Rail transit rail automatic polishing device, method, equipment and medium

Abstract

The present application relates to a kind of rail transit rail automatic polishing device, method, equipment and medium, the device includes signal system, rail polishing car and rail polishing equipment, the signal system peripheral heat radiation device and heat receiving sensor, the signal system is respectively connected with heat radiation device, heat receiving sensor, rail polishing car and rail polishing equipment communication;The signal system processes heat receiving sensor data, and controls rail polishing car automatic driving, controls rail polishing equipment automatic rail polishing.Compared with prior art, the present application has no need to add separate detection system, low in cost, simple structure, easy to implement;Save manpower resource cost, improve the efficiency of rail polishing and the like advantages.

Description

Technical Field

[0001] This invention relates to maintenance technology for rail transit equipment, and in particular to an automatic grinding device, method, equipment, and medium for rail transit rails. Background Technology

[0002] In the rail transit sector, rails are a crucial infrastructure. With prolonged passenger operation, rail fatigue and damage gradually increase due to wheel-rail contact. Common forms of rail damage include rail cracks, spalling, corrugation damage, and hard scratches. If rail damage is not addressed promptly, it will further deteriorate the rail-wheel relationship, affecting not only operational availability and comfort but also, in severe cases, train safety.

[0003] To ensure driving safety and improve operational comfort, the rails need to be inspected and ground regularly.

[0004] For rail inspection, non-contact non-destructive testing (NDT) is currently the primary method. This technology has numerous research and application cases, with common methods including machine vision, electromagnetic ultrasound, laser ultrasound, and phased array ultrasound. The paper "Research on Non-destructive Testing Technology for Rail Cracks Using Multi-Physical Electromagnetic and Thermal Imaging" (by Gao Yunlai, Nanjing University of Aeronautics and Astronautics) proposes using electromagnetic induction-excited thermal imaging for rail NDT. Rail grinding, on the other hand, primarily relies on manual methods, involving human-driven rail grinding vehicles and manual control of the grinding method and precision.

[0005] Existing non-destructive testing technologies for rails, whether machine vision, electromagnetic ultrasound, laser ultrasound, or phased array ultrasound, all require separate rail flaw detection vehicles or rail inspection vehicles, or relatively expensive high-speed cameras, electromagnetic equipment, and laser equipment, resulting in high costs. Electromagnetic induction-excited thermal imaging methods require thermal imaging and image analysis processing, which are quite complex. Rail grinding relies on manual labor, leading to high labor costs and low operational efficiency. Summary of the Invention

[0006] The purpose of this invention is to overcome the defects of the prior art by providing an automatic grinding device, method, equipment and medium for rail transit.

[0007] The objective of this invention can be achieved through the following technical solutions:

[0008] According to a first aspect of the present invention, an automatic rail grinding device for rail transit is provided. The device includes a signal system, a rail grinding vehicle, and rail grinding equipment. The signal system is externally equipped with a thermal radiation device and a thermal receiving sensor. The signal system is communicatively connected to the thermal radiation device, the thermal receiving sensor, the rail grinding vehicle, and the rail grinding equipment, respectively.

[0009] The signal system processes the data from the heat receiving sensor and controls the automatic driving of the rail grinding vehicle, as well as the automatic rail grinding of the rail grinding equipment.

[0010] According to a second aspect of the present invention, a method is provided using the aforementioned automatic grinding apparatus for railway rails, the method comprising the following steps:

[0011] Step 1: The signal system performs non-destructive testing of the rails using a thermal radiation device and a thermal receiving sensor;

[0012] Step 2: The signal system processes the data from the thermal receiving sensor to generate polishing plan data;

[0013] Step 3: The signal system controls the automatic driving of the rail grinding vehicle and the automatic grinding equipment to grind the rails according to the grinding plan data;

[0014] Step 4: The signal system evaluates the results of the rail grinding.

