lc = π*D*N / N0 = π*0.840*73216011 / 5000 = 38642.5m.

[0078] (2) Based on the starting mileage L0, the mileage Lc, and the long and short chain mileage ∑Ls of the driving interval, the corrugation position S is calculated:

[0079] Corrugation position S = L0 + Lc + ∑Ls;

[0080] Among them, Ls is a negative value when the chain is long, and a positive value when the chain is short.

[0081] In this embodiment, the starting mileage L0=30981m, and the driving direction is upward. After checking, the driving range includes 3 long and short chains, including long chain -42.555m, short chain 25.458m, and long chain -6.253m. Therefore, the long and short chain mileage ∑Ls=-42.555+25.458-6.253=-23.35m, from which the corrugation position S can be calculated as:

[0082] The wave mill position S=L0+Lc+∑Ls=30981+38642.5-23.35=69600.15m, that is, the wave mill position interval is around 69600.15m.

[0083] (3) According to the analysis data length Ld, sampling frequency fs and driving speed v, the track length corresponding to the analysis data, i.e., the corrugation length Lg, is calculated, and then the corrugation position interval is determined:

[0084] Corrugation length Lg = Ld / fs*v;

[0085] The corrugation position range is: S-Lg to S range.

[0086] The length of the analysis data Ld is generally an integer power of 2. In this embodiment, the length of the analysis data Ld is 2 to the 13th power, that is, Ld=2 13 =8192, the sampling frequency is fs=1600Hz, from which we can calculate:

[0087] Corrugation length Lg = Ld / fs*v = 8192 / 1600*36982 / 3600 = 52.597m;

[0088] S-Lg=69600.15-52.597=69547.553;

[0089] Therefore, the wave grinding position range is: 69547.553m~69600.15m.

[0090] (4) Perform fast Fourier transform on the data processed by the corrugation collector, and sort the data from large to small in amplitude to obtain the first n frequency components Fi and their corresponding amplitudes Ai, i = 0, 1, 2…n-1; the displacement amplitude of each frequency component Fi, i.e., the corrugation depth Hi, is obtained by calculation:

[0091] Corrugation depth Hi=Ar*Ai / (2πFi) 2 ;

[0092] Where Ar is the empirical coefficient, as shown in the following formula:

[0093]

[0094] In this embodiment, the first six frequency components with the largest amplitudes are obtained based on the data after fast Fourier transformation, i.e., i=0, 1, 2, 3, 4, 5. Figure 3 As shown, the values ​​of each frequency component F0~F5 and its amplitude A0~A5 are shown in Table 1:

[0095] Table 1

[0096] Serial number Frequency (Hz) Amplitude (m / s^2) 0 285.3516 2.22735 1 52.9297 1.91937 2 68.3594 1.71025 3 67.1875 1.70641 4 280.6641 1.58154 5 286.5234 1.52585

[0097] The corrugation depth values ​​corresponding to the frequency components satisfying Fi ≥ 5.6 Hz are calculated. It can be seen from Table 1 that F0 to F5 all meet the conditions.

[0098] Calculate the empirical coefficient first

[0099] According to the formula of corrugation depth Hi=Ar*Ai / (2πFi) 2 Calculate the corrugation depth H0~H5 of each frequency component respectively. From Table 1, we can see that A0=2.22735, F0=285.3516, thus the corrugation depth H0 can be calculated as:

[0100] H0=Ar*A0 / (2πF0) 2 =8.22*2.22735 / (2*π*285.3516) 2 =0.005mm

[0101] The calculation method of the corrugation depths H1 to H5 is the same as above, and the results are shown in Table 2.

[0102] (5) According to different frequency components Fi, the corresponding period Ti is calculated, and then according to the driving speed v, the corresponding corrugation wavelength Lbi is calculated:

[0103] Period Ti = 1 / Fi;

[0104] The wave grinding wavelength Lbi=Ti*v=1 / Fi*v.

[0105] Calculate the corrugation wavelength corresponding to the frequency component satisfying Fi ≥ 5.6 Hz.

[0106] In this embodiment, it can be seen from Table 1 that F0 to F5 all meet the conditions.

