Rail car beam damage monitoring device, system and method

Abstract

The application provides a track compartment beam damage monitoring device, system and method. The device comprises a first inspection vehicle capable of running inside a track compartment beam. The first inspection vehicle can transmit signals with a second inspection vehicle running in the same track compartment beam to realize damage monitoring of the track compartment beam. The track compartment beam damage monitoring device, system and method provided by the application can realize efficient and automatic monitoring of internal cracks and broken tracks of the track compartment beam. The inspection vehicle runs stably by using the existing structure of the track compartment beam, and fully and widely covers the positions prone to faults inside the track compartment beam, thereby improving the operation safety of the track compartment beam rail transit.

Description

Technical Field

[0001] This invention belongs to the field of health monitoring technology for railway girder beams, and specifically relates to a damage monitoring device, system and method for railway girder beams. Background Technology

[0002] Suspended rail transit, as a new type of urban rail transit, has advantages such as being green and energy-saving, safe and environmentally friendly, low cost, small footprint, and comfortable to ride. As a powerful mode of transportation for urban connections and tourist routes, it is gradually being promoted and used.

[0003] The health of the track girder directly affects the overall operational safety of the suspended train and the personal safety of passengers. The suspended train is suspended below the track girder, with the sidewalls of the girder in close contact with the train's guide wheels under certain stress, thus controlling and constraining the train's movement. The sidewalls of the track girder are subjected to constant pressure from the guide wheels. Furthermore, wind vibrations from the vehicle cause uneven stress on the sidewalls. Vibrations introduced by long-term vehicle operation, the mutual compression of the track girder beams due to natural disasters, and fatigue after long-term operation can all lead to cracks in the sidewalls and rail breaks, affecting operational safety. To ensure the safe operation of suspended rail trains, real-time damage monitoring of the track girder is necessary to promptly detect cracks and rail breaks.

[0004] How to automatically and efficiently monitor internal damage to railway car beams is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] To address the above problems, the present invention provides a track beam damage monitoring device, comprising a first inspection vehicle.

[0006] The first inspection vehicle can operate inside the track beam;

[0007] The first inspection vehicle can transmit signals with the second inspection vehicle running on the same section of track beam to realize damage monitoring of the track beam.

[0008] Furthermore, the first inspection vehicle is used for flexible connection with the second inspection vehicle.

[0009] Furthermore, the first inspection vehicle includes a traveling unit and a monitoring unit;

[0010] The traveling unit is used to drive the first inspection vehicle to travel inside the track box beam;

[0011] The monitoring unit is used to monitor the damage to the inner wall of the track carriage beam.

[0012] Furthermore, the traveling unit includes multiple permanent magnet levitation plates for supporting the first inspection vehicle to levitate above the suspension support plate of the track beam.

[0013] Furthermore, the first inspection vehicle also includes a power conversion module for obtaining electrical energy from the power supply rail of the track beam to power the components of the first inspection vehicle.

[0014] Furthermore, the traveling unit also includes a vehicle linear motor board, which can cooperate with the box beam linear motor board to provide driving power for the first inspection vehicle.

[0015] Furthermore, the monitoring unit includes multiple sensors for use in conjunction with the sensors of the second inspection vehicle to monitor the damage at the connection between the magnetic levitation support plate and the side wall of the box girder and / or the location where the upper guide wheel travels and / or the location where the lower guide wheel travels.

[0016] Furthermore, the monitoring unit includes multiple sensors and connecting components that connect the sensors and the main body of the first inspection vehicle;

[0017] The connecting member is used to support the extension or retraction of the sensor;

[0018] The sensor is used to contact the side wall of the track beam when it is extended and to monitor for damage.

[0019] Furthermore, an elastic component is provided in the middle of the connecting member to provide a certain pretension;

[0020] The elastic component is equipped with a pressure sensor to collect the pressure parameters of the elastic component.

[0021] Furthermore, the first inspection vehicle is equipped with the sensors on both sides of the track beam, wherein each side includes at least two acoustic signal transmitters and two acoustic signal receivers;

[0022] One acoustic signal transmitter and one acoustic signal receiver are positioned above the vehicle linear motor board; the other acoustic signal transmitter and the other acoustic signal receiver are positioned below the vehicle linear motor board.

