Track unevenness detection system, detection method and measurement calibration method

Abstract

The invention discloses a track height unevenness detection system, a track height unevenness detection method and a track height unevenness measurement calibration method. Comprising a control system, a power supply module, a first three-axis accelerometer, a second three-axis accelerometer, a first pressure sensor, a second pressure sensor and a non-contact displacement detection device. A detection train comprises a train body, a bogie and wheels, and the wheels comprise the front wheel and the rear wheel. The vehicle body is connected with the bogie through a secondary suspension system, and the bogie is connected with the wheels through a primary suspension system; the triaxial accelerometer I and the pressure sensor I are respectively arranged at the top and the bottom of a spring of the front wheel primary suspension system; the triaxial accelerometer II and the pressure sensor II are respectively arranged at the top and the bottom of a spring of the rear wheel primary suspension system; the non-contact displacement detection device is arranged at the position of a center shaft of the bogie. According to the invention, more accurate detection of the irregularity of the track can be realized, and online metering calibration of an original track detection system can be realized.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit equipment measurement and detection, and in particular to a track height irregularity detection system, a detection method, and a measurement and calibration method. Background Art

[0002] Track unevenness refers to the unevenness of the railway track in the longitudinal direction, that is, the height of the track has irregular ups and downs. This unevenness may be caused by track laying quality problems, foundation settlement, track material aging or other environmental factors. Track unevenness can cause vibration and shaking during the train's travel, and even increase the risk of derailment. Track unevenness has an important impact on the safety of railway transportation and passenger comfort, so high-precision track unevenness detection is extremely important.

[0003] For the detection of track unevenness, my country generally uses inertial navigation systems or two-dimensional laser sensors as the main method. The inertial navigation system mainly uses the inertial basic unit, namely the three-axis accelerometer, to measure the acceleration of the bogie in real time, and then integrates the acceleration twice to obtain the displacement value of the track in the vertical direction, and then adds the displacement value measured by the one-dimensional laser sensor as a reference to obtain the final unevenness value. This method can usually reflect the deformation trend of the track more accurately. However, the traditional track inspection system uses the inertial reference method and often does not take into account the impact of different compression amounts of the primary suspension system on the measurement data of the three-axis accelerometer during the actual operation of the track inspection system. Therefore, no corresponding compensation is made for it, so that the measurement precision and accuracy often do not meet the requirements.

[0004] In addition, not only is the detection of track unevenness extremely important, but the online measurement and calibration of transportation equipment for track detection is also crucial. Because it is indirectly related to the safety, comfort and efficiency of railway transportation. Through regular maintenance of the key parts detection system, the accuracy problems of the detection system can be discovered and repaired in time. The detection system can reduce the risk of vibration and impact and derailment during train operation, reduce equipment wear, and optimize operation efficiency by detecting various key points of the track and using this as a standard for maintenance. Thereby ensuring the safety and comfort of passengers, extending the life of related equipment, and reducing maintenance costs. Therefore, the operating status of the track detection system directly determines the safe operation of the train. Therefore, in order to ensure the safety of national property and people's lives, the rail detection system needs to be calibrated regularly to verify the accuracy of the detection system itself, more accurately measure the various geometric parameters of the rails, and ensure the safety and stability of train operation.

[0005] For the metrological calibration of detection equipment, the detection systems for tracks and contact networks in the rail transit industry at home and abroad are generally non-detachable. The traditional calibration method is to disassemble the key sensors of the detection system, such as displacement sensors and accelerometers, and send them to the metrological calibration agency for inspection. This method has a series of problems such as long calibration cycle, inaccurate calibration data caused by the deviation between the calibration environment and the actual use environment, and inapplicability. Summary of the invention

[0006] In view of the above problems, the present invention aims to provide a track height unevenness detection system, detection method, and measurement and calibration method.

