Rail corrugation detection system

Abstract

The invention discloses a steel rail corrugation detection system, which relates to the technical field of steel rail detection, and comprises an information interaction upper computer and a steel rail corrugation instrument, the steel rail corrugation instrument comprises a multi-channel data acquisition module composed of three sets of single-channel optical modules and an FPGA data resolving module, and the data acquisition module is electrically connected with a real-time calculation module; the optical module is used for receiving instructions of the FPGA data resolving module, collecting steel rail image data and transmitting the steel rail image data to the FPGA data resolving module. The method is high in detection precision, can accurately detect tiny corrugation characteristics, can clearly capture corrugation contours and changes, provides accurate data support for subsequent analysis and evaluation, is high in detection efficiency, can rapidly collect a large number of steel rail images in a short time, covers a large-area detection area, and is high in detection accuracy. Compared with manual measurement and other detection methods, the detection speed and efficiency are greatly improved.

Description

Technical Field

[0001] The invention relates to the technical field of rail detection, and in particular to a rail corrugation detection system. Background Art

[0002] Rail corrugation (referred to as rail corrugation) is the wave-like unevenness of the top surface of the rail that is periodically distributed along the longitudinal direction of the line. The wavelength of rail corrugation is generally in the range of 30 to 300 mm. It will aggravate the wheel-rail vibration and noise level, cause fatigue damage to the structural components of the vehicle-track system, seriously endanger driving safety, and also consume additional traction energy, accelerate rail surface damage and permanent deformation of the ballast bed, and increase maintenance costs.

[0003] Scientific and efficient rail corrugation detection is one of the key technologies to accurately understand the service status of the line and ensure the continuous safe and smooth operation of the train. Timely understanding the status of rail corrugation and timely handling of corrugation problems are crucial to the safety and comfort of railway operations.

[0004] At present, the existing detection methods mostly adopt 1) Indirect measurement method: indirectly judge the rail corrugation by collecting indicators such as wheel-rail noise, wheel-rail force, and axle box vibration acceleration during train driving. This method has high measurement efficiency, but because the wave depth of rail corrugation is at the micron level, the collected signal is greatly interfered by external factors, so the detection accuracy is low, and it is mostly used to qualitatively judge the impact of rail corrugation on driving quality. In addition, such detection equipment is often installed on the axle box or uses a force measuring wheel pair, and its development, maintenance and repair costs are very high. There are strict equipment installation requirements and the test environment is relatively harsh. 2) Direct measurement method: through manual measurement, use an electronic straight ruler and a corrugation trolley to directly measure the unevenness of the rail surface on the line. This method is intuitive and has high accuracy, but it requires manual operation on the line during the "window" period of line maintenance, which has high labor costs, and can only measure a short interval, and cannot measure the entire line. The coverage and efficiency of the detection are very low. Therefore, it is necessary to detect and analyze the status and influencing factors of corrugation, and provide countermeasures and analysis basis for the comprehensive treatment of rail corrugation problems.

[0005] Currently, no effective solution has been proposed for the problems in the related technologies. Summary of the invention

[0006] In view of the problems in the related art, the present invention proposes a rail corrugation detection system to overcome the above technical problems existing in the existing related art.

[0007] The technical solution of the present invention is achieved in this way:

[0008] A rail corrugation detection system, comprising:

[0009] Information exchange between host computer and rail corrugation instrument;

[0010] The rail corrugation instrument comprises: a multi-channel data acquisition module composed of three groups of single-channel optical modules and an FPGA data solution module, wherein the data acquisition module is electrically connected to the real-time calculation module;

[0011] The optical module is used to receive instructions from the FPGA data calculation module to collect rail image data and transmit it to the FPGA data calculation module;

[0012] The FPGA data calculation module drives the optical switch control circuit to control the working time of the laser light source, and drives the CMOS image sensor and the lens to collect rail image data and transmit it to the FPGA data calculation module for calculation, and outputs the rail profile data after calculation, and calculates the difference between the current rail profile data and the standard profile after profile matching and transmits it to the real-time calculation module;

[0013] The real-time calculation module obtains the difference calculated by the FPGA data calculation module of the three channels for frame synchronization, and calculates the rail restoration waveform after synchronization;

[0014] The host computer is used to obtain the restored waveform of the rail and evaluate the rail corrugation state through the peak-to-peak amplitude moving average, the root mean square amplitude moving average and the over-limit percentage within the specified rail measurement length, and simultaneously output the rail disease position, corrugation length and depth of different wavelengths.