[0107] Where F0 = 285.3516, from which the wave grinding wavelength Lb0 can be calculated as:

[0108] Lb0=1 / F0*v / 3600*1000=1 / 285.3516*36982 / 3600*1000=36mm;

[0109] The calculation method of the corrugation wavelengths Lb1~Lb5 is the same as above, and the results are shown in Table 2.

[0110] Table 2

[0111] Serial number Frequency (Hz) Amplitude (m / s^2) Wavelength of corrugation(mm) Corrugation depth (mm) 0 285.3516 2.22735 36 0.005 1 52.9297 1.91937 194 0.15 2 68.3594 1.71025 150 0.08 3 67.1875 1.70641 153 0.08 4 280.6641 1.58154 37 0.004 5 286.5234 1.52585 36 0.004

[0112] Generally, we focus on the state where the corrugation depth is greater than 0.05mm. We analyze each section and form a new data sequence with the corrugation depth and corrugation wavelength data of sequence number 0 and the corresponding mileage data, vehicle speed, and wheel rotation frequency, and then draw a curve graph such as Figure 4 As shown, the left side is the corrugation depth curve, and the right side is the mileage curve. When the cursor moves, the state data such as corrugation depth, vehicle speed, wheel rotation frequency, and acquisition time corresponding to the mileage data are displayed. In this embodiment, the rails mainly have corrugation faults with a wavelength of 150-194 mm and a wave depth of 0.08-0.15 mm.

[0113] The above are only preferred embodiments of the present invention. The protection scope of the present invention is not limited to the above embodiments. All technical solutions under the concept of the present invention belong to the protection scope of the present invention. It should be pointed out that for ordinary technicians in this technical field, some improvements and modifications without departing from the principle of the present invention should be regarded as the protection scope of the present invention.

Claims

1. A method for detecting corrugation faults of urban rails, the method being based on a device for detecting corrugation faults of urban rails, characterized in that: The device comprises a set of standard wheels installed on the lower side of a carriage, wherein the standard wheels are trailer wheels without power input, bearing fault and wheel tread fault; vibration acceleration sensors are respectively installed on the left and right axle boxes of the standard wheels, wherein the vibration acceleration sensors are used to measure the corrugation depth of the rails, and a speed sensor for measuring the driving speed of the carriage is installed at the end of the axle box shaft on one side; a corrugation collector for collecting, storing and processing the signals of the vibration acceleration sensor and the speed sensor is installed inside the carriage; a corrugation analysis host for controlling the corrugation collector and capable of performing data analysis and calculation is also installed inside the carriage; the corrugation collector is connected to the corrugation analysis host, and a filter, an AD converter and a core processor are sequentially connected inside the corrugation collector, wherein the filter is respectively connected to the vibration acceleration sensor and the speed sensor to form an acquisition channel, and the core processor is connected to the corrugation analysis host via a CAN communication interface; The method comprises the following steps: Step 1, continuously and synchronously obtain the vibration acceleration sensor and the speed sensor signals at a determined frequency, and obtain the distance between the current carriage and the departure station according to the speed sensor signal and the wheel diameter of the standard wheel set. When the vibration acceleration sensor signal is abnormal, proceed to the next step, wherein: the abnormal vibration acceleration sensor signal is the starting time of corrugation; the determined frequency is the frequency of the number of pulses output by the speed sensor per rotation; Step 2, determining the position of the starting time of corrugation according to the distance between the current carriage and the departure station; Step 3, determining the corrugation length according to the length of time when the vibration acceleration sensor signal is abnormal; Step 4, processing the vibration acceleration sensor signal that determines the corrugation length to obtain the corrugation depth. The process is: performing fast Fourier transform on the vibration acceleration sensor signal data that determines the corrugation length, sorting the amplitudes from large to small to obtain the first n frequency components Fi and their corresponding amplitudes Ai, i=0,1,2…n-1; and obtaining the displacement amplitude of each frequency component Fi, i.e., the corrugation depth Hi, by calculation.

2. The urban rail corrugation fault detection method according to claim 1, characterized in that: The vibration acceleration sensor is an IEPE type piezoelectric acceleration sensor.

3. The urban rail corrugation fault detection method according to claim 1, characterized in that: The rotation speed sensor is a high-precision rotation speed sensor that outputs more than 400 pulses per revolution.

4. The urban rail corrugation fault detection method according to claim 1, characterized in that: The filter is a bandpass filter of 3 Hz to 800 Hz.

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