Method, device and system for determining relative transverse movement amount of wheel rail and computer program

Abstract

The invention relates to a method, device and system for determining the relative transverse movement amount of wheel rails and a computer program.The method for determining the relative transverse movement amount of the wheel rails comprises the steps that mark local images of wheels of a train running on steel rails in the train running process are obtained, and the mark local images comprise marks arranged in designated areas of the edges of the wheels; fitting the edge contour of the wheel according to the marked local image to obtain a wheel edge contour line; fitting the edge contour of the steel rail according to the marked local image to obtain a steel rail edge contour line; and according to the edge contour line of the wheel and the edge contour line of the steel rail, the relative transverse movement amount of the wheel rail is determined. According to the scheme of the invention, the low-cost continuous test of the wheel-rail force in the train operation process can be realized under the condition that the wheel structure is not damaged.

Description

Technical Field

[0001] The present disclosure relates to the field of rail transit technology, and in particular to a method, device, system and computer program for determining a relative lateral displacement of a wheel or rail. Background Art

[0002] Heavy-load locomotives are widely used in railway transportation due to their significant advantages of large transport capacity and low cost. At present, the large axle weight design scheme of heavy-load locomotives carried out to achieve higher economic benefits has greatly increased the dynamic impact of the wheel-rail system, which has significantly increased the risk of derailment of heavy-load trains. However, traditional train wheel-rail operation safety assessment methods and assessment criteria still have certain limitations.

[0003] On the one hand, there are two main testing methods for wheel-rail force: indirect testing and direct testing. Among them, indirect testing collects the instantaneous wheel-rail force of the train passing by by sticking strain gauges on the rails. Although this method is simple to operate and low in cost, the time and location of the train derailment cannot be predicted in reality, and it cannot meet the requirements of real-time safety detection of train service, that is, it cannot achieve continuous testing of wheel-rail force during train operation. Although direct testing can achieve continuous testing of wheels and rails during train operation, it will damage the wheel structure and is costly. On the other hand, a series of wheel-rail operation safety assessment criteria based on wheel-rail force derailment coefficient and wheel weight reduction rate fail at the moment of wheel-rail separation. In addition, the assessment criteria such as the derailment coefficient of heavy-load locomotives are still empirical values, and a unified standard has not yet been discussed. Summary of the invention

[0004] The present invention provides a method, device, system and computer program for determining the relative lateral displacement of wheel and rail, so as to solve the problems in the prior art that the continuous testing of wheel-rail force during train operation cannot be achieved through indirect testing, and the direct testing method will damage the wheel structure and is costly.

[0005] In a first aspect, the present disclosure provides a method for determining a relative lateral displacement of a wheel and a rail, comprising:

[0006] Acquire a marked local image of a train wheel running on a rail during train operation, wherein the marked local image includes a mark set at a designated area of ​​a wheel edge;

[0007] Fitting the edge contour of the wheel according to the marked local image to obtain the wheel edge contour line;

[0008] Fitting the edge contour of the rail according to the marked local image to obtain the edge contour line of the rail;

[0009] The wheel-rail relative lateral displacement is determined according to the wheel edge contour line and the rail edge contour line.

[0010] In some embodiments, the step of acquiring a marked partial image of the wheels of a train running on rails during the operation of the train includes:

[0011] Acquire a marked image of the wheels of the train running on the rails during the running of the train;

[0012] The images other than the wheels and rails in the marked image are cut out to obtain a marked partial image.

[0013] In some embodiments, fitting the edge contour of the wheel according to the marked local image to obtain the wheel edge contour line includes:

[0014] Performing filtering processing on the marked local image to obtain a marked local filtering image;

[0015] Determine a wheel region of interest in the marked local filter image, and perform edge detection processing on the wheel in the wheel region of interest to obtain a wheel edge image;

[0016] The wheel edge image is subjected to morphological change processing to obtain a wheel edge contour line, wherein the wheel edge contour line includes: a wheel inner edge contour line and a wheel outer edge contour line.

[0017] In some embodiments, fitting the edge contour of the rail according to the marked local image to obtain the edge contour line of the rail includes:

[0018] Determining a rail region of interest in the marked local filter image;

[0019] Performing edge detection processing on the rail in the rail region of interest to obtain a rail edge map;

[0020] According to the rail edge contour map, the edge contour of the rail is transformed into a straight line to obtain a rail contour line;

[0021] The rail contour line is geometrically screened according to a preset direction threshold to obtain a rail edge contour line, wherein the rail edge contour line includes: a rail inner edge contour line and a rail outer edge contour line.

[0022] In some embodiments, determining the wheel-rail relative lateral displacement according to the wheel edge contour line and the rail edge contour line includes:

[0023] Establishing a two-dimensional pixel coordinate system, and converting the two-dimensional pixel coordinate system into an image coordinate system;

[0024] Determine the first lowest point on the actual wheel outer edge contour line according to the correspondence between the lowest point on the wheel outer edge contour line in the image coordinate system and the lowest point on the actual wheel outer edge contour line;

[0025] Determine the second lowest point on the actual wheel inner edge contour line according to the correspondence between the lowest point on the wheel inner edge contour line in the image coordinate system and the lowest point on the actual wheel inner edge contour line;

[0026] Obtaining a first intersection point between the outer edge line of the rail and the wheel-rail contact boundary line and a second intersection point between the inner edge line of the rail and the wheel-rail contact boundary line;

[0027] Determine the rail width in the image coordinate system under the cross section of the lowest point of the wheel according to the first intersection point and the second intersection point;

[0028] Determine a first horizontal distance from the lowest point on the outer edge contour line of the wheel to the outer edge contour line of the rail according to the first lowest point and the first intersection point;

[0029] Determine a second horizontal distance from the lowest point on the inner edge contour line of the wheel to the inner edge contour line of the rail according to the second lowest point and the second intersection point;

[0030] Determining a wheel-rail relative error according to the first horizontal distance, the second horizontal distance, the rail width, and the wheel tread width;

[0031] The wheel-rail relative displacement is determined according to the wheel-rail relative error.