[0007] The technical solution of the present invention is as follows:

[0008] On the one hand, a track unevenness detection system is provided, which is installed on a detection train and includes a control system and power supply modules respectively connected to the control system, a triaxial accelerometer 1, a triaxial accelerometer 2, a pressure sensor 1, a pressure sensor 2 and a non-contact displacement detection device:

[0009] The inspection train comprises a car body, a bogie, and wheels, wherein the wheels comprise front wheels and rear wheels; the car body and the bogie are connected via a secondary suspension system, and the bogie and the wheels are connected via a primary suspension system;

[0010] The three-axis accelerometer 1 and the pressure sensor 1 are respectively arranged at the top and bottom of the spring of the primary suspension system of the front wheel;

[0011] The three-axis accelerometer 2 and the pressure sensor 2 are respectively arranged at the top and bottom of the spring of the primary suspension system of the rear wheel;

[0012] The non-contact displacement detection device is arranged at the center axis position of the bogie.

[0013] Preferably, the pressure sensor 1 and the pressure sensor 2 are both high-pressure pressure sensors.

[0014] Preferably, the non-contact displacement detection device adopts a one-dimensional laser sensor.

[0015] Preferably, the control system includes a connected host computer and a microcontroller.

[0016] On the other hand, a track unevenness detection method is also provided, which is detected by using any of the track unevenness detection systems described above, and the track unevenness detection method comprises the following steps:

[0017] S1: when the detection train is stationary, the static pressure value F1 of the primary suspension system is detected by the pressure sensor 1, and the static pressure value F2 of the primary suspension system is detected by the pressure sensor 2;

[0018] Starting the detection train, detecting the dynamic pressure value F1(t) of the primary suspension system by the pressure sensor 1, and detecting the dynamic pressure value F2(t) of the primary suspension system by the pressure sensor 2;

[0019] The first three-axis accelerometer detects the acceleration value a1 of the detection train, and the second three-axis accelerometer detects the acceleration value a2 of the detection train;

[0020] Detecting the displacement reference value w3 by the non-contact displacement detection device;

[0021] S2: Calculating a dynamic transformation value ΔF1(t) with time as an independent variable according to the static pressure value F1 and the dynamic pressure value F1(t), and calculating a dynamic transformation value ΔF2(t) with time as an independent variable according to the static pressure value F2 and the dynamic pressure value F2(t);

[0022] S3: Calculate the dynamic compression amount Δl1 of the primary suspension system during the detection process according to the dynamic transformation value ΔF1(t) combined with the elastic coefficient k of the primary suspension system, and calculate the dynamic compression amount Δl2 of the primary suspension system during the detection process according to the dynamic transformation value ΔF2(t) combined with the elastic coefficient k of the primary suspension system;

[0023] S4: performing secondary integration processing on the acceleration value a1 and the acceleration value a2 respectively to obtain uncompensated displacement value w1 and displacement value w2;

[0024] S5: Calculate the height unevenness result w according to the displacement value w1 and the displacement reference value w3 13 , calculate the height unevenness result w according to the displacement value w2 combined with the displacement reference value w3 23 ;

[0025] S6: Compare the height and low roughness result w according to the dynamic compression amount Δl1 13 Compensation is performed to obtain a compensation result h1, and the height unevenness result w is adjusted according to the dynamic compression amount Δl2. 23 Perform compensation to obtain compensation result h2;

[0026] S7: averaging the compensation results h1 and h2 to obtain a final track height irregularity detection value.

[0027] Preferably, in step S2, each dynamic transformation value is calculated by the following formula:

[0028] ΔF1(t)=F1(t)-F1 (1)

[0029] ΔF2(t)=F2(t)-F2 (2)

[0030] In step S3, each dynamic compression amount is calculated by the following formula:

[0031]

[0032] In step S4, each displacement value is calculated by the following formula:

[0033] w1=∫∫a1dt (5)

[0034] w2=∫∫a2dt (6)

[0035] In step S5, each height and low roughness result is calculated by the following formula:

[0036] w 13 =w1+w3+Δh (7)

[0037] w 23 =w2+w3+Δh (8)

[0038] Where: Δh is the displacement difference between the non-contact displacement detection device and the triaxial accelerometer in the high and low directions;

[0039] In step S6, each compensation result is calculated by the following formula:

[0040] h1=Δl1+w 13 (9)

[0041] h2=Δl2+w 23 (10).