[0015] As a preferred technical solution, in step 1, before the rail inspection, a thermal radiation model of the entire rail line is generated using a thermal radiation device and a thermal receiving sensor.

[0016] As a preferred technical solution, the thermal radiation characteristics at any location in the thermal radiation model are generated by using the mileage information of the entire rail line recorded in the signal system and the rail detection data at any location on the line.

[0017] As a preferred technical solution, the formula for calculating the position of each detection accuracy unit Δu of the thermal radiation characteristics at line position K is as follows:

[0018]

[0019] The characteristics of track position K were obtained through multiple full-line rail characteristic data collections and weighted average calculations:

[0020]

[0021] Where K is a kilometer marker at any location on the line, and its location is recorded in the signal system; i is a weighted coefficient based on the ambient temperature at the current detection time; and n is the number of detections performed at that location.

[0022] Q Δu热发射 The value of heat emitted through the thermal radiation device;

[0023] Q Δu钢轨吸收 This represents the amount of heat absorbed by the rail during the transmission process;

[0024] Q Δu传播损耗This represents the amount of heat lost in the air during transmission.

[0025] This indicates the amount of heat received by the heat receiving sensor within its detection unit accuracy range;

[0026] The heat value is obtained by weighted average calculation after multiple collections of rail thermal radiation characteristics at position K on the line.

[0027] As a preferred technical solution, in step 1, the rail inspection is carried out simultaneously with the daily track compaction operation.

[0028] As a preferred technical solution, the results of the rail inspection are compared with the thermal radiation model of the entire rail line and the actual condition of the rail is recorded.

[0029] As a preferred technical solution, in step 2, the polishing plan data includes the start time of the polishing operation, the end time of the polishing operation, the polishing range, the polishing operation method, and the expected polishing effect.

[0030] As a preferred technical solution, the grinding operation method includes restorative grinding or preventive grinding, the number of grinding cycles, the grinding speed for each cycle, the grinding angle for each cycle, and the grinding power for each cycle.

[0031] As a preferred technical solution, in step 2, the grinding plan is generated based on the actual condition of the rails in the track, the area to be ground, and the preset grinding scheme, and by comparing the nature and scope of the construction operations in the track other than the rail grinding plan.

[0032] As a preferred technical solution, the grinding plan will continuously check for conflicts with other construction plans besides the rail grinding plan, and adjust the grinding plan according to the importance of the other construction plans besides the rail grinding plan.

[0033] As a preferred technical solution, the importance of the construction plan is preset in the signal system, and different construction operations are set to different levels.

[0034] As a preferred technical solution, in the aforementioned grinding plan, when the rail is severely damaged and requires repair grinding, the rail grinding plan is given the highest priority and is executed first; when the rail grinding is preventative grinding, the rail grinding plan is given the second-highest or general priority, and the execution time of the grinding plan can be adjusted according to the importance of the construction plans other than the rail grinding plan.

[0035] As a preferred technical solution, step 3, the step of automatically grinding the rail, specifically includes:

[0036] Step 3.1: According to the grinding plan, the signal system automatically controls the rail grinding vehicle to run to the main line;

[0037] Step 3.2: After the rail grinding vehicle moves to the grinding area, the signal system sets a work area for this grinding operation. This area will be exclusively occupied and sealed off by the rail grinding vehicle. Vehicles and operations other than the rail grinding vehicle are prohibited from entering this area. At the same time, the work progress will be displayed on the workstation of the signal system.

[0038] Step 3.3: The rail grinding vehicle begins grinding operations. The signal system controls the running speed of the rail grinding vehicle during grinding, as well as the grinding angle and grinding power of the grinding equipment.

[0039] As a preferred technical solution, in step 4, the method for evaluating the results after grinding is to perform rail inspection on the ground rail.

[0040] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0041] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0042] Compared with the prior art, the present invention has the following advantages:

[0043] 1) The thermal radiation non-destructive testing technology for rails proposed in this invention can be implemented by combining it with the signal system in rail transit, without the need to add a separate testing system. It is low in cost, simple in structure, and easy to implement.