[0032] In some embodiments, determining the wheel-rail relative lateral displacement according to the wheel-rail relative error includes:

[0033] When the wheel-rail relative error is less than a preset reference value, the wheel-rail relative lateral displacement is determined according to a first horizontal distance from the midpoint of the contact surface between the rail and the wheel to the outer edge line of the wheel at the initial moment, and a second horizontal distance from the midpoint of the contact surface between the rail and the wheel to the inner edge line of the wheel at the initial moment.

[0034] In a second aspect, the present disclosure provides a method for monitoring a wheel-rail contact trajectory, comprising:

[0035] The method for determining the relative lateral displacement of the wheel and rail described in the first aspect is used to determine the relative lateral displacement of the wheel and rail;

[0036] The wheel-rail contact trajectory is determined according to the wheel-rail relative lateral displacement.

[0037] In a third aspect, the present disclosure provides a computer device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method described in the above aspects.

[0038] In a fourth aspect, the present disclosure provides a wheel-rail contact track monitoring system, comprising:

[0039] A camera acquisition module is used to acquire a marked local image of the wheels of the train running on the rails during the operation of the train;

[0040] A computer device as described in the third aspect.

[0041] In a fifth aspect, the present disclosure provides a computer program product, including a computer program / instructions, which implements the steps of the method described in the above aspects when the computer program is executed by a processor.

[0042] The present disclosure provides a method, device, system and computer program for determining the relative lateral displacement of the wheel and rail. The method obtains a partial image of a mark of the wheels of a train running on a rail during the operation of the train, wherein the mark is obtained by laser marking the target positioning points on the inner tread edge and the outer edge of the wheel with a laser marker; the edge contour of the wheel is fitted according to the partial image of the mark to obtain the wheel edge contour line; the edge contour of the rail is fitted according to the partial image of the mark to obtain the rail edge contour line; and the relative lateral displacement of the wheel and rail is determined according to the wheel edge contour line and the rail edge contour line. The method can realize low-cost continuous testing of the wheel-rail force during the operation of the train without destroying the wheel structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The present disclosure will be described in more detail below based on embodiments and with reference to the accompanying drawings:

[0044] Figure 1 A schematic flow chart of a method for determining the relative lateral displacement of a wheel or rail provided in an embodiment of the present disclosure;

[0045] Figure 2 A schematic diagram of the wheel tread marking position provided by an embodiment of the present disclosure;

[0046] Figure 3 A schematic diagram of a process for obtaining a wheel edge contour line provided by an embodiment of the present disclosure;

[0047] Figure 4 A schematic diagram of a process for obtaining a rail edge contour line provided by an embodiment of the present disclosure;

[0048] Figure 5 A schematic diagram of camera coordinate system conversion provided by an embodiment of the present disclosure;

[0049] Figure 6 A schematic diagram of the position of characteristic parameters of the wheel-rail contact geometric relationship provided by an embodiment of the present disclosure;

[0050] Figure 7 A schematic diagram of a geometric formula for calculating the relative lateral displacement of the wheel and rail provided in an embodiment of the present disclosure;

[0051] Figure 8A schematic diagram of a module of a device for determining the relative lateral displacement of a wheel or rail provided in an embodiment of the present disclosure;

[0052] Fig. 9 A schematic diagram of a technical route of a wheel-rail contact trajectory monitoring system provided in an embodiment of the present disclosure;

[0053] Fig.10 A schematic diagram of a wheel-rail contact trajectory monitoring system provided in an embodiment of the present disclosure.

[0054] In the drawings, the same reference numerals are used for the same components, and the drawings are not drawn to scale. DETAILED DESCRIPTION

[0055] In order to enable those skilled in the art to better understand the technical solution of the present disclosure, and to fully understand and implement how the present disclosure applies technical means to solve technical problems and achieve the corresponding technical effects, the technical solution in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only embodiments of a part of the present disclosure, not all of the embodiments. The embodiments of the present disclosure and the various features in the embodiments can be combined with each other without conflict, and the technical solutions formed are all within the scope of protection of the present disclosure. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without making creative work should fall within the scope of protection of the present disclosure.

[0056] It should be noted that the terms "first", "second", etc. in the specification and claims of the present disclosure and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products, or devices.

[0057] It should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and that, although a logical order is shown in the flowcharts, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0058] In order to achieve the purpose of real-time monitoring of train operation safety, by shooting the wheel-rail contact video image when the train is running and observing the wheel-rail geometric contact relationship, it is possible to intuitively judge whether the train is in danger of derailment, and to prevent derailment hazards more timely. The present invention is aimed at the real-time monitoring needs of heavy-duty locomotive service safety, embeds a high-definition image storage control system and a machine vision image processing algorithm, simultaneously monitors the wheel-rail contact images on the left and right sides of the 1st and 4th axes, analyzes the wheel-rail constraint relationship, draws the wheel-rail contact trajectory in real time, and issues an early warning when it exceeds the safety boundary, ensuring the service safety of the heavy-duty locomotive.

[0059] Embodiment 1

[0060] Figure 1 A schematic flow chart of a method for determining the relative lateral displacement of a wheel and rail provided in an embodiment of the present disclosure.

[0061] like Figure 1 As shown, a method for determining the relative lateral displacement of a wheel and a rail comprises:

[0062] Step 101, obtaining a marked partial image of a train wheel running on a rail during train operation, wherein the marked partial image includes a mark set at a designated area of ​​a wheel edge;

[0063] Step 102, fitting the edge contour of the wheel according to the marked local image to obtain the wheel edge contour line;

[0064] Step 103, fitting the edge contour of the rail according to the marked local image to obtain the edge contour line of the rail;

[0065] Step 104, determining the relative lateral displacement between the wheel and the rail according to the wheel edge contour line and the rail edge contour line.

[0066] It is worth noting that, in response to the monitoring requirements for wheel-rail safety of heavy-load locomotives, the present disclosure can use four camera acquisition modules, which are installed on the left and right sides of the first and fourth wheelsets respectively, to observe the wheel-rail contact trajectories under multiple wheels in real time, thereby comprehensively considering the vehicle's operating safety.