[0023] Furthermore, the first inspection vehicle also includes multiple retractable guide wheels.

[0024] The guide wheel is used to contact the track beam during the movement of the first inspection vehicle, so as to achieve the smooth operation of the first inspection vehicle within the track beam;

[0025] The guide wheel is used to separate from the track beam when the first inspection vehicle is monitoring signals.

[0026] Furthermore, the device also includes a second inspection vehicle.

[0027] The second inspection vehicle adopts the same structure as the first inspection vehicle described above.

[0028] The present invention also provides a track beam monitoring system, comprising:

[0029] The straight rail monitoring subsystem is used to monitor the damage of the straight rail section of the track box girder using the aforementioned track box girder damage monitoring device.

[0030] The curved rail monitoring subsystem is used to monitor damage to curved sections of the track beam by installing fixed acoustic signal sensors on the curved rails.

[0031] This invention also provides a method for monitoring track girder, comprising:

[0032] A first and second inspection vehicle are installed in a section of track box girder to cooperate with each other;

[0033] Damage monitoring of the track beams is achieved by transmitting signals between the first and second inspection vehicles.

[0034] Furthermore, the method includes:

[0035] The first inspection vehicle and the second inspection vehicle are flexibly connected.

[0036] Furthermore, the method includes:

[0037] The first and second inspection vehicles are driven by magnetic levitation, allowing them to travel within the track beam.

[0038] Furthermore, the first and second inspection vehicles transmit acoustic signals through the track beams to achieve track beam damage monitoring.

[0039] Furthermore, multiple sensors are installed on the first and second inspection vehicles respectively to transmit and receive sound wave signals;

[0040] Both the first and second inspection vehicles serve as acoustic signal transmitters and receivers, and employ time-division control logic.

[0041] Furthermore, the first and second inspection vehicles are stabilized within the track beam by guide wheels; when signal transmission is required, the guide wheels are controlled to separate from the track beam.

[0042] The track girder damage monitoring device, system, and method provided by the present invention can achieve efficient automatic monitoring of internal cracks and rail breaks in track girder, utilize the existing structure of track girder to enable the smooth operation of the inspection vehicle, and provide full and wide-range coverage monitoring of locations inside the track girder prone to failure, thereby improving the operational safety of track girder-type rail transit.

[0043] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1(a) shows a front view of the track beam structure according to an embodiment of the present invention;

[0046] Figure 1(b) shows a side view of the track beam structure according to an embodiment of the present invention;

[0047] Figure 2 A schematic diagram of the main structure of a first inspection vehicle according to an embodiment of the present invention is shown;

[0048] Figure 3 A schematic diagram of the connecting member structure according to an embodiment of the present invention is shown;

[0049] Figure 4 A top view schematic diagram of the guide wheel mechanism and guide wheel arrangement according to an embodiment of the present invention is shown;

[0050] Figure 5(a) shows a schematic diagram of the shape of the curved track according to an embodiment of the present invention;

[0051] Figure 5(b) shows a schematic diagram of the shape of the turnout curved rail according to an embodiment of the present invention;

[0052] Figure 6 A schematic diagram of the inspection vehicle connection according to an embodiment of the present invention is shown;

[0053] Figure 7(a) shows a left-side schematic diagram of the sensor arrangement of two inspection vehicles according to an embodiment of the present invention;

[0054] Figure 7(b) shows a right-side schematic diagram of the sensor arrangement of two inspection vehicles according to an embodiment of the present invention;

[0055] Figure 8 A schematic diagram of the installation position of the curved rail sensor according to an embodiment of the present invention is shown.