[0042] On the other hand, a method for measuring and calibrating a track unevenness detection system is also provided, comprising the following steps:

[0043] Using any one of the track height irregularity detection systems or any one of the track height irregularity detection methods described above to detect the track and obtain a track height irregularity detection value after data compensation;

[0044] The original track height irregularity detection system is used to detect the track to obtain the original track height irregularity detection value;

[0045] The track height unevenness detection value after data compensation is used to perform metrological calibration on the original track height unevenness detection value.

[0046] The beneficial effects of the present invention are:

[0047] (1) The present invention combines the arrangement position of the three-axis accelerometer with the primary suspension system, installs the non-contact displacement detection device at the center axis position of the bogie and uses the measurement value directly above the track as the displacement reference value, which can effectively solve the uncertainty problem caused by the primary suspension system for the track inspection system using the height unevenness measurement method based on the deformation of the suspension system.

[0048] (2) After solving the uncertainty caused by the primary suspension system through the three-axis accelerometer arrangement method, the present invention adopts a technical solution of combining the pressure sensor with the primary suspension system, completing the standard measurement of the uncertainty of the primary suspension system, so that the track inspection system uses the theoretical measurement accuracy of the height unevenness measurement method based on the suspension system deformation measurement.

[0049] (3) The present invention has the advantages of easy disassembly and high precision. According to the present invention, it is also possible to implement online dynamic measurement and calibration without disassembling the original system, thereby solving the problem of being unable to measure and calibrate due to the inability to disassemble the original detection system.

[0050] (4) Compared with the traditional algorithm, the algorithm of each parameter in the track unevenness detection method of the present invention has stronger anti-interference ability, can effectively reduce the random error in the dynamic detection process, and improve the detection accuracy of the entire system. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] 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 or the description of the prior art 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 labor.

[0052] Figure 1 It is a front view structural schematic diagram of the track height unevenness detection system of the present invention;

[0053] Figure 2 It is a left-side structural schematic diagram of the track height irregularity detection system of the present invention;

[0054] Figure 3 The figure is a flow chart of the track unevenness detection method of the present invention.

[0055] Numbers in the figure: 1-power supply module, 2-three-axis accelerometer 1, 3-three-axis accelerometer 2, 4-pressure sensor 1, 5-pressure sensor 2, 6-non-contact displacement detection device, 7-car body, 8-bogie, 9-wheel, 10-secondary suspension system, 11-primary suspension system, 12-host computer, 13-microcontroller. DETAILED DESCRIPTION

[0056] The present invention is further described below in conjunction with the accompanying drawings and embodiments. It should be noted that, in the absence of conflict, the embodiments in this application and the technical features in the embodiments can be combined with each other. It should be noted that, unless otherwise specified, all technical and scientific terms used in this application have the same meanings as those generally understood by those of ordinary skill in the art to which this application belongs. The words "including" or "comprising" and the like used in the disclosure of the present invention mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects.

[0057] On the one hand, if Figure 1-2 As shown, the present invention provides a track height unevenness detection system, which is installed on a detection train, and includes a control system and a power supply module 1, a triaxial accelerometer 1 2, a triaxial accelerometer 2 3, a pressure sensor 1 4, a pressure sensor 2 5 and a non-contact displacement detection device 6 respectively connected to the control system:

[0058] The inspection train includes a car body 7, a bogie 8, and wheels 9, wherein the wheels 9 include front wheels and rear wheels; the car body 7 and the bogie 8 are connected via a secondary suspension system 10, and the bogie 8 and the wheels 9 are connected via a primary suspension system 11;

[0059] The three-axis accelerometer 2 and the pressure sensor 4 are respectively arranged at the top and bottom of the spring of the primary suspension system 11 of the front wheel;

[0060] The three-axis accelerometer 2 3 and the pressure sensor 2 5 are respectively arranged at the top and bottom of the spring of the primary suspension system 11 of the rear wheel;

[0061] The non-contact displacement detection device 6 is arranged at the center axis position of the bogie 8 .

