Method for detecting critical dimension of rail guard rail area

Abstract

The invention provides a guardrail region critical dimension detection method, which comprises a three-dimensional point cloud acquisition step, a profile positioning and extraction step and a width value acquisition step, and in the method, a three-dimensional point cloud of a guardrail region is generated through profile data acquired by a high-precision line laser sensor and corresponding mileage data, and then the three-dimensional point cloud is converted into a two-dimensional image; based on the two-dimensional image and the structural features of the guardrail, the starting point and the ending point of the guardrail are recognized, the mileage values of the guardrail are obtained, and then the mileage values of the preset detection positions can be obtained according to the mileage values of the starting point and the ending point of the guardrail and the preset standard distances between the starting point and the ending point of the guardrail and the preset detection positions. Therefore, the contour data of the predetermined detection position is extracted, and high-precision automatic detection of multiple key dimensions of the guardrail area is realized. According to the method, the two-dimensional image is used as an index to carry out positioning and contour data frame extraction, positioning is accurate, the calculation amount is small, and a result can be rapidly obtained on a track detection site.

Description

Technical Field

[0001] The invention belongs to the field of track detection, and in particular relates to a method for detecting key dimensions of a track guardrail area. Background Art

[0002] Track geometry is an important indicator for measuring the quality and operation safety of railway lines, and is directly related to the smoothness, comfort and driving safety of trains. There are many types of rail parts in the turnout area, including base rails, point rails, heart rails, guard rails, wing rails, etc. There are also many geometric dimension inspection items in the turnout area, and the specific inspection items and locations of each type of rail parts are also different.

[0003] Among them, the guardrail of the turnout is laid on the inner side of the basic rail relative to the harmful space of the frog, which is used to guide the wheels through the harmful space and prevent the wheels from hitting the tip of the fork. In order to enable the train to pass through the frog area safely and smoothly, even if the track is uneven, the wheels are worn, the rail parts have certain diseases and other unfavorable factors, there will be no derailment. There are high requirements for the dimensions of multiple positions in the guardrail area. Therefore, the geometric dimensions of the guardrail area are very important, and the detection requires high accuracy. The geometric dimension detection of the guardrail includes the detection of the wheel flange groove width at multiple positions between the guardrail and the basic rail, the detection of the guardrail side wear value in the straight middle section of the guardrail, the detection of the guardrail interval value at multiple positions between the guardrail and the opposite basic rail, and the detection of the distance value between the guardrail side basic rail and the opposite wing rail. There are many positions and items that need to be detected. At present, for the above-mentioned detection items, manual detection is mainly used. The detection personnel go to each detection position and use the track gauge to detect according to the requirements, and manually record various information including the detection value, track number, sequence, etc. The manual detection method is time-consuming and labor-intensive, inefficient, and the detection accuracy is greatly affected by human operation. Summary of the invention

[0004] The present invention is made to solve the above problems, and aims to provide a method capable of automatically detecting multiple key dimensions of the guardrail area with high detection accuracy. The present invention adopts the following technical solutions:

[0005] The present invention provides a method for detecting key dimensions of a rail guardrail area, which is used to obtain multiple key dimensions of the guardrail area based on contour data of the guardrail area collected by a line laser sensor and mileage data collected by a mileage detector. The detection method has the following technical features, which include the following steps: a three-dimensional point cloud acquisition step, generating three-dimensional point cloud data of the guardrail area based on the contour data and the mileage data; a positioning and contour extraction step, positioning respectively to predetermined measurement positions of each of the key dimensions based on the three-dimensional point cloud data and predetermined guardrail standard data, and extracting contour data corresponding to each of the predetermined measurement positions from the contour data; a width value acquisition step, calculating multiple wheel flange groove width values ​​based on the corresponding extracted contour data, wherein the guardrail standard data includes a standard distance from the starting point or end point of the rail guardrail to each of the predetermined measurement positions. In the positioning and contour extraction step, an image of the guardrail area is generated based on the three-dimensional point cloud data, the mileage values ​​of the starting point and end point of the guardrail are obtained based on the image and the guardrail structural features, and the mileage value of the predetermined measurement position is obtained based on the mileage values ​​of the starting point and end point of the guardrail and the standard distance, thereby achieving positioning.

[0006] The method for detecting key dimensions of a track guardrail area provided by the present invention may also have such technical features, wherein the guardrail area includes guardrail sub-areas on both sides, there are multiple line laser sensors corresponding to the guardrail sub-areas on both sides, and the three-dimensional point cloud acquisition step includes the following sub-steps: converting the point data collected by each of the line laser sensors into corresponding contour lines, and filtering each of the contour lines; merging the contour lines of multiple line laser sensors of the guardrail sub-areas on the same side to obtain merged contour lines of the guardrail sub-areas on both sides; superimposing the merged contour lines of the guardrail sub-areas on both sides according to the mileage data, and converting the superimposed merged contour lines into three-dimensional point cloud data of the guardrail sub-areas on both sides.