[0056] Explanation of reference numerals in the attached drawings: 1. Track beam structure; 11. Suspension support plate; 12. Linear motor plate of the beam; 2. Traveling unit; 21. Permanent magnet maglev plate; 22. Vehicle linear motor plate; 3. Monitoring unit; 31. Sensor; 311. Acoustic signal transmitter; 312. Acoustic signal receiver; 32. Connecting component; 321. Metal support rod; 322. Elastic component; 323. Pressure sensor; 4. Guide wheel mechanism; 41. Support retraction mechanism; 42. Guide wheel; 5. Motor; 6. Support; A. First inspection vehicle; B. Second inspection vehicle. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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 embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0058] This invention provides a track girder damage monitoring device, including a first inspection vehicle capable of operating inside the track girder and transmitting signals with a second inspection vehicle operating on the same section of the track girder, thereby enabling damage monitoring of the track girder. This monitoring device can be applied to suspended rail transit track girder systems, but is not limited to suspended monorail track girder systems or permanent magnet levitation track girder systems. The interior of the track girder refers to the space within the track girder where the train travels.

[0059] During monitoring, the first and second inspection vehicles are interconnected, including through physical and / or communication connections, so that they travel synchronously inside the track girder at a certain distance. Without loss of generality, the first inspection vehicle is used for flexible connection with the second inspection vehicle.

[0060] The structure of the first inspection vehicle is described in detail below. The first inspection vehicle includes a traveling unit 2 and a monitoring unit 3. The traveling unit 2 is used to propel the first inspection vehicle inside the track beam. The monitoring unit 3 is used to monitor the damage to the inner wall of the track beam, including cracks and / or rail breaks.

[0061] This invention is illustrated using the monitoring of a permanent magnet levitation track girder as an example. As shown in Figures 1(a) and 1(b), the permanent magnet levitation track girder structure 1 includes a suspension support plate 11 (exemplarily a permanent magnet suspension support plate), which is respectively disposed at the bottom of both sides of the track girder (the left and right sides in the direction of train travel) to support the levitation of the train. Further, it also includes a linear motor plate 12 for providing power for train operation, which is disposed at the middle of both sides of the track girder.

[0062] The traveling unit 2 includes multiple permanent magnet levitation plates 21 and vehicle-mounted linear motor plates 22, used to support the first inspection vehicle suspending above the suspension support plate 11 of the track beam. The first inspection vehicle also includes a power conversion module, used to obtain electrical energy from the power supply rail of the track beam and convert it into electrical energy of a specified specification to power the components of the first inspection vehicle. Specifically, the power conversion module supplies power to the control center, motors, and detection equipment of the monitoring device. Generally speaking, the power conversion device can provide electrical energy to the vehicle-mounted linear motor plates 22, which can cooperate with the track beam linear motor plates 12 to provide driving power for the first inspection vehicle.

[0063] For example, such as Figure 2 As shown, the first inspection vehicle of this embodiment includes four permanent magnet levitation plates 21 and four vehicle-mounted linear motor plates 22. Two of the four permanent magnet levitation plates 21 are located on the left side in the direction of travel, and the other two are located on the right side. Two of the four vehicle-mounted linear motor plates 22 are located on the left side in the direction of travel, and the other two are located on the right side. The permanent magnet levitation plates 21 are used to levitate the first inspection vehicle, while the vehicle-mounted linear motors 22 provide the power for the first inspection vehicle to move. In addition, the first inspection vehicle also includes a driving control center, a support frame, and connecting components.

[0064] Through structural analysis of the beam and stress analysis of the vehicle bogie and guide wheels, cracks are likely to occur at the connection between the maglev support plate and the side wall of the carriage beam, the travel position of the upper guide wheel, and the travel position of the lower guide wheel, as shown in the dashed box in Figure 1(a). The monitoring unit 3 of this embodiment is equipped with multiple sensors 31, which work in conjunction with the sensors of the second inspection vehicle to monitor the damage at the connection between the maglev support plate and the side wall of the carriage beam and / or the travel positions of the upper and / or lower guide wheels.

[0065] The monitoring unit 3 includes multiple sensors 31 and a connecting member 32 connecting the sensors 31 and the main body of the first inspection vehicle. One end of the connecting member 32 is connected to the bracket 6 set on the first inspection vehicle, and the other end is connected to the sensor 31. The connecting member 32 is used to support the extension or retraction of the sensor 31; the sensor 31 is used to contact the side wall of the track beam and monitor the damage when it is extended.