[0067] It should be noted that Figure 2 A schematic diagram of the wheel tread marking position provided by an embodiment of the present disclosure, such as Figure 2 As shown, before step 101, the target area of ​​the wheel edge may be marked, which may specifically include: laser marking and paint marking;

[0068] Among them, the laser marking method can use a laser marker to laser mark the target positioning points of the inner tread edge and the outer wheel flange of the wheel respectively, and specifically, a red laser can be used to mark the wheel tread edge; the use of red laser can avoid strong light interference, so that the key parts of the wheel can be highlighted, and the wheel edge contour line is easy to obtain. Since the relative position of the laser marker mounted on the image acquisition device and the wheel remains unchanged, the use of laser marking has strong stability, and the method of marking the wheel by laser does not affect the safety of train operation;

[0069] The spray-paint marking method can spray-paint the inner tread edge and the outer rim of the wheel at the initial moment, which can highlight the key parts of the wheel and facilitate obtaining the wheel edge contour line.

[0070] In this embodiment, through the steps 101 to 104, low-cost continuous testing of the wheel-rail force during train operation can be achieved without damaging the wheel structure.

[0071] Embodiment 2

[0072] Based on the above embodiment, step 101 may include:

[0073] Step 1011, obtaining a marked image of the wheels of the train running on the rails during the running of the train;

[0074] Step 1012: Cut out the image other than the wheels and rails in the marked image to obtain a marked partial image.

[0075] It should be noted that in addition to obtaining the marked image of the train wheels running on the rails during the operation of the train, a video can also be obtained, and the wheel edge contour line and the rail edge contour line can be obtained based on the video, or a clear image can be captured in the video, and then the wheel edge contour line and the rail edge contour line can be obtained based on the image.

[0076] In this embodiment, dynamic tracking and positioning of the wheel-rail contact area can be achieved by acquiring a marked image of the train wheels running on the rails during the operation of the train; since the position variation range of the wheels and rails in the image is small and the positions of the wheels and rails in the image are relatively fixed, the marked image can be cropped first. By cropping the image other than the wheels and rails, the influence of the image of irrelevant areas on the detection results can be eliminated, so that the obtained wheel edge contour line and rail edge contour line are more accurate.

[0077] Embodiment 3

[0078] Figure 3A schematic diagram of the process of obtaining the wheel edge contour line provided by the present disclosure, such as Figure 3 As shown, based on the above embodiment, step 102 may include:

[0079] Step 1021, filtering the marked local image to obtain a marked local filtering image;

[0080] Step 1022, determining a wheel region of interest in the marked local filter image, and performing edge detection processing on the wheel in the wheel region of interest to obtain a wheel edge image;

[0081] Step 1023, performing morphological change processing on the wheel edge image to obtain a wheel edge contour line, wherein the wheel edge contour line includes: a wheel inner edge contour line and a wheel outer edge contour line.

[0082] It should be noted that if Figure 3 As shown, the marked local image, that is, the original image to be processed, is subjected to image preprocessing, and the image preprocessing can specifically be filtering processing to obtain a marked local filtered image; a wheel region of interest is determined in the marked local filtered image, and edge detection processing is performed on the wheel in the wheel region of interest to obtain a wheel edge image, and the wheel edge contour image can be processed through morphological changes such as expansion and top view to obtain a wheel edge contour line.

[0083] It should be noted that the wheel edge can be identified by the Canny edge detection algorithm to obtain a wheel edge contour map.

[0084] In this embodiment, through step 1021, it is possible to improve image quality, enhance image details, reduce jagged and mosaic effects, improve the visual experience of the image, enhance the edge and outline of the wheel, improve the contrast of the image, retain important features of the wheel, and prevent the loss of image features of the wheel;

[0085] Through step 1022, the key information, i.e., the wheel, can be focused through the region of interest, the influence of noise can be reduced, and the wheel can be highlighted, so as to facilitate the acquisition of the wheel edge contour line; the wheel contour can be highlighted through edge detection, and the wheel edge features can be extracted, thereby providing a basis for further analysis of the image;

[0086] Through step 1023, the wheel edge contour line can be made more prominent and more obvious in the image, and noise points in the image can be removed while keeping the shape and size of the wheel edge contour line basically unchanged, which helps to improve the image quality and reduce interference in subsequent processing.

[0087] Embodiment 4

[0088] Figure 4A schematic diagram of a process for obtaining a rail edge contour line provided in an embodiment of the present disclosure, such as Figure 4 As shown, based on the above embodiment, step 103 may include:

[0089] Step 1031, determining a rail region of interest in the marked local filter image;

[0090] Step 1032, performing edge detection processing on the rail in the rail region of interest to obtain a rail edge map;

[0091] Step 1033, performing a linear transformation on the edge contour of the rail according to the rail edge contour map to obtain a rail contour line;

[0092] Step 1034, geometrically screening the rail contour line according to a preset direction threshold to obtain a rail edge contour line, wherein the rail edge contour line includes: a rail inner edge contour line and a rail outer edge contour line.

[0093] Specifically, Figure 4 As shown, the rail region of interest is determined in the marked local filter map, and the rail is subjected to Canny edge detection processing in the rail region of interest to obtain a rail edge map. The rail edge straight line defined in the rail region of interest is obtained by Hough probability straight line transformation, that is, the rail contour line. Since the slope of the rail edge in the image fluctuates within a very small range, a direction threshold can be defined, and the obtained straight line is geometrically screened to obtain the edge straight line that best represents the rail contour, that is, Y=KX+B. Among them, Y is the dependent variable, X is the independent variable, K is the slope of the rail edge contour line, and B is the intercept.

[0094] In this embodiment, through step 1031, it is possible to focus on key information, namely the rails, reduce the impact of noise, and thus highlight the rails, making it easier to obtain the edge contour of the rails;

[0095] Through step 1032, the outline of the rail can be highlighted and the edge features of the rail can be extracted, thereby providing a basis for further analysis of the image;

[0096] Through step 1033, the accuracy of rail edge contour extraction can be improved, and the robustness of the rail edge contour can be enhanced;

[0097] Through step 1034, erroneous detection can be eliminated, and the contour line that does not conform to the normal direction of the rail can be effectively eliminated by presetting the direction threshold, thereby improving the detection accuracy of the rail edge contour line and enhancing the detection stability.