[0062] It should be noted that when using the present invention, the track unevenness detection system is installed on the same side of the detection train, and a non-contact displacement detection device installed at the center axis of the bogie and a three-axis accelerometer respectively installed above the front and rear primary suspension systems are used as two sets of initial measurement data sources for the unevenness measurement method based on the suspension system deformation measurement, and a pressure sensor under the two primary suspension systems is used to measure the stress condition of the primary suspension system under dynamic conditions; the dynamic value measured by the pressure sensor is subtracted from the static value measured under static conditions and then combined with the elastic coefficient of the primary suspension system to obtain the compression change of the primary suspension system under dynamic conditions; the obtained compression change is used as compensation data to compensate for the measurement results of the unevenness measurement method based on the suspension system deformation measurement at each position to complete data compensation correction; the average value of the two sets of data is used as the final track unevenness value of the track.

[0063] In the present invention, the three-axis accelerometer arrangement of the inertial navigation system in the inertial reference method is combined with the primary suspension system, so that the three-axis accelerometer and the primary suspension system maintain the consistency of vibration in the height direction of the track, and the primary suspension system is combined with a pressure sensor, and the displacement value measured by the one-dimensional laser sensor is compensated by the dynamic change of the primary suspension system measured by the pressure sensor, which can solve the uncertainty caused by the primary suspension system in the measurement method of the height unevenness based on the deformation of the suspension system used by the track inspection system. The final result uses the average value of two sets of data, which can reduce the random error in the measurement process, improve the data accuracy of the entire detection system, and realize the high-precision measurement of the height unevenness of the track inspection system using the measurement method of the height unevenness based on the deformation of the suspension system. In addition, the measurement value according to the present invention can also feed back the measurement value of the original system upward, thereby performing online metrological calibration of the original detection system.

[0064] In a specific embodiment, the pressure sensor 1 4 and the pressure sensor 2 5 are both high-pressure pressure sensors, and the non-contact displacement detection device 6 is a one-dimensional laser sensor.

[0065] It should be noted that the non-contact displacement detection device is a prior art. In the above embodiment, the one-dimensional laser sensor is only a preferred non-contact displacement detection device of the present invention, which has higher measurement accuracy than the two-dimensional laser sensor.

[0066] In a specific embodiment, the control system includes a host computer 12 and a microcontroller 13 connected to each other.

[0067] On the other hand, Figure 3As shown, the present invention also provides a track height unevenness detection method, which uses any of the track height unevenness detection systems described above for detection, and the track height unevenness detection method includes the following steps:

[0068] S1: When the detection train is stationary, the static pressure value F1 of the primary suspension system 11 is detected by the pressure sensor 1 4, and the static pressure value F2 of the primary suspension system 11 is detected by the pressure sensor 2 5;

[0069] Start the test train, detect the dynamic pressure value F1(t) of the primary suspension system 11 through the pressure sensor 1 4, and detect the dynamic pressure value F2(t) of the primary suspension system 11 through the pressure sensor 2 5;

[0070] The acceleration value a1 of the detection train is detected by the three-axis accelerometer 1-2, and the acceleration value a2 of the detection train is detected by the three-axis accelerometer 2-3;

[0071] Detecting the displacement reference value w3 by the non-contact displacement detection device 6;

[0072] S2: Calculate the dynamic transformation value ΔF1(t) with time as the independent variable according to the static pressure value F1 and the dynamic pressure value F1(t), and calculate the dynamic transformation value ΔF2(t) with time as the independent variable according to the static pressure value F2 and the dynamic pressure value F2(t); each dynamic transformation value is calculated by the following formula:

[0073] ΔF1(t)=F1(t)-F1 (1)