[0066] An elastic component 322 is provided in the middle of the connecting member 32 to provide a certain pretension. A pressure sensor 323 is provided in the elastic component to collect pressure parameters of the elastic component. For example, as shown... Figure 3As shown, the connecting member 32 includes a connected metal support rod 321 and a rubber component (i.e., an elastic component 322), with a pressure sensor 323 disposed in the middle of the rubber component. The other end of the rubber component is connected to a sensor 31. The metal support rod is driven and controlled by a motor 5, which supports the telescopic movement of the four sensors 31 to ensure that the sensors 31 are in close contact with the track beam. The motor 5 is controlled by the sensing data from the pressure sensor 323; when the sensors 31 are in close contact with the track beam, the motor 5 is turned off. In this embodiment of the invention, by fixing the sensors to the connecting member and using the power of the motor 5 to drive the sensor support mechanism, the connecting member ensures that the sensors at its top are in close contact with or not in contact with the track beam, achieving efficient and accurate monitoring while avoiding obstruction of the inspection vehicle's patrol and reducing sensor wear.

[0067] In this embodiment of the invention, the signal transmitted between the first inspection vehicle and the second inspection vehicle during operation is preferably an acoustic signal, with the side wall of the track beam to be monitored serving as the acoustic transmission medium. Specifically, the monitoring of track breakage and cracks in suspended train track beams employs ultrasonic guided wave technology. The principle is to use the suspended train track beam as the propagation medium for ultrasonic guided waves. Acoustic energy is coupled to one end of the track beam side wall via an acoustic signal transmitter, and the transmitted acoustic signal is collected at the other end of the track beam side wall via an acoustic signal receiver. When a crack occurs in the track beam, the transmitted acoustic signal received by the acoustic signal receiver will be affected by the crack, thus enabling the monitoring of track breakage and cracks based on the characteristic changes of the acoustic signal. This embodiment of the invention uses acoustic signals to monitor track beam damage, achieving high accuracy and a wide range.

[0068] The first inspection vehicle is equipped with sensors 31 on both sides of the track beam. Each side includes at least two acoustic signal transmitters 311 and two acoustic signal receivers 312. One acoustic signal transmitter 311 and one acoustic signal receiver 312 are positioned above the vehicle linear motor plate 22; the other acoustic signal transmitter and the other acoustic signal receiver are positioned below the vehicle linear motor plate 22. Furthermore, for the same side of each of the two side walls, an acoustic signal transmitter 311 and an acoustic signal receiver 312 are provided.

[0069] like Figure 4As shown, the first inspection vehicle includes a guide wheel mechanism 4. The guide wheel mechanism 4 includes a support retraction mechanism 41 and a guide wheel 42 connected thereto. The guide wheel of the first inspection vehicle provides support for the first inspection vehicle's movement on the track beam. During the movement of the first inspection vehicle, it contacts the track beam to maintain stable movement. The guide wheel 42 can retract when the first inspection vehicle is performing signal monitoring, i.e., it separates from the track beam. Specifically, during monitoring, since the sensor 31 supports and controls the left and right translation of the inspection vehicle, and the guide wheel 42 absorbs the guided wave energy of the sensor, the guide wheel 42 needs to be disengaged from the track beam during monitoring. In this embodiment of the invention, the support retraction mechanism 41 of the guide wheel 42 and the connecting member 32 of the sensor 31 are both driven by the motor 5. The guide wheel 42 retracts when the sensor 31 is needed for support, and the sensor 31 is retracted when the guide wheel 42 is needed for support. For example, the first inspection vehicle includes eight guide wheels 42, of which four upper guide wheels are arranged in symmetrical positions on the left and right sides, with two on each side; and four lower guide wheels are arranged in symmetrical positions on the left and right sides, with two on each side.

[0070] Furthermore, the monitoring device also includes the second inspection vehicle. Without loss of generality, the second inspection vehicle adopts the same structure as the first inspection vehicle, or adopts a structure that is partially the same as the first inspection vehicle and can cooperate with the first inspection vehicle to achieve the track beam monitoring function of the embodiments of the present invention.