[0098] Embodiment 5

[0099] Figure 5A schematic diagram of camera coordinate system conversion provided in an embodiment of the present disclosure, Figure 6 A schematic diagram of the position of characteristic parameters of the wheel-rail contact geometric relationship provided in an embodiment of the present disclosure, such as Figure 5 and Figure 6 As shown, based on the above embodiment, step 104 may include:

[0100] Step 1041, establishing a two-dimensional pixel coordinate system, and converting the two-dimensional pixel coordinate system into an image coordinate system;

[0101] Step 1042, determining a first lowest point on the actual wheel outer edge contour line according to a correspondence between the lowest point on the wheel outer edge contour line in the image coordinate system and the lowest point on the actual wheel outer edge contour line;

[0102] Step 1043, determining a second lowest point on the actual wheel inner edge contour line according to a correspondence between the lowest point on the wheel inner edge contour line in the image coordinate system and the lowest point on the actual wheel inner edge contour line;

[0103] Step 1044, obtaining a first intersection point between the outer edge line of the rail and the wheel-rail contact boundary line and a second intersection point between the inner edge line of the rail and the wheel-rail contact boundary line;

[0104] Step 1045, determining the rail width in the image coordinate system under the cross section of the lowest point of the wheel according to the first intersection point and the second intersection point;

[0105] Step 1046, determining a first horizontal distance from the lowest point on the outer edge contour line of the wheel to the outer edge contour line of the rail according to the first lowest point and the first intersection point;

[0106] Step 1047, determining a second horizontal distance from the lowest point on the inner edge contour line of the wheel to the inner edge contour line of the rail according to the second lowest point and the second intersection point;

[0107] Step 1048, determining a wheel-rail relative error according to the first horizontal distance, the second horizontal distance, the rail width, and the wheel tread width;

[0108] Step 1049: Determine the wheel-rail relative lateral displacement according to the wheel-rail relative error.

[0109] Specifically, the specific implementation process of step 1041 to step 1049 may include:

[0110] like Figure 5As shown, the final coordinate parameters of the target point parameters such as the lowest point on the outer edge contour line of the wheel, the lowest point on the inner edge contour line of the wheel, the first contact point between the outer edge line of the rail and the wheel, and the second contact point between the inner edge line of the rail and the wheel are two-dimensional coordinates in the pixel coordinate system. For the convenience of calculation, the two-dimensional coordinates in the pixel coordinate system are converted to the image coordinate system. The specific process of step 1041 is as follows:

[0111] The pixel coordinate system is shown in formula (1):

[0112]

[0113] Among them, f x Indicates the number of pixels per millimeter in the x direction of the image coordinate system, f y Indicates the number of pixels per millimeter in the y direction of the image coordinate system, c x represents the horizontal coordinate of the origin of the image coordinate system in the pixel coordinate system, c y Represents the ordinate of the origin of the image coordinate system in the pixel coordinate system; x represents the x direction, y represents the y direction, u represents the number of columns of the pixel in the image, and v represents the number of rows of the pixel in the image.

[0114] Based on the pinhole imaging principle, the calculation method for converting the camera coordinate system into the image coordinate system is shown in formula (2):

[0115]

[0116] Where f is the focal length of the camera, x is the horizontal coordinate of the image, y is the vertical coordinate of the image, and Z is the vertical coordinate of the image. c Indicates the position coordinates of the target point parameters along the camera optical axis in the camera coordinate system, X c Indicates the position coordinates of the target point parameters along the horizontal direction in the camera coordinate system, Y c Indicates the position coordinates of the target point parameters along the vertical direction in the camera coordinate system.

[0117] The world coordinate system is P(X W , Y W , Z W ) represents the positional relationship between the camera and the wheel track. Selecting an appropriate position according to the actual situation can effectively avoid the problem of complex calculations. The world coordinate system is converted into the camera coordinate system (X c , Y c , Z c ), as shown in formula (3):

[0118]

[0119] Among them, R represents the rotation of the matrix and t represents the translation of the matrix.

[0120] Specifically, the specific implementation process of step 1042 to step 1047 may include:

[0121] like Figure 6 As shown, according to the correspondence between the lowest point A on the wheel outer edge contour line in the image and the lowest point on the actual wheel outer edge contour line, the first lowest point P on the actual wheel outer edge contour line is determined. a ;

[0122] According to the correspondence between the lowest point B on the inner edge contour line of the wheel in the image and the lowest point on the actual inner edge contour line of the wheel, the second lowest point P on the actual inner edge contour line of the wheel is determined. b ;

[0123] Get the first intersection point P of the rail outer edge line and the wheel-rail contact boundary line r1 , and the second intersection point P of the inner edge line of the rail and the wheel-rail contact dividing line r2 ,

[0124] According to the first intersection point P r1 and the second intersection point P r2 , determine the rail position and rail width d in the image coordinate system under the cross section at the lowest point of the wheel r ;

[0125] According to the first lowest point P a and the first intersection point P r1 , determine the first horizontal distance d1 from the lowest point on the outer edge contour line of the wheel to the outer edge contour line of the rail;

[0126] Specifically: d1 = λ|P a -P r1 |, where λ is the width of a single pixel in the image in the world coordinate system;

[0127] According to the second lowest point P b and the second intersection point P r2 , determine the second horizontal distance d2 from the lowest point on the inner edge contour line of the wheel to the inner edge contour line of the rail;

[0128] Specifically, d2 = λ|P b -P r2 |, where λ is the width of a single pixel in the image in the world coordinate system;

[0129] The wheel-rail relative error is determined by establishing an equation based on the wheel tread width: ε = D-d1-d2-d r; where ε is the wheel-rail relative error, D is the wheel tread width, d1 is the first horizontal distance from the lowest point on the outer edge contour of the wheel to the outer edge contour of the rail, d2 is the second horizontal distance from the lowest point on the inner edge contour of the wheel to the inner edge contour of the rail, d r is the rail position and rail width in the image coordinate system under the cross section at the lowest point of the wheel;

[0130] The wheel-rail relative displacement is determined according to the wheel-rail relative error.