[0044] 2) This invention automatically generates a rail grinding scheme and plan based on the test results. After normal operation ends, the rail grinding vehicle is automatically controlled to grind the rails according to the plan and the grinding results are evaluated. Compared with the existing fully manual grinding operation (manual control of trains and manual control of grinding methods), this invention solves the problem that the current rail grinding task is completely dependent on manual implementation, saves human resource costs, and improves the efficiency of rail grinding. Attached Figure Description

[0045] Figure 1 This is a system structure and functional block diagram of the present invention;

[0046] Figure 2 This is a diagram illustrating the rail inspection process of the present invention.

[0047] Figure 3 This is a comparison diagram of the rails in normal and damaged condition according to the present invention;

[0048] Figure 4 This is a flowchart illustrating a specific implementation of the present invention. Detailed Implementation

[0049] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0050] This solution primarily involves the signaling system and rail grinding vehicle in urban rail transit, with the signaling system being the core system. By installing thermal radiation devices and heat receiving sensors external to the signaling system, the system processes the sensor data using algorithms and controls the automatic driving of the rail grinding vehicle. This enables the rail grinding equipment to automatically grind the rails, and the grinding results are evaluated after normal operation. This achieves fully automated operation from data acquisition to the completion of the rail grinding task.

[0051] The system structure of the present invention is as follows: Figure 1 As shown.

[0052] This invention is mainly achieved through the following processes:

[0053] 1. Rail inspection; 2. Generate a grinding plan based on the inspection results; 3. Control the rail grinding machine to grind the rails according to the grinding plan; 4. Evaluate the results of the rail grinding.

[0054] The main process is explained below:

[0055] 1. Rail inspection

[0056] like Figure 1 As shown, the rail inspection process is divided into three parts.

[0057] First, a thermal radiation model of the entire rail line needs to be generated. This is done by using heat source generators and thermal radiation receivers installed on the train to model the rails along the entire line. Since the signaling system records the mileage information for the entire line, the thermal radiation characteristics at any location can be determined by sending rail inspection data from any point to the signaling system via a data interface.

[0058] Since all the rails laid on the line were brand new and in good condition before the line was put into operation, the thermal radiation characteristics of any location K on the line, for each unit of detection accuracy Δu, can be determined using the following formula:

[0059]

[0060] like Figure 3 As shown, the heat emission and heat reflection of rails under normal and damaged conditions are different, which can be used to determine the health status of the rails.

[0061] Because the heat absorption and heat propagation loss of the rails are affected by the ambient temperature, multiple rail characteristic data collections will be conducted along the entire line during the trial operation before the line is put into operation. The characteristics of any location K on the line will be obtained by weighted average calculation.

[0062]

[0063] Where K is a kilometer marker at any location on the line, and its location is recorded in the signal system; i is a weighted coefficient based on the ambient temperature at the current detection time; and n is the number of detections performed at that location.

[0064] By obtaining the thermal application characteristics of healthy rails at all locations along the line, a thermal radiation model of the entire rail system is constructed.

[0065] Subsequently, during the line's operation phase, track compaction work is carried out every morning, allowing for simultaneous inspection of the entire track. This enables real-time monitoring of the actual rail thermal condition at any location K along the line. and compared with the model K already constructed in the signal system. A comparison is performed, and when the deviation exceeds a preset threshold... When the wear is greater than a threshold, it can be determined that the rail is already worn. At that time, it can be determined that the rail surface has peeled off, and its information can be recorded in the signal system.

[0066] Right now:

[0067] like Then the surface wears down;

[0068] like Then the surface peels off;

[0069] Otherwise, the health of the rail at point K is still within an acceptable range.