[0015] Furthermore, the rail corrugation instrument further includes: a power supply module for supplying power to the multi-channel data acquisition module and the real-time calculation module.

[0016] Furthermore, the optical module includes: a laser light source, a CMOS image sensor and a lens.

[0017] Furthermore, the three groups of lenses are arranged in a horizontal array, and the angles between the output ends of the three groups of lenses and the vertical line are 14°.

[0018] Furthermore, the real-time calculation module further includes: a correction compensation unit, wherein;

[0019] The correction and compensation unit is used to install three high-speed and high-precision 2D laser measuring instruments directly above the left and right rails to collect the cross-sectional profile of the top of the rail, locate the center measuring point of the rail based on the profile, and calculate the distance between the center target point of each laser measuring instrument and the 2D sensor as the measuring point distance.

[0020] Furthermore, the calculation of the rail restoration waveform comprises the following steps:

[0021] After obtaining the distance between the measuring points, based on the three-point eccentric chord method, the line connecting the measuring points of the measuring instruments at the left and right ends of the rail is used as the measuring chord, and the verse from the middle measuring point to the chord is used as the chord measurement value of the rail wave wear, including the following steps:

[0022] Assuming the actual rail irregularity value is f(x), the chord value measured by the system is y(x), and the chord value function is expressed as:

[0023] y(x)=f(x)-(f(x-l1)·l2+f(x+l2)·l1) / (l1+l2);

[0024] Among them, y(x) is the verse value, l1+l2 is the chord length;

[0025] The chord measurement function y(x) is transferred to the frequency domain for analysis using Fourier transform, and the corresponding rail corrugation waveform function under different wavelengths is calculated. The chord measurement value is processed secondary through inverse transform to obtain the restored rail waveform as the real state of the track.

[0026] Beneficial effects of the present invention:

[0027] 1. The present invention collects rail image data through an optical module and transmits it to an FPGA data solving module for solving. After solving, the rail profile data is output, and after profile matching, the difference between the current rail profile data and the standard profile is calculated and transmitted to the real-time calculation module, and the rail restoration waveform is calculated, and the rail corrugation state is evaluated. The detection accuracy is high, and the tiny corrugation features can be accurately detected, and the contour and changes of corrugation can be clearly captured, providing accurate data support for subsequent analysis and evaluation. In addition, the detection efficiency is high, and a large number of rail images can be quickly collected in a short time, covering a large detection area. Compared with manual measurement and some other detection methods, the detection speed and efficiency are greatly improved;

[0028] 2. The non-contact measurement of the present invention avoids damage to the rails. Compared with the traditional contact measurement method, it does not need direct contact with the rails and will not cause any damage to the rail surface. It is of great significance to protect the integrity of the rails and extend the service life of the rails. It also reduces the wear of the rail corrugator. Since the rail corrugator does not contact the rails, the rail corrugator will not be worn and impacted by the rails, which reduces the maintenance cost and replacement frequency of the rail corrugator. At the same time, it has strong adaptability and can work under various environmental conditions without being restricted by environmental factors. It can detect different types of rails and has strong versatility and flexibility for rails of different specifications, materials and shapes.