[0131] In this embodiment, by determining the relative lateral displacement of the wheel and rail, the wheel-rail contact trajectory can be drawn in real time according to the relative lateral displacement of the wheel and rail, and an early warning is issued when the safety boundary is exceeded, thereby ensuring the service safety of the heavy-load locomotive.

[0132] Embodiment 6

[0133] Based on the above embodiment, step 1047 may include:

[0134] Step 10471, when the wheel-rail relative error is less than a preset reference value, the wheel-rail relative lateral displacement is determined according to a first horizontal distance from the midpoint of the contact surface between the rail and the wheel to the outer edge line of the wheel at the initial moment, and a second horizontal distance from the midpoint of the contact surface between the rail and the wheel to the inner edge line of the wheel at the initial moment.

[0135] Specifically, when the wheel-rail relative error is less than the preset reference value, it means that the wheel-rail relative error meets the accuracy requirement, indicating that the tracking and positioning of the wheel and rail are accurate. The wheel-rail relative lateral displacement is determined by the first horizontal distance l1 from the midpoint of the contact surface between the rail and the wheel to the outer edge line of the wheel at the initial moment, and the second horizontal distance l2 from the midpoint of the contact surface between the rail and the wheel to the inner edge line of the wheel at the initial moment, so as to further obtain the wheel-rail contact trajectory, and the positive direction of the lateral displacement is taken as the direction perpendicular to the rail pointing to the wheel flange. The calculation formula of the wheel-rail relative lateral displacement is as follows:

[0136]

[0137] Where d is the relative lateral displacement of the wheel and rail, x1 is the relative position of the wheel and rail at the initial moment, x2 is the relative position of the wheel and rail at the end moment, d1 is the first horizontal distance from the lowest point on the outer edge contour line of the wheel to the outer edge contour line of the rail, d2 is the second horizontal distance from the lowest point on the inner edge contour line of the wheel to the inner edge contour line of the rail, d r is the rail position and rail width in the image coordinate system under the cross section of the lowest point of the wheel, l1 is the horizontal distance from the center line of the rail to the outer side of the wheel at the initial moment, and l2 is the horizontal distance from the center line of the rail to the inner side of the wheel at the initial moment.

[0138] In this embodiment, by determining the relative lateral displacement of the wheel and rail, the wheel-rail contact trajectory can be drawn in real time according to the relative lateral displacement of the wheel and rail, and an early warning is issued when the safety boundary is exceeded, thereby ensuring the service safety of the heavy-load locomotive.

[0139] Embodiment 7

[0140] Figure 7 A schematic diagram of a geometric formula for calculating the relative lateral displacement of the wheel and rail provided in an embodiment of the present disclosure, such as Figure 7 As shown, based on the above embodiments, this embodiment provides an application example.

[0141] The specific process of determining the relative wheel-rail lateral displacement may include:

[0142] When the train is running, assuming that the wheel does not jump the track, obtain the first lowest point P on the outer edge contour of the wheel. a , and the second lowest point P on the inner edge contour of the wheel b , the first intersection point P of the rail outer edge line and the wheel-rail contact dividing line r1 , and the second intersection point P of the inner edge line of the rail and the wheel-rail contact dividing line r2 , according to the first lowest point P a and the first intersection point P r1 , determine the first horizontal distance d1 from the lowest point on the outer edge contour of the wheel to the outer edge contour of the rail, d1 = P a -P r1 According to the second lowest point P b and the second intersection point P r2 , determine the second horizontal distance d2 from the lowest point on the inner edge contour line of the wheel to the inner edge contour line of the rail, d2 = P b -P r2 ; The wheel-rail relative error is determined by establishing an equation based on the wheel tread width: ε = D-d1-d2-d r ; where ε is the wheel-rail relative error, D is the wheel tread width, d1 is the first horizontal distance from the lowest point on the outer edge contour of the wheel to the outer edge contour of the rail, d2 is the second horizontal distance from the lowest point on the inner edge contour of the wheel to the inner edge contour of the rail, d r is the rail position and rail width in the image coordinate system under the cross section of the lowest point of the wheel; when the wheel-rail relative error is less than the preset reference value, it means that the wheel-rail relative error meets the accuracy requirement, indicating that the tracking and positioning of the wheel and rail are accurate. The wheel-rail relative displacement is determined by the first horizontal distance d1 from the midpoint of the contact surface between the rail and the wheel to the outer edge line of the wheel at the initial moment, and the second horizontal distance d2 from the midpoint of the contact surface between the rail and the wheel to the inner edge line of the wheel at the initial moment:

[0143]

[0144] Where d is the relative lateral displacement of the wheel and rail, x1 is the relative position of the wheel and rail at the initial moment, x2 is the relative position of the wheel and rail at the end moment, d1 is the first horizontal distance from the lowest point on the outer edge contour line of the wheel to the outer edge contour line of the rail, d2 is the second horizontal distance from the lowest point on the inner edge contour line of the wheel to the inner edge contour line of the rail, d r is the rail position and rail width in the image coordinate system under the cross section at the lowest point of the wheel, l1 is the midpoint P on the contact surface between the rail and the wheel at the initial moment c The first horizontal distance to the outer edge of the wheel, l2 is the midpoint P on the contact surface between the rail and the wheel at the initial moment c The second horizontal distance to the inner edge line of the wheel.

[0145] Specifically, the graphics processing module calculates the relative lateral displacement of the wheel and rail within 1 second, and performs smoothing filtering on the data to obtain a change curve of the relative lateral displacement of the wheel and rail within the period of time, identifies the relative lateral displacement of the wheel and rail at the current time point, and makes a difference between the value and the relative lateral displacement of the wheel and rail at the previous time point. If the absolute value is less than 5 mm, the relative lateral displacement of the wheel and rail obtained by image recognition is used at this time point. Otherwise, the relative lateral displacement of the wheel and rail within 1 second is predicted by difference, and the relative lateral displacement of the wheel and rail is calculated.

[0146] In this embodiment, by determining the relative lateral displacement of the wheel and rail, the wheel-rail contact trajectory can be drawn in real time according to the relative lateral displacement of the wheel and rail, and an early warning is issued when the safety boundary is exceeded, thereby ensuring the service safety of the heavy-load locomotive.