[0070] 2. Generate a rail grinding plan

[0071] Based on the damage to the rails along the line, the area requiring grinding, and the pre-set grinding plan, and by comparing the nature and scope of other nighttime construction operations along the line within 5 days starting from today's task, a rail grinding plan is formulated.

[0072] like Figure 4As shown, the rail grinding plan includes the start and end times, grinding area (the kilometer marker range in the signaling system), operation method (preventive or restorative grinding, number of grinding operations, grinding speed per operation, grinding angle per operation, grinding power per operation), and expected grinding effect.

[0073] During this process, conflicts between the pre-set grinding plan and other construction plans will be continuously checked, and the grinding plan will be adjusted according to the importance of other construction activities: when the rail damage is severe and requires repair grinding, the rail grinding plan will be set to the highest priority and executed first; when the rail grinding is preventative grinding, the rail grinding plan will be set to the second-highest or general priority. In this case, if other construction activities exist, the execution time of the grinding plan can be adjusted according to their importance. (The importance of each construction activity needs to be preset in the signaling system, and different construction activities are set to different levels).

[0074] 3. Grind the rails according to the grinding plan.

[0075] By using signal equipment pre-installed on the rail grinding vehicle, an interface is established between the signal system and the rail grinding workshop to control the operation and work of the grinding vehicle.

[0076] According to the pre-set grinding plan, once the grinding operation begins, the signal system will automatically control the rail grinding vehicle to run to the main line. During this process, either unmanned or manned operation can be used, depending on the specific project requirements.

[0077] Once the grinding vehicle has reached the grinding area, the signal system will set a specific working zone (WZ) for this grinding operation. This zone will be exclusively occupied and sealed off by the grinding vehicle, and no other vehicles or operations are allowed to enter the zone. At the same time, the work progress will be displayed on the workstation of the signal system.

[0078] The grinding machine begins grinding operations. The signal system controls the grinding machine's speed, grinding angle, and grinding power. After one grinding cycle is completed, the system controls the grinding machine to perform secondary, tertiary, or multiple grinding cycles. The number of grinding cycles is pre-set in the grinding plan based on the rails and actual conditions at the grinding location to achieve the best grinding results.

[0079] 4. Evaluate the results after polishing.

[0080] After completing the rail grinding in the current area, the ground rails are inspected (the inspection method is the same as described above). The number of inspections can be preset, and the final actual grinding effect is the average of the results of multiple thermal radiation tests.

[0081]

[0082] Then, the effects before and after polishing were compared:

[0083]

[0084] At the same time, compare it with the state at that location in the model:

[0085]

[0086] like and This indicates that the rails at this location have reached an acceptable condition after grinding, the grinding work at this location is complete, the exclusive blockade of this area is lifted, and the work will proceed to the next grinding location according to the grinding plan.

[0087] If all the work in the polishing plan has been completed, the signaling system will control the polishing train to return.

[0088] The above is an introduction to the method embodiments. The following describes the solution of the present invention further through device embodiments.

[0089] This invention relates to an automatic rail grinding device for rail transit. The device includes a signal system, a rail grinding vehicle, and rail grinding equipment. The signal system is externally equipped with a thermal radiation device and a thermal receiving sensor. The signal system is communicatively connected to the thermal radiation device, the thermal receiving sensor, the rail grinding vehicle, and the rail grinding equipment. The signal system processes data from the thermal receiving sensor and controls the automatic driving of the rail grinding vehicle and the automatic rail grinding of the rail grinding equipment.