[0007] The method for detecting key dimensions of a rail guardrail area provided by the present invention may also have such a technical feature, wherein the positioning and extracting contour step includes the following sub-steps: cutting out the three-dimensional point cloud data of the guardrails on both sides from the three-dimensional point cloud data of the guardrail sub-areas on both sides by a point cloud cutting algorithm; generating images of the guardrails on both sides based on the three-dimensional point cloud data of the guardrails on both sides, which are projection images of the guardrails along the z-axis; performing regional impurity processing based on the images of the guardrails by closing operations and opening operations, thereby finding the starting position and the end position of the guardrail; correcting the starting position and the end position of the guardrail in combination with predetermined forward and reverse parameters; obtaining the mileage value of each of the key positions based on the mileage value of the corrected starting position and the end position of the guardrail and the predetermined standard distance from the starting position and the end position of the guardrail to each of the key positions; extracting a corresponding frame of the merged contour lines from the multiple merged contour lines based on the mileage value of the key position.

[0008] The method for detecting key dimensions of a rail guardrail area provided by the present invention may also have such a technical feature, wherein the projection image is generated in the following manner: the three-dimensional point cloud of the guardrail is separated into arrays of X, Y, and Z values, and converted into arrays of X, Y values; the array of the smallest X, Y values ​​is found from the array of X, Y values, and the array of the smallest X, Y values ​​is subtracted from the array of all the arrays of X, Y values ​​to obtain multiple arrays of corrected X, Y values; the maximum element is found from the array of corrected X, Y values; the size of the projection image to be generated is determined according to the maximum element, and the projection image is generated.

[0009] The key dimension detection method of the track guardrail area provided by the present invention may also have such a technical feature, wherein, based on the image of the guardrail, the contour lines whose contour spacing in the image does not meet the corresponding predetermined conditions are removed by the closing operation, and then the contour lines whose contour width in the image does not meet the corresponding predetermined conditions are removed by the opening operation, and then the maximum area is taken by area region judgment to further remove impurities from the image, thereby finding the starting point and end point of the guardrail.

[0010] The method for detecting key dimensions of a rail guardrail area provided by the present invention may also have such a technical feature, wherein, in the width value acquisition step, the profile line portion of the guardrail head and the profile line portion of the basic rail head are identified from the corresponding extracted merged profile lines through a circumscribed rectangle, and then the profile line portion of the top surface of the guardrail is found, and a horizontal auxiliary line is made 16 mm below the profile line portion of the top surface of the guardrail, and the auxiliary line intersects with the guardrail effective edge and the basic rail effective edge at two points respectively, and the distance between the two points is calculated as the wheel flange groove width value.

[0011] The method for detecting key dimensions of a rail guardrail area provided by the present invention may also have the following technical features: after the positioning and contour extraction step, it also includes: an extreme value acquisition step, calculating the guardrail side wear value based on the corresponding extracted contour data, and finding the maximum value thereof, wherein the corresponding contour data includes the merged contour lines of multiple predetermined positions of the straight section of the guardrail. In the extreme value acquisition step, the contour line portion of the guardrail head is identified from the corresponding extracted merged contour lines through a circumscribed rectangle, and then the contour line portion of the top surface of the guardrail is found, and a horizontal auxiliary line is made 16 mm below the contour line portion of the top surface of the guardrail, the auxiliary line intersects with the active edge and the inactive edge of the guardrail at two points respectively, the distance between the two points is calculated as the guardrail side wear value, and the maximum value of the multiple guardrail side wear values ​​is found.

[0012] The method for detecting key dimensions of the rail guardrail area provided by the present invention may also have such a technical feature, after the positioning and extracting contour step, it also includes: an interval value acquisition step, respectively calculating the interval values ​​of each guardrail based on the corresponding extracted contour data, wherein, in the interval value acquisition step, the contour line part of the guardrail head and the contour line part of the basic rail head on the opposite side of the guardrail are identified from the corresponding extracted merged contour line through the circumscribed rectangle, and then the contour line part of the top surface of the guardrail is found, and a horizontal auxiliary line is made 16 mm below the contour line part of the top surface of the guardrail, the auxiliary line intersects with the guardrail effective edge and the basic rail effective edge on the opposite side of the guardrail at two points, respectively, and the distance between the two points is calculated as the guardrail interval value.

[0013] The method for detecting key dimensions of the rail guardrail area provided by the present invention may also have such a technical feature, after the positioning and extracting contour step, it also includes: a distance value acquisition step, calculating the distance value from the end of the wing rail buffer section to the guardrail basic rail based on the extracted corresponding contour data, wherein, in the distance value acquisition step, the contour line part of the guardrail head and the contour line part of the wing rail head on the opposite side of the guardrail are identified from the extracted corresponding merged contour line through the circumscribed rectangle, and then the contour line part of the top surface of the guardrail is found, and a horizontal auxiliary line is made 16 mm below the contour line part of the top surface of the guardrail, the auxiliary line intersects with the basic rail effective edge of the guardrail side and the wing rail effective edge on the opposite side of the guardrail at two points respectively, and the distance between the two points is calculated as the distance value from the end of the wing rail buffer section to the guardrail basic rail.

[0014] The method for detecting key dimensions of a track guardrail area provided by the present invention may also have such technical features that the line laser sensor and the mileage detector are