[0147] Embodiment 8

[0148] Figure 8 A schematic diagram of a module of a device for determining the relative lateral displacement of a wheel or rail provided in an embodiment of the present disclosure.

[0149] like Figure 8 As shown, a device 80 for determining the relative lateral displacement of a wheel and a rail comprises:

[0150] An acquisition module 801 is used to acquire a marked local image of a train wheel running on a rail during the operation of the train, wherein the marked local image includes a mark set in a designated area of ​​a wheel edge;

[0151] A first fitting module 802 is used to fit the edge contour of the wheel according to the marked local image to obtain the wheel edge contour line;

[0152] A second fitting module 803 is used to fit the edge contour of the rail according to the marked local image to obtain the edge contour line of the rail;

[0153] The determination module 804 is used to determine the relative lateral displacement between the wheel and the rail according to the wheel edge contour line and the rail edge contour line.

[0154] In some embodiments, the acquisition module 801 may be used to:

[0155] Acquire a marked image of the wheels of the train running on the rails during the running of the train;

[0156] The images other than the wheels and rails in the marked image are cut out to obtain a marked partial image.

[0157] In some embodiments, the first fitting module 802 may be used to:

[0158] Performing filtering processing on the marked local image to obtain a marked local filtering image;

[0159] Determine a wheel region of interest in the marked local filter image, and perform edge detection processing on the wheel in the wheel region of interest to obtain a wheel edge image;

[0160] The wheel edge image is subjected to morphological change processing to obtain a wheel edge contour line, wherein the wheel edge contour line includes: a wheel inner edge contour line and a wheel outer edge contour line.

[0161] In some embodiments, the second fitting module 803 may be used to:

[0162] Determining a rail region of interest in the marked local filter image;

[0163] Performing edge detection processing on the rail in the rail region of interest to obtain a rail edge map;

[0164] According to the rail edge contour map, the edge contour of the rail is transformed into a straight line to obtain a rail contour line;

[0165] The rail contour line is geometrically screened according to a preset direction threshold to obtain a rail edge contour line, wherein the rail edge contour line includes: a rail inner edge contour line and a rail outer edge contour line.

[0166] In some embodiments, the determining module 804 may be used to:

[0167] Establishing a two-dimensional pixel coordinate system, and converting the two-dimensional pixel coordinate system into an image coordinate system;

[0168] Determine the first lowest point on the actual wheel outer edge contour line according to the correspondence between the lowest point on the wheel outer edge contour line in the image coordinate system and the lowest point on the actual wheel outer edge contour line;

[0169] Determine the second lowest point on the actual wheel inner edge contour line according to the correspondence between the lowest point on the wheel inner edge contour line in the image coordinate system and the lowest point on the actual wheel inner edge contour line;

[0170] Obtaining a first intersection point between the outer edge line of the rail and the wheel-rail contact boundary line and a second intersection point between the inner edge line of the rail and the wheel-rail contact boundary line;

[0171] Determine the rail width in the image coordinate system under the cross section of the lowest point of the wheel according to the first intersection point and the second intersection point;

[0172] Determine a first horizontal distance from the lowest point on the outer edge contour line of the wheel to the outer edge contour line of the rail according to the first lowest point and the first intersection point;

[0173] Determine a second horizontal distance from the lowest point on the inner edge contour line of the wheel to the inner edge contour line of the rail according to the second lowest point and the second intersection point;

[0174] Determining a wheel-rail relative error according to the first horizontal distance, the second horizontal distance, the rail width, and the wheel tread width;

[0175] The wheel-rail relative displacement is determined according to the wheel-rail relative error.

[0176] In some embodiments, the determining module 804 may also be used to:

[0177] When the wheel-rail relative error is less than a preset reference value, the wheel-rail relative lateral displacement is determined according to a first horizontal distance from the midpoint of the contact surface between the rail and the wheel to the outer edge line of the wheel at the initial moment, and a second horizontal distance from the midpoint of the contact surface between the rail and the wheel to the inner edge line of the wheel at the initial moment.

[0178] In this embodiment, by acquiring a marked partial image of the wheels of the train running on the rails during the operation of the train, the marks are obtained by laser marking the target positioning points on the inner tread edge and the outer edge of the wheel with a laser marker, fitting the edge contour of the wheel according to the marked partial image to obtain the wheel edge contour line, fitting the edge contour of the rail according to the marked partial image to obtain the rail edge contour line, and determining the relative lateral displacement of the wheel and the rail according to the wheel edge contour line and the rail edge contour line. Low-cost continuous testing of the wheel-rail force during the operation of the train can be achieved without destroying the wheel structure.

[0179] Embodiment 9

[0180] Based on the above embodiment, this embodiment provides a method for monitoring wheel-rail contact trajectory, including:

[0181] The wheel-rail relative lateral displacement is determined by using the wheel-rail relative lateral displacement determination method described in the first to sixth embodiments above;

[0182] The wheel-rail contact trajectory is determined according to the wheel-rail relative lateral displacement.

[0183] It should be noted that when the wheel-rail relative error is less than the preset reference value, it means that the wheel-rail relative error meets the accuracy requirement, and the wheel-rail relative lateral displacement is determined to further obtain the wheel-rail contact trajectory;

[0184] When the wheel-rail relative error is greater than or equal to the preset reference value, it means that there is a large jitter during the actual shooting, resulting in low image recognition, and the wheel-rail relative error does not meet the accuracy requirements. The wheel-rail contact trajectory is represented by the shaking of the wheel-rail contact midpoint positioning result.

[0185] In this embodiment, by monitoring the wheel-rail contact trajectory, the safety of the wheel-rail contact of the heavy-load locomotive can be evaluated in real time, and an early warning can be issued when the safety boundary is exceeded, thereby ensuring the safety of the train and personnel.

[0186] Embodiment 10

[0187] On the basis of the above embodiments, this embodiment provides a computer device, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method described in the above embodiments.

[0188] In some implementations of this embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method described in the above embodiment are implemented.

[0189] In some implementations of this embodiment, a computer program product is provided, including a computer program / instructions, and when the computer program is executed by a processor, the steps of the method described in the above embodiment are implemented.