[0074] ΔF2(t)=F2(t)-F2 (2)

[0075] S3: Calculate the dynamic compression Δl1 of the primary suspension system during the detection process according to the dynamic transformation value ΔF1(t) combined with the elastic coefficient k of the primary suspension system, and calculate the dynamic compression Δl2 of the primary suspension system during the detection process according to the dynamic transformation value ΔF2(t) combined with the elastic coefficient k of the primary suspension system; each dynamic compression is calculated by the following formula:

[0076]

[0077] S4: Perform secondary integration processing on the acceleration value a1 and the acceleration value a2 respectively to obtain the uncompensated displacement value w1 and the displacement value w2; each displacement value is calculated by the following formula:

[0078] w1=∫∫a1dt (5)

[0079] w2=∫∫a2dt (6)

[0080] S5: Calculate the height unevenness result w according to the displacement value w1 and the displacement reference value w3 13 , calculate the height unevenness result w according to the displacement value w2 combined with the displacement reference value w3 23 ; Each high and low unevenness result is calculated by the following formula:

[0081] w 13 =w1+w3+Δh (7)

[0082] w 23 =w2+w3+Δh (8)

[0083] Where: Δh is the displacement difference between the non-contact displacement detection device and the triaxial accelerometer in the high and low directions;

[0084] S6: Compare the height and low roughness result w according to the dynamic compression amount Δl1 13 Compensation is performed to obtain a compensation result h1, and the height unevenness result w is adjusted according to the dynamic compression amount Δl2. 23 Compensation is performed to obtain the compensation result h2; each compensation result is calculated by the following formula:

[0085] h1=Δl1+w 13 (9)

[0086] h2=Δl2+w 23 (10)

[0087] S7: averaging the compensation results h1 and h2 to obtain a final track height irregularity detection value.

[0088] On the other hand, the present invention also provides a method for measuring and calibrating a track unevenness detection system, comprising the following steps:

[0089] Using any one of the track height irregularity detection systems or any one of the track height irregularity detection methods described above to detect the track and obtain a track height irregularity detection value after data compensation;

[0090] The original track height irregularity detection system is used to detect the track to obtain the original track height irregularity detection value;

[0091] The track height unevenness detection value after data compensation is used to perform metrological calibration on the original track height unevenness detection value.

[0092] In a specific embodiment, the detection results of the track unevenness detection method described in the present invention are compared with the unevenness values ​​measured by the inertial reference method in the original inertial navigation system and the unevenness values ​​obtained by scanning the profile with a two-dimensional laser sensor, respectively, and the high-precision measurement data that has undergone data compensation is compared with the low-precision measurement data that has not undergone data restoration, thereby feeding back the online dynamic accuracy of the original system, thereby completing the online metrology calibration of the original system without disassembly.

[0093] In summary, the present invention combines the method for detecting height irregularities based on the inertial reference method with the primary suspension system, and can obtain more accurate data results in conjunction with the pressure sensor, which not only enables the track inspection system to measure height irregularities more accurately, but also enables online metrology calibration without disassembly of the original system. Compared with the prior art, the present invention is a significant improvement.

[0094] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Although the present invention has been disclosed as a preferred embodiment as above, it is not used to limit the present invention. Any technician familiar with this profession can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present invention. However, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention without departing from the content of the technical solution of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. A track unevenness detection system, installed on a detection train, characterized in that: It includes a control system and a power supply module respectively connected to the control system, a three-axis accelerometer 1, a three-axis accelerometer 2, a pressure sensor 1, a pressure sensor 2 and a non-contact displacement detection device: The inspection train comprises a car body, a bogie, and wheels, wherein the wheels comprise front wheels and rear wheels; the car body and the bogie are connected via a secondary suspension system, and the bogie and the wheels are connected via a primary suspension system; The three-axis accelerometer 1 and the pressure sensor 1 are respectively arranged at the top and bottom of the spring of the primary suspension system of the front wheel; The three-axis accelerometer 2 and the pressure sensor 2 are respectively arranged at the top and bottom of the spring of the primary suspension system of the rear wheel; The non-contact displacement detection device is arranged at the center axis position of the bogie.