[0029] 3. The present invention obtains the restored waveform of the rail and evaluates the rail corrugation state by the moving average value of the peak-to-peak amplitude, the moving average value of the root mean square amplitude and the overlimit percentage within the specified rail measurement length, and simultaneously outputs the rail disease position, corrugation length and depth of different wavelengths, so that the inspection personnel can understand the distribution, degree and form of the corrugation more clearly, which is helpful to more accurately evaluate the impact of corrugation on railway operation and formulate corresponding repair and maintenance plans, providing rich information resources for railway management departments and relevant research institutions, helping to conduct in-depth research on the formation mechanism and development law of rail corrugation, and providing a basis for improving railway design and maintenance strategies. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0031] Figure 1 is a schematic diagram of the principle of a rail corrugation detection system according to an embodiment of the present invention;

[0032] Figure 2 is a schematic diagram of a scenario of a rail corrugation detection system according to an embodiment of the present invention;

[0033] Figure 3 is a schematic diagram of lens layout of a rail corrugation detection system according to an embodiment of the present invention;

[0034] Figure 4 is a schematic diagram of a corrugation implementation of a rail corrugation detection system according to an embodiment of the present invention;

[0035] Figure 5 Schematic diagram of a corrugation string measurement method of a rail corrugation detection system according to an embodiment of the present invention.

[0036] In the figure:

[0037] 1. Host computer; 2. Rail corrugation instrument;

[0038] 3. Data acquisition module; 4. Real-time calculation module; 5. Power supply module;

[0039] 31. Optical module; 32. FPGA data processing module. DETAILED DESCRIPTION

[0040] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field belong to the scope of protection of the present invention.

[0041] According to an embodiment of the present invention, a rail corrugation detection system is provided.

[0042] like Figure 1-Figure 2 As shown, a rail corrugation detection system according to an embodiment of the present invention includes:

[0043] Information exchange between host computer 1 and rail corrugation instrument 2;

[0044] The rail corrugation instrument 2 comprises: a multi-channel data acquisition module 3 composed of three groups of single-channel optical modules 31 and an FPGA data solution module 32, the data acquisition module 3 is electrically connected to a real-time calculation module 4, wherein;

[0045] The optical module 31 has a built-in laser light source, a CMOS image sensor and a lens, and is used to receive instructions from the FPGA data calculation module 32 to collect rail image data and transmit it to the FPGA data calculation module 32;

[0046] The FPGA data solving module 32 drives the optical switch control circuit to control the working time of the laser light source, and drives the CMOS image sensor and the lens to perform rail imaging and transmit the rail imaging to the FPGA data solving module 32 for solving, and outputs the rail profile data after solving, and calculates the difference between the current rail profile data and the standard profile after profile matching and transmits it to the real-time calculation module 4;

[0047] The real-time calculation module 4 obtains the difference calculated by the three-channel FPGA data calculation module 32 for frame synchronization, and calculates the rail restoration waveform after synchronization;

[0048] The host computer 1 obtains the rail restoration waveform and evaluates the rail corrugation state through the peak-to-peak amplitude moving average, the root mean square amplitude moving average and the over-limit percentage within the specified rail measurement length, and outputs the rail disease position, corrugation length and depth of different wavelengths.

[0049] The rail corrugation instrument 2 further includes a power supply module 5 for supplying power to the multi-channel data acquisition module 3 and the real-time calculation module 4 .

[0050] In addition, if Figure 3As shown, the technical solution adopts a three-channel design of the data acquisition module 3, the optical module 31 and the FPGA data solution module 32 of the data acquisition module 3 of each channel are independent of each other and do not interfere with each other, and the three groups of lenses are arranged in a horizontal array, and the output ends of the three groups of lenses are respectively at an angle of 14° with the vertical line.

[0051] In this technical solution, for the optical module 31, the laser light source uses a single light source design, and uses a customized high-power 640mm / 450nm line laser. The line laser is specially designed to provide high-brightness fill light for the lens, and can work under harsh environmental conditions. It has a wide-area divergence angle of 45° at full angle, and the line laser illumination spot is uniform. The lens is focused at 360mm, and the uniformity and clarity of the collected image meet the requirements of intelligent image recognition.

[0052] In addition, the above-mentioned lens has the following functional characteristics: 10-megapixel high-resolution lens with high overall picture clarity; fixed focal length, manual aperture, compact size; maximum aperture F2.0; maximum target surface 4 / 3 inches; low distortion to improve measurement accuracy; high peripheral light ratio to ensure picture brightness consistency.

[0053] The real-time calculation module 4 further includes: a correction compensation unit 41 .