[0190] The processor may include, but is not limited to, one or more processors or microprocessors. Each processor may be an application specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field programmable gate array (FPGA), a controller, a microcontroller, a microprocessor or other electronic components to execute the method in the above embodiments.

[0191] The computer-readable storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof, and the computer-readable storage medium may include but is not limited to, for example, random access memory (RAM), read-only memory (ROM), flash memory, EPROM memory, EEPROM memory, registers, computer storage media (e.g., hard disk, floppy disk, solid-state drive, removable disk, CD-ROM, DVD-ROM, Blu-ray disc, etc.).

[0192] The computer-readable storage medium may also store at least one computer executable program / instruction, which may be, for example, a computer-readable instruction. The computer-readable storage medium includes, but is not limited to, for example, a volatile memory and / or a non-volatile memory. The volatile memory may include, for example, a random access memory (RAM) and / or a cache memory (cache), etc. The computer-readable storage medium may include, for example, a read-only memory (ROM), a hard disk, a flash memory, etc. For example, a non-transitory computer-readable storage medium may be connected to a computing device such as a computer, and then, when the computing device runs the computer-readable instructions stored on the computer-readable storage medium, the various methods described above may be performed.

[0193] In addition, the computer device may also include (but not limited to) a data bus, an input / output (I / O) bus, a display, and input / output devices (eg, keyboard, mouse, speaker, etc.), etc.

[0194] The processor may communicate with external devices via an I / O bus via a wired or wireless network.

[0195] In one embodiment, the at least one computer executable instruction may also be compiled into or constitute a software product / computer program product, wherein one or more computer executable instructions are executed by a processor to perform the various functions and / or method steps in the embodiments described in the present technology.

[0196] Embodiment 11

[0197] Based on the above embodiments, this embodiment provides a wheel-rail contact track monitoring system, including:

[0198] A computer device for executing the wheel-rail contact trajectory monitoring method described in Example 10;

[0199] A camera acquisition module is used to acquire a marked local image of the wheels of the train running on the rails during the operation of the train;

[0200] A data storage module, used for storing a wheel-rail relative lateral displacement, wherein the wheel-rail relative lateral displacement is determined according to a wheel edge contour line and a rail edge contour line, wherein the wheel edge contour line is obtained by fitting the wheel edge contour according to the marked local image, and the rail edge contour line is obtained by fitting the rail edge contour according to the marked local image;

[0201] The vehicle-mounted display control module is used to display the wheel-rail contact trajectory, wherein the wheel-rail contact trajectory is determined according to the relative lateral displacement of the wheel-rail.

[0202] Here, the wheel-rail contact track monitoring system may include: a camera acquisition module, a data storage module and an on-board display control module;

[0203] The camera acquisition module integrates a high-speed camera, an impact-resistant lens, and a synchronous light source into an integrated package design and is installed at the bottom of the heavy-duty locomotive frame to capture clear and stable images or video data of the wheel-rail contact area, and can be waterproof, shockproof, and wind-proof.

[0204] Among them, the impact-resistant lens can avoid camera shake and ensure that the image has sufficient recognition; the synchronous light source has built-in 4 high-intensity light sources to achieve clear imaging with an exposure time of less than 10μs (microseconds) and isolate from ambient light interference; the integrated packaging design can protect the camera, lens, light source, etc. from damage by wind, sand, rain, snow and gravel, thereby extending the service life of the camera and enabling it to meet the requirements of long-term tracking and monitoring.

[0205] The data storage system is used to store the dynamic video of wheel-rail contact during train operation in real time. It has a built-in 34TB (Terabyte) solid-state hard disk and a high-speed write bandwidth that can meet the needs of 4 cameras to simultaneously collect and record at a speed of 60fps (Frames Per Second) for more than 160 hours.

[0206] The on-board display control module is used to display the dynamic contact trajectory of the wheel and rail in real time, and control multiple camera acquisition modules to start and stop video acquisition at the same time. Specifically, four cameras can be controlled to record synchronously at the same time, and the collected data can be recorded in real time to a storage device. The four cameras are respectively arranged on the left and right sides of the 1st and 4th axes of the heavy-duty locomotive; the on-board display control module supports the motion monitoring function, and triggers the camera to start shooting when the motion of the picture is detected. The image can be exported in BMP (an image file format, Bitmap), TIFF (Tagged Image File Format), multi-TIFF (multi-page tagged image file format file), JPEG (another image file format, Joint Photographic Experts Group), PNG (lossless compressed bitmap graphic format, Portable Network Graphics) or AVI (multimedia container format, Audio Video Interleave), MOV (a video file format) dynamic file format. The on-board display control module can add a time stamp to the image, and each frame displays the specific occurrence time.

[0207] In this embodiment, the video data storage module supports compressed storage of video images in AVI (Audio Video Interleaved) mode, ensuring long-term storage without frame loss, and can realize the storage of a large amount of video data or image data; through the wheel-rail contact trajectory monitoring system, it is possible to analyze the wheel-rail contact geometric characteristics through image processing and target tracking, realize wheel-rail contact trajectory tracking, and achieve the purpose of heavy-load locomotive operation safety tracking and monitoring. By tracking and analyzing the video image of the wheel-rail contact area, compared with the traditional wheel-rail relative displacement obtained by further analysis based on displacement sensors and vibration acceleration, the solution disclosed in the present invention is a more direct method for observing the movement state of the wheel.

[0208] Embodiment 12

[0209] Fig. 9 A schematic diagram of a technical route of a wheel-rail contact trajectory monitoring system provided in an embodiment of the present disclosure, Fig.10 A schematic diagram of a wheel-rail contact track monitoring system provided in an embodiment of the present disclosure, such as Fig. 9 and Fig.10 As shown, based on the above embodiments, this embodiment provides an application example.

[0210] like Fig. 9 As shown, the wheel-rail contact track monitoring system may specifically include:

[0211] On-board display control module, camera acquisition module and data storage module;

[0212] The wheel auxiliary mark is calibrated by the camera acquisition module to obtain the wheel-rail dynamic contact video, and the video data is compressed and stored in the data storage module;

[0213] The images in the wheel-rail dynamic contact video are processed to determine the lowest point on the wheel edge contour line and the rail edge contour line under the coordinate system transformation. The target is tracked through the video to locate the wheel-rail contact area, and the wheel-rail contact trajectory is further identified, and finally displayed in real time on the on-board display screen.