2. The track unevenness detection system according to claim 1, characterized in that: The pressure sensor 1 and the pressure sensor 2 are both high-pressure pressure sensors.

3. The track unevenness detection system according to claim 1, characterized in that: The non-contact displacement detection device adopts a one-dimensional laser sensor.

4. The track unevenness detection system according to claim 1, characterized in that: The control system comprises a connected host computer and a microcontroller.

5. A method for detecting track unevenness, characterized in that: The track unevenness detection system according to any one of claims 1 to 4 is used for detection, and the track unevenness detection method comprises the following steps: S1: when the detection train is stationary, the static pressure value F1 of the primary suspension system is detected by the pressure sensor 1, and the static pressure value F2 of the primary suspension system is detected by the pressure sensor 2; Starting the detection train, detecting the dynamic pressure value F1(t) of the primary suspension system by the pressure sensor 1, and detecting the dynamic pressure value F2(t) of the primary suspension system by the pressure sensor 2; The first three-axis accelerometer detects the acceleration value a1 of the detection train, and the second three-axis accelerometer detects the acceleration value a2 of the detection train; Detecting the displacement reference value w3 by the non-contact displacement detection device; S2: Calculating a dynamic transformation value ΔF1(t) with time as an independent variable according to the static pressure value F1 and the dynamic pressure value F1(t), and calculating a dynamic transformation value ΔF2(t) with time as an independent variable according to the static pressure value F2 and the dynamic pressure value F2(t); S3: Calculate the dynamic compression amount Δl1 of the primary suspension system during the detection process according to the dynamic transformation value ΔF1(t) combined with the elastic coefficient k of the primary suspension system, and calculate the dynamic compression amount Δl2 of the primary suspension system during the detection process according to the dynamic transformation value ΔF2(t) combined with the elastic coefficient k of the primary suspension system; S4: performing secondary integration processing on the acceleration value a1 and the acceleration value a2 respectively to obtain uncompensated displacement value w1 and displacement value w2; S5: Calculate the height unevenness result w according to the displacement value w1 and the displacement reference value w3 13 , calculate the height unevenness result w according to the displacement value w2 combined with the displacement reference value w3 23 ; S6: Compare the height and low roughness result w according to the dynamic compression amount Δl1 13 Compensation is performed to obtain a compensation result h1, and the height unevenness result w is adjusted according to the dynamic compression amount Δl2. 23 Perform compensation to obtain compensation result h2; S7: averaging the compensation results h1 and h2 to obtain a final track height irregularity detection value.

6. The track unevenness detection method according to claim 5, characterized in that: In step S2, each dynamic transformation value is calculated by the following formula: ΔF1(t)=F1(t)-F1 (1) ΔF2(t)=F2(t)-F2 (2) In step S3, each dynamic compression amount is calculated by the following formula: In step S4, each displacement value is calculated by the following formula: w1=∫∫a1dt (5) w2=∫∫a2dt (6) In step S5, each height and low roughness result is calculated by the following formula: w 13 =w1+w3+Δh (7) w 23 =w2+w3+Δh (8) Where: Δh is the displacement difference between the non-contact displacement detection device and the triaxial accelerometer in the high and low directions; In step S6, each compensation result is calculated by the following formula: h1=Δl1+w 13 (9) h2=Δl2+w 23 (10)。 7. A method for measuring and calibrating a track unevenness detection system, characterized in that: The following steps are involved: Using the track unevenness detection system described in any one of claims 1 to 4 or the track unevenness detection method described in any one of claims 5 to 6 to detect the track to obtain a track unevenness detection value after data compensation; The original track height irregularity detection system is used to detect the track to obtain the original track height irregularity detection value; The track height unevenness detection value after data compensation is used to perform metrological calibration on the original track height unevenness detection value.

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