[0054] In the present technical solution, during the dynamic measurement process, due to reasons such as track unevenness and vehicle structure, the vehicle will experience random vibrations, and the posture of the optical module 31 relative to the rail will change, so the profile measurement data will also be affected.

[0055] In order to eliminate the system error caused by vehicle body vibration, three high-speed and high-precision 2D laser measuring instruments are installed directly above the left and right rails to collect the cross-sectional profile of the top of the rail. The center measurement point of the rail is located based on this profile, and the distance between the center target point of each laser measuring instrument and the 2D sensor is calculated as the measuring point distance. After obtaining the measuring point distance, the wave wear is calculated to obtain the restored waveform of the rail.

[0056] Specifically, after obtaining the scanning contour of the rail, the between-class variance threshold method (OSTU) is first used to segment the rail head area from the scanning contour. After downsampling the rail head area, the directional gradient of each downsampling point is calculated. The curved area of ​​the rail head is screened out according to the directional gradient, and the starting coordinates of the horizontal area of ​​the rail head are obtained. The middle position of the starting coordinates is taken to obtain the coordinates of the center measurement point of the rail, and the Z coordinate is the measurement point distance.

[0057] In addition, the calculation of the rail restoration waveform includes the following steps:

[0058] like Figure 3-Figure 4As shown in the figure, after obtaining the distance between the measuring points, based on the three-point eccentric chord method, the line connecting the measuring points of the measuring instruments at the left and right ends of the rail is used as the measuring chord, and the verse from the middle measuring point to the chord is used as the chord measurement value of the rail wave wear. Specifically:

[0059] Assuming the actual rail irregularity value is f(x), the chord value measured by the system is y(x), and the chord value function is expressed as:

[0060] y(x)=f(x)-(f(x-l1)·l2+f(x+l2)·l1) / (l1+l2);

[0061] Among them, y(x) is the verse value, l1+l2 is the chord length;

[0062] The chord measurement function y(x) is transferred to the frequency domain for analysis using Fourier transform, and the corresponding rail corrugation waveform function under different wavelengths is calculated. The chord measurement value is processed again through inverse transform to obtain the rail restoration waveform as the real state of the track.

[0063] After obtaining the restored rail waveform, the rail corrugation state is evaluated by the moving average of peak-to-peak amplitudes (PPA or P2P), the moving average of root-mean-square amplitudes (RMS) and the percentage exceedance within the specified rail measurement length, also known as the specified length window; and the rail disease position, corrugation length and depth of different wavelengths are output.

[0064] In summary, with the help of the above technical solution of the present invention, the following effects can be achieved:

[0065] 1. The present invention collects rail image data through the optical module 31 and transmits it to the FPGA data solving module 32 for solving, and outputs rail profile data after solving, and calculates the difference between the current rail profile data and the standard profile after profile matching, and transmits it to the real-time calculation module 4, calculates the rail restoration waveform, and evaluates the rail corrugation state. It not only has high detection accuracy, can accurately detect tiny corrugation features, can clearly capture the contour and changes of corrugation, and provide accurate data support for subsequent analysis and evaluation, but also has high detection efficiency, can quickly collect a large number of rail images in a short time, and cover a large area of ​​detection area. Compared with manual measurement and some other detection methods, the detection speed and efficiency are greatly improved;

[0066] 2. The non-contact measurement of the present invention avoids damage to the rails. Compared with the traditional contact measurement method, it does not need direct contact with the rails and will not cause any damage to the rail surface. It is of great significance to protect the integrity of the rails and extend the service life of the rails. It also reduces the wear of the rail corrugator 2. Since the rail corrugator 2 does not contact the rails, the rail corrugator 2 will not be worn and impacted by the rails, which reduces the maintenance cost and replacement frequency of the rail corrugator 2. At the same time, it has strong adaptability and can work under various environmental conditions without being restricted by environmental factors. It can detect different types of rails and has strong versatility and flexibility for rails of different specifications, materials and shapes.