[0214] like Fig.10 As shown, the one-axle wheel-rail contact area and the four-axle wheel-rail contact area of ​​the heavy-duty locomotive are monitored in real time through the camera acquisition module, the monitoring data is transmitted to the data storage module for storage, and the wheel-rail contact trajectory is displayed on the on-board display control module.

[0215] In this embodiment, the wheel-rail contact trajectory monitoring system can realize real-time monitoring of the wheel-rail contact trajectory. By determining the relative lateral displacement of the wheel-rail, the wheel-rail contact trajectory can be drawn in real time according to the relative lateral displacement of the wheel-rail. When the safety boundary is exceeded, an early warning is issued to ensure the service safety of heavy-load locomotives.

[0216] In the embodiments provided in the present disclosure, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and the above-mentioned module, program segment or a part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0217] It should be noted that in the present disclosure, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element limited by the sentence "includes a ..." does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0218] Although the embodiments disclosed in the present disclosure are as above, the above contents are only embodiments adopted for facilitating the understanding of the present disclosure and are not intended to limit the present disclosure. Any technician in the technical field to which the present disclosure belongs can make any modifications and changes in the form and details of the implementation without departing from the spirit and scope disclosed in the present disclosure, but the scope of patent protection of the present disclosure shall still be subject to the scope defined in the attached claims.

Claims

1. A method for determining the relative lateral displacement of a wheel and a rail, characterized in that: include: Acquire a marked local image of a train wheel running on a rail during train operation, wherein the marked local image includes a mark set at a designated area of ​​a wheel edge; Fitting the edge contour of the wheel according to the marked local image to obtain the wheel edge contour line; Fitting the edge contour of the rail according to the marked local image to obtain the edge contour line of the rail; The wheel-rail relative lateral displacement is determined according to the wheel edge contour line and the rail edge contour line.

2. The method for determining the relative lateral displacement of wheel and rail according to claim 1, characterized in that: The method of obtaining a marked partial image of the wheels of a train running on rails during the running of the train includes: Acquire a marked image of the wheels of the train running on the rails during the running of the train; The images other than the wheels and rails in the marked image are cut out to obtain a marked partial image.

3. The method for determining the relative lateral displacement of wheel and rail according to claim 1, characterized in that: The step of fitting the edge contour of the wheel according to the marked local image to obtain the wheel edge contour line comprises: Performing filtering processing on the marked local image to obtain a marked local filtering image; Determine a wheel region of interest in the marked local filter image, and perform edge detection processing on the wheel in the wheel region of interest to obtain a wheel edge image; The wheel edge image is subjected to morphological change processing to obtain a wheel edge contour line, wherein the wheel edge contour line includes: a wheel inner edge contour line and a wheel outer edge contour line.

4. The method for determining the relative lateral displacement of wheel and rail according to claim 3, characterized in that: The step of fitting the edge contour of the rail according to the marked local image to obtain the edge contour line of the rail includes: Determining a rail region of interest in the marked local filter image; Performing edge detection processing on the rail in the rail region of interest to obtain a rail edge map; According to the rail edge contour map, the edge contour of the rail is transformed into a straight line to obtain a rail contour line; The rail contour line is geometrically screened according to a preset direction threshold to obtain a rail edge contour line, wherein the rail edge contour line includes: a rail inner edge contour line and a rail outer edge contour line.

5. The method for determining the relative lateral displacement of wheel and rail according to claim 3 or 4, characterized in that: Determining the wheel-rail relative lateral displacement according to the wheel edge contour line and the rail edge contour line comprises: Establishing a two-dimensional pixel coordinate system, and converting the two-dimensional pixel coordinate system into an image coordinate system; Determine the first lowest point on the actual wheel outer edge contour line according to the correspondence between the lowest point on the wheel outer edge contour line in the image coordinate system and the lowest point on the actual wheel outer edge contour line; Determine the second lowest point on the actual wheel inner edge contour line according to the correspondence between the lowest point on the wheel inner edge contour line in the image coordinate system and the lowest point on the actual wheel inner edge contour line; Obtaining a first intersection point between the outer edge line of the rail and the wheel-rail contact boundary line and a second intersection point between the inner edge line of the rail and the wheel-rail contact boundary line; Determine the rail width in the image coordinate system under the cross section of the lowest point of the wheel according to the first intersection point and the second intersection point; Determine a first horizontal distance from the lowest point on the outer edge contour line of the wheel to the outer edge contour line of the rail according to the first lowest point and the first intersection point; Determine a second horizontal distance from the lowest point on the inner edge contour line of the wheel to the inner edge contour line of the rail according to the second lowest point and the second intersection point; Determining a wheel-rail relative error according to the first horizontal distance, the second horizontal distance, the rail width, and the wheel tread width; The wheel-rail relative displacement is determined according to the wheel-rail relative error.

6. The method for determining the relative lateral displacement of wheel and rail according to claim 5, characterized in that: Determining the wheel-rail relative lateral displacement according to the wheel-rail relative error comprises: When the wheel-rail relative error is less than a preset reference value, the wheel-rail relative lateral displacement is determined according to a first horizontal distance from the midpoint of the contact surface between the rail and the wheel to the outer edge line of the wheel at the initial moment, and a second horizontal distance from the midpoint of the contact surface between the rail and the wheel to the inner edge line of the wheel at the initial moment.

7. A method for monitoring wheel-rail contact trajectory, characterized in that: include: The method for determining the relative lateral displacement of the wheel and rail according to any one of claims 1 to 6 is used to determine the relative lateral displacement of the wheel and rail; The wheel-rail contact trajectory is determined according to the wheel-rail relative lateral displacement.

8. A computer device comprising a memory, a processor and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 7.

9. A wheel-rail contact track monitoring system, characterized in that: include: A camera acquisition module is used to acquire a marked local image of the wheels of the train running on the rails during the operation of the train; The computer device as claimed in claim 8.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

Images