[0071] In the embodiments of this invention, "first" and "second" are used only to distinguish different individual devices, for example, to distinguish two cooperating inspection vehicles. Without loss of generality, when the first inspection vehicle is the lead vehicle, the second inspection vehicle is the follow vehicle; when the first inspection vehicle is the follow vehicle, the second inspection vehicle is the lead vehicle.

[0072] This invention also provides a track girder damage monitoring system, including a straight rail monitoring subsystem and a curved rail monitoring subsystem. The straight rail monitoring subsystem is used to monitor damage to the straight rail sections of the track girder using the aforementioned track girder damage monitoring device, i.e., monitoring is performed by a first inspection vehicle. The curved rail monitoring subsystem is used to monitor damage to the curved rail sections of the track girder by installing fixed acoustic signal sensors on the curved rails. Generally, for straight rails, periodic inspections are conducted, i.e., inspections are performed after operation, using an inspection vehicle. For curved rails, including mainline curved rails (as shown in Figure 5(a)) and turnout curved rails (as shown in Figure 5(b)), real-time monitoring is used, with vibration sensors fixedly installed on the curved rail girder for continuous monitoring.

[0073] The straight-rail monitoring subsystem consists of two inspection cars, one at the front and one at the back. Without loss of generality, it includes the first inspection car ( Figure 6 (A) and the second inspection vehicle ( Figure 6(B) Following the direction of travel (arrow direction in the diagram), the first inspection vehicle is the lead vehicle, and the second inspection vehicle is the follow vehicle. The two inspection vehicles are flexibly connected, such as... Figure 6 As shown. In another example, the second inspection vehicle can be used as the lead vehicle, and the first inspection vehicle as the follow vehicle.

[0074] As shown in Figures 7(a) and 7(b), the sensor 31 is arranged as follows: Each of the two inspection vehicles is equipped with two pairs of acoustic signal transmitters 311 and acoustic signal receivers 312, located on the upper and lower layers of the vehicle linear motor plate 22, respectively. The upper and lower layers on the same side each contain an acoustic signal transmitter 311 and an acoustic signal receiver 312, and the other side has the same arrangement. To avoid frequency aliasing, the equipment employs time-sharing control logic to enable the four pairs of transmitting and receiving sensors to inspect the track beams.

[0075] Based on the same inventive concept, embodiments of the present invention also provide a method for monitoring track girder, comprising: setting up a first inspection vehicle and a second inspection vehicle that cooperate with each other in a section of track girder; and realizing damage monitoring of the track girder by transmitting signals between the first inspection vehicle and the second inspection vehicle. Without loss of generality, the monitoring method of the embodiments of the present invention can be implemented using the above-described monitoring device or monitoring system, but is not limited to the monitoring device of the embodiments of the present invention.

[0076] In this embodiment of the invention, the first inspection vehicle and the second inspection vehicle are flexibly connected.

[0077] Without loss of generality, magnetic levitation is used to allow the first and second inspection vehicles to travel within the track beam. Acoustic signals are transmitted between the first and second inspection vehicles via the track beam as the medium to monitor damage to the track beam. Multiple sensors 31 are installed on both the first and second inspection vehicles to transmit and receive acoustic signals; both vehicles act as both acoustic signal transmitters and receivers, employing time-division control logic.

[0078] Furthermore, the first and second inspection vehicles are stabilized within the track beam by guide wheels; when signal transmission is required, the guide wheels are retracted and separated from the track beam.

[0079] The following is a detailed description of the curved rail monitoring subsystem according to an embodiment of the present invention. The curved rail monitoring subsystem includes a curved rail monitoring module. The curved rail detection module includes: an acoustic wave transmitting unit, an acoustic wave receiving unit, an acoustic / electrical conversion unit, a track beam temperature measuring unit, a rail breakage and crack monitoring and processing unit, a safety interface unit, a power supply unit, an indoor display control unit, and an alarm unit.

[0080] The acoustic wave emitting unit can be attached to one end of the outer side of the track beam, with one attached to each side of the track beam (one placed at the near end and one at the far end). The acoustic wave emitting unit converts the electrical signal of the monitoring and processing unit at a certain period into a vibration signal and couples the vibration signal to the track beam.