[0090] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0091] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0092] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0093] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0094] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0095] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0096] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0097] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method using an automatic rail grinding device for rail transit, characterized in that, The device includes a signal system, a rail grinding vehicle, and rail grinding equipment. The signal system is equipped with an external thermal radiation device and a thermal receiving sensor. The signal system is communicatively connected to the thermal radiation device, the thermal receiving sensor, the rail grinding vehicle, and the rail grinding equipment. The signal system processes the data from the heat receiving sensor and controls the automatic driving of the rail grinding vehicle, and controls the automatic rail grinding equipment to grind the rails. The method includes the following steps: Step 1: The signal system performs non-destructive testing of the rails using a thermal radiation device and a thermal receiving sensor; Step 2: The signal system processes the data from the thermal receiving sensor to generate polishing plan data; Step 3: The signal system controls the automatic driving of the rail grinding vehicle and the automatic grinding equipment to grind the rails according to the grinding plan data; Step 4: The signal system evaluates the results of the rail grinding. In step 1, before rail inspection, a thermal radiation model of the entire rail line is generated using a thermal radiation device and a thermal receiving sensor. The thermal radiation characteristics at any location in the thermal radiation model are generated using the mileage information of the entire rail line recorded in the signal system and the rail inspection data at any location on the line. The calculation formula for the thermal radiation characteristics at location K on the line, for each detection accuracy unit νu, is as follows: The characteristics of track position K were obtained through multiple full-line rail characteristic data collections and weighted average calculations: Where K is a kilometer marker at any location on the line, and its location is recorded in the signal system; i is a weighted coefficient based on the ambient temperature at the current detection time; and n is the number of detections performed at that location. The amount of heat lost in the air during transmission; The amount of heat received; At position K on the track, the heat value after the nth collection of rail thermal radiation characteristics; This indicates the heat value obtained by weighted averaging after multiple collections of rail thermal radiation characteristics at location K on the track.

2. The method according to claim 1, characterized in that, In step 1, the rail inspection is carried out simultaneously with the daily track compaction operation.

3. The method according to claim 2, characterized in that, The results of the rail inspection were compared with the thermal radiation model of the entire rail line, and the actual condition of the rail was recorded.

4. The method according to claim 1, characterized in that, In step 2, the polishing plan data includes the start time of the polishing operation, the end time of the polishing operation, the polishing range, the polishing operation method, and the expected polishing effect.

5. The method according to claim 4, characterized in that, The grinding operation methods include restorative grinding or preventative grinding, the number of grinding cycles, the grinding speed for each cycle, the grinding angle for each cycle, and the grinding power for each cycle.

6. The method according to claim 1, characterized in that, In step 2, the grinding plan is generated based on the actual condition of the rails in the track, the area to be ground, and the preset grinding scheme, and by comparing the nature and scope of the construction operations in the track other than the rail grinding plan.

7. The method according to claim 6, characterized in that, The grinding plan will be continuously checked for conflicts with other construction plans besides the rail grinding plan, and the grinding plan will be adjusted according to the importance of the other construction plans besides the rail grinding plan.

8. The method according to claim 7, characterized in that, The importance of the construction plan is preset in the signal system, and different construction operations are set to different levels.

9. The method according to claim 8, characterized in that, In the aforementioned grinding plan, when the rail is severely damaged and requires repair grinding, the rail grinding plan is given the highest priority and is executed first. When the rail grinding is preventative, the rail grinding plan is given the second-highest or general priority, and the execution time of the grinding plan is adjusted according to the importance of the construction plans other than the rail grinding plan.

10. The method according to claim 1, characterized in that, In step 3, the automatic rail grinding process specifically involves: Step 3.1: According to the grinding plan, the signal system automatically controls the rail grinding vehicle to run to the main line; Step 3.2: After the rail grinding vehicle moves to the grinding area, the signal system sets a work area for this grinding operation. This area will be exclusively occupied and sealed off by the rail grinding vehicle. Vehicles and operations other than the rail grinding vehicle are prohibited from entering this area. At the same time, the work progress will be displayed on the workstation of the signal system. Step 3.3: The rail grinding vehicle begins grinding operations. The signal system controls the running speed of the rail grinding vehicle during grinding, as well as the grinding angle and grinding power of the grinding equipment.

11. The method according to claim 1, characterized in that, In step 4, the method for evaluating the results after grinding is to perform rail inspection on the ground rail.

12. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 11.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 11.

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