[0067] 3. The present invention obtains the restored waveform of the rail and evaluates the rail corrugation state by the moving average value of the peak-to-peak amplitude, the moving average value of the root mean square amplitude and the overlimit percentage within the specified rail measurement length, and simultaneously outputs the rail disease position, corrugation length and depth of different wavelengths, so that the inspection personnel can understand the distribution, degree and form of the corrugation more clearly, which is helpful to more accurately evaluate the impact of corrugation on railway operation and formulate corresponding repair and maintenance plans, providing rich information resources for railway management departments and relevant research institutions, helping to conduct in-depth research on the formation mechanism and development law of rail corrugation, and providing a basis for improving railway design and maintenance strategies.

[0068] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. After considering the disclosure of the specification and the examples, those skilled in the art will easily think of other embodiments of the present disclosure. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary technical means in the art that are not disclosed in the present disclosure. The specification and the examples are only regarded as exemplary, and the true scope and spirit of the present disclosure are indicated by the claims.

[0069] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A rail corrugation detection system, characterized in that: include: An information-exchanging host computer (1) and a rail corrugation instrument (2); The rail corrugation instrument (2) comprises: a multi-channel data acquisition module (3) composed of three groups of single-channel optical modules (31) and an FPGA data solution module (32), wherein the data acquisition module (3) is electrically connected to a real-time calculation module (4), wherein; The optical module (31) is used to receive instructions from the FPGA data calculation module (32) to collect rail image data and transmit it to the FPGA data calculation module (32); The FPGA data calculation module (32) drives the optical switch control circuit to control the working time of the laser light source, and drives the CMOS image sensor and the lens to collect rail image data and transmit it to the FPGA data calculation module (32) for calculation, and outputs the rail profile data after the calculation, and calculates the difference between the current rail profile data and the standard profile after profile matching and transmits it to the real-time calculation module (4); The real-time calculation module (4) obtains the difference calculated by the three-channel FPGA data calculation module (32) to perform frame synchronization, and calculates the rail restoration waveform after synchronization; The host computer (1) is used to obtain the restored waveform of the rail and evaluate the rail corrugation state through the peak-to-peak amplitude moving average value, the root mean square amplitude moving average value and the over-limit percentage within the specified rail measurement length, and simultaneously output the rail disease position, corrugation length and depth of different wavelengths.

2. The rail corrugation detection system according to claim 1, characterized in that: The rail corrugation instrument (2) further comprises: a power supply module (5) for supplying power to the multi-channel data acquisition module (3) and the real-time calculation module (4).

3. The rail corrugation detection system according to claim 1, characterized in that: The optical module (31) comprises: a laser light source, a CMOS image sensor and a lens.

4. The rail corrugation detection system according to claim 3, characterized in that: The three groups of lenses are arranged in a horizontal array, and the angles between the output ends of the three groups of lenses and the vertical line are 14 degrees.

5. The rail corrugation detection system according to claim 1, characterized in that: The real-time calculation module (4) further comprises: a correction compensation unit (41), wherein; The correction and compensation unit (41) is used to install three high-speed and high-precision 2D laser measuring instruments respectively above the left and right rails to collect the cross-sectional profile of the top of the rail, locate the central measuring point of the rail based on the profile, and calculate the distance between the central target point of each laser measuring instrument and the 2D sensor as the measuring point distance.

6. The rail corrugation detection system according to claim 4, characterized in that: The calculation of the rail restoration waveform comprises the following steps: After obtaining the distance between the measuring points, based on the three-point eccentric chord method, the line connecting the measuring points of the measuring instruments at the left and right ends of the rail is used as the measuring chord, and the verse from the middle measuring point to the chord is used as the chord measurement value of the rail wave wear, including the following steps: Assuming the actual rail irregularity value is f(x), the chord value measured by the system is y(x), and the chord value function is expressed as: y(x)=f(x)-(f(x-l1)·l2+f(x+l2)·l1) / (l1+l2); Among them, y(x) is the verse value, l1+l2 is the chord length; The chord measurement function y(x) is transferred to the frequency domain for analysis using Fourier transform, and the corresponding rail corrugation waveform function under different wavelengths is calculated. The chord measurement value is processed secondary through inverse transform to obtain the restored rail waveform as the real state of the track.

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