[0081] The acoustic receiving unit can be attached to the outer side of the track beam corresponding to the far end of the acoustic emitting unit. One unit is attached to each side of the track beam (corresponding to the acoustic emitting unit, one is arranged at the near end and the other at the far end). The acoustic receiving unit is used to receive the vibration signal of the track beam. The vibration signal includes the fixed-period vibration signal of the acoustic emitting unit, the vibration signal of the suspended vehicle passing by, and other interference vibration signals.

[0082] The sound / electric conversion unit converts vibration sound wave signals into electrical signals. When the sound / electric conversion unit is connected to the sound wave transmitting unit, it converts the electrical signal into a sound wave vibration signal. When it is connected to the sound wave receiving unit, it converts the vibration sound wave signal into an electrical signal.

[0083] The track beam temperature measurement unit is used to measure the temperature information of the track beam in real time. It is used in the rail breakage and crack monitoring and processing unit to achieve temperature compensation and improve the accuracy of rail breakage and crack monitoring.

[0084] The rail breakage and crack monitoring and processing unit, as the core component of the entire system, is mainly responsible for:

[0085] (1) Generates an electrical signal with a certain period of time, and converts it into an electrical signal for the sound / electric conversion unit through a power amplifier circuit. It is generally a sinusoidal signal.

[0086] (2) The electrical signal of the acoustic / electric conversion unit at the end of the acoustic receiving unit is acquired by ADC (Analog-to-Digital Converter) and converted into digital signal. The received data is then subjected to spectrum and feature identification to determine the monitoring status of rail breakage and cracks in the track beam.

[0087] (3) The working status of multiple acoustic wave transmitting and receiving units is controlled in a time-division manner;

[0088] (4) Receive information from the temperature measurement unit of the track beam in real time;

[0089] (5) Communicate with the indoor display control unit in real time, send the health status and key parameters of the track beam, and receive parameter configuration and control commands.

[0090] The safety interface unit establishes secure data communication between the track beam breakage and crack detection system and the ground safety control center. The communication method is not limited to Ethernet UDP (User Datagram Protocol) based RSSP-I (where RSSP stands for Railway Signal Safety Protocol) security protocol (or CAN bus security protocol communication). The power supply unit provides the necessary power to all modules and units of the system. The indoor display and control unit interacts with the track breakage and crack monitoring and processing unit in real time, primarily displaying the health status of the monitored track beams intuitively and clearly through a human-machine interface. It also has parameter configuration and control command sending capabilities. Furthermore, the indoor display and control unit is connected to an alarm unit, which alerts personnel when there are health hazards in the monitored track beams or system malfunctions. The alarm unit is used to remind personnel.

[0091] In addition, in this embodiment of the invention, the monitoring is not limited to the side wall of the track beam. For suspended electric monorails, it is also necessary to monitor the rail breakage and cracks of the support plate under the traveling wheels. The support plate is subjected to the pressure of the traveling wheels for a long time, which also poses a risk of rail breakage and cracks. For permanent magnet levitation track beams, the magnetic levitation support plate also needs to be monitored for rail breakage and cracks.

[0092] The layout of the curved rail monitoring module will be explained below.

[0093] A single track girder is typically tens of meters long. The rail breakage and crack monitoring and treatment unit is installed on a column or above the track girder. Preferably, it is installed on a column, and the rail breakage and crack monitoring and treatment unit is designed with waterproof, lightning protection, and electromagnetic protection features.

[0094] The rail breakage and crack monitoring and processing unit is connected to the power supply unit, sound / electricity conversion unit, safety interface unit, and indoor display and control unit via cables, and the cables are connected by watertight aviation connectors.

[0095] The sound / electric conversion unit is connected to the sound wave transmitting unit and the sound / electric conversion unit to the sound wave receiving unit via cables.

[0096] During monitoring, the rail breakage and crack monitoring and processing unit controls the acoustic wave transmitting unit to generate a vibration signal of a certain frequency. The vibration signal is coupled to the side wall of the track beam and propagates in the track beam. The acoustic wave termination unit is used to receive the vibration signal transmitted by the track beam, convert the received signal into a digital signal and transmit it back to the rail breakage and crack monitoring and processing unit for data analysis and processing. By comparing the characteristics of the transmitted and received vibration signals, the rail breakage and crack status of the track beam is judged. The rail breakage and crack status of the track beam obtained in real time is sent to the ground safety control center through a safety protocol. At the same time, the rail breakage and crack status and key parameters of the track beam are sent to the indoor display and control unit.

[0097] When the rail breakage and crack monitoring and processing unit detects rail breakage and cracks in the track girder, the ground safety center will switch the idle / occupied status of the section where the track girder is located to occupied status, and vehicles will not be allowed to travel on that track girder.

[0098] When the rail breakage and crack monitoring and processing unit detects rail breakage and cracks in the track beam, the indoor display control unit activates the warning unit to remind relevant personnel to confirm and troubleshoot the fault.

[0099] This invention embodiment only provides a device for monitoring rail breakage and cracks on one side of the suspended train track beam. The same rail breakage and crack monitoring is also required on the other side of the track beam at the corresponding position. The monitoring on both sides is controlled by a time-division control unit for rail breakage and crack monitoring. That is, the left side is monitored at the current moment, and the right side stops. The right side works and the left side stops at the next moment. The time-division cycle is generally controlled within a few seconds.

[0100] The embodiments of the present invention provide a method for monitoring rail breaks and cracks on the side wall of the track carriage beam. For electric suspended railcars, the running wheels interact with the lower wall of the track beam for a long time, so it is also necessary to monitor radial rail breaks and cracks on the lower wall of the track carriage beam.

[0101] The primary consideration for installing the curved rail sensor is to avoid affecting train safety. Therefore, the sensor is installed on the outer side of the track beam. To detect a large area of ​​the track beam, a magnetostrictive strip transducer is used, providing wider coverage. Based on the vibration signal attenuation characteristics of the track beam stiffeners, magnetostrictive strip transducers can be fixed at both ends and the middle of the curved rail. Figure 8 As shown.

[0102] Since the detection sensors for curved rails are permanently installed and fixed to the track beam, it is necessary to identify and separate the vibration signals from passing vehicles. The suspended permanent magnet maglev railcar has a speed limit of 70 km / h, and the power spectrum of the vehicle's vibration signals is mainly concentrated in the low-frequency range. Therefore, the main frequencies of the passing vehicle signals are low-frequency interference. The processing unit needs to perform high-pass filtering on the passing vehicle signals, followed by band-pass filtering to identify the characteristic waveforms of rail breakage and cracks. Optionally, the frequency of the transmitting acoustic signal is 40kHz to 80kHz. Optionally, the cutoff frequency of the high-pass filter can be set according to the frequency of the transmitting end; for example, if the transmitting end frequency is 40kHz, the cutoff frequency of the high-pass filter is set to 28kHz.

[0103] The processing unit performs FFT (Fast Fourier Transform) processing on the received signal to determine the power spectral density distribution characteristics of the received signal. If the power spectral energy of the signal is mainly concentrated at the transmitting frequency and its harmonic frequencies, then there are no rail breaks or cracks in the track beam. However, if the power energy of the received signal is not mainly distributed at the transmitting signal frequency, the track beam may have rail breaks and cracks. Further analysis based on data from other sets of sensors is needed to determine whether there are rail breaks or cracks in the track beam.

[0104] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A track beam damage monitoring device, characterized in that, Including the first inspection vehicle, The first inspection vehicle can operate inside the track beam; The first inspection vehicle can transmit signals with the second inspection vehicle running on the same section of track beam. The first and second inspection vehicles transmit acoustic signals via the track beam as a medium, thereby enabling damage monitoring of the track beam; wherein: The first inspection vehicle includes a monitoring unit, which is used to monitor the damage to the inner wall of the track carriage beam; The monitoring unit includes multiple sensors, which are used to contact the side wall of the track beam when extended and monitor the damage; the first inspection vehicle is equipped with the sensors on both sides of the track beam, wherein each side includes at least two acoustic signal transmitters and two acoustic signal receivers; One acoustic signal transmitter and one acoustic signal receiver are positioned above the vehicle linear motor board; the other acoustic signal transmitter and the other acoustic signal receiver are positioned below the vehicle linear motor board.

2. The track beam damage monitoring device according to claim 1, characterized in that, The first inspection vehicle is used for flexible connection with the second inspection vehicle.

3. The track beam damage monitoring device according to claim 1, characterized in that, The first inspection vehicle also includes a traveling unit, which is used to drive the first inspection vehicle to travel inside the track beam.

4. The track beam damage monitoring device according to claim 3, characterized in that, The traveling unit includes multiple permanent magnet levitation plates, which are used to support the first inspection vehicle to levitate above the suspension support plate of the track beam.

5. The track beam damage monitoring device according to claim 3, characterized in that, The first inspection vehicle also includes a power conversion module, which is used to obtain power from the power rail of the track beam to power the components of the first inspection vehicle.

6. The track beam damage monitoring device according to claim 5, characterized in that, The traveling unit also includes a vehicle linear motor board, which can cooperate with the box beam linear motor board to provide driving power for the first inspection vehicle.

7. The track beam damage monitoring device according to claim 3, characterized in that, The monitoring unit includes multiple sensors, which work in conjunction with the sensors of the second inspection vehicle to monitor the damage at the connection between the maglev support plate and the side wall of the box girder and / or the location where the upper guide wheel travels and / or the location where the lower guide wheel travels.

8. The track beam damage monitoring device according to claim 3, characterized in that, The monitoring unit also includes a connecting component that connects the sensor and the main body of the first inspection vehicle; The connecting member is used to support the extension or retraction of the sensor.

9. The track beam damage monitoring device according to claim 8, characterized in that, An elastic component is provided in the middle of the connecting member to provide pretension; The elastic component is equipped with a pressure sensor to collect the pressure parameters of the elastic component.

10. The track beam damage monitoring device according to claim 1, characterized in that, The first inspection vehicle also includes multiple retractable guide wheels. The guide wheel is used to contact the track beam during the movement of the first inspection vehicle, so as to achieve the smooth operation of the first inspection vehicle within the track beam; The guide wheel is used to separate from the track beam when the first inspection vehicle is monitoring signals.

11. The track beam damage monitoring device according to any one of claims 1-10, characterized in that, It also includes the second inspection vehicle, The second inspection vehicle adopts the same structure as the first inspection vehicle.

12. A monitoring system for track carriage beams, characterized in that, include: A straight rail monitoring subsystem is used to monitor the damage of the straight rail section of the track box girder using the track box girder damage monitoring device as described in any one of claims 1-11. The curved rail monitoring subsystem is used to monitor damage to curved sections of the track beam by installing fixed acoustic signal sensors on the curved rails.

13. A method for monitoring track girder damage, applied to the track girder damage monitoring device as described in any one of claims 1-11, characterized in that, include: A first and second inspection vehicle are installed in a section of track box girder to cooperate with each other; Damage monitoring of the track beams is achieved by transmitting signals between the first and second inspection vehicles.

14. The method for monitoring track girder according to claim 13, characterized in that, include: The first inspection vehicle and the second inspection vehicle are flexibly connected.

15. The method for monitoring railway car beams according to claim 13, characterized in that, include: The first and second inspection vehicles are driven by magnetic levitation, allowing them to travel within the track beam.

16. The method for monitoring track girder according to claim 13, characterized in that, The first and second inspection vehicles transmit acoustic signals through the track beams to monitor damage to the track beams.

17. The method for monitoring track girder according to claim 13, characterized in that, Multiple sensors are installed on the first and second inspection vehicles to transmit and receive sound wave signals. Both the first and second inspection vehicles serve as acoustic signal transmitters and receivers, and employ time-division control logic.

18. The method for monitoring track girder according to any one of claims 13-17, characterized in that, The first and second inspection vehicles are stabilized within the track beam by guide wheels; when signal transmission is required, the guide wheels are controlled to separate from the track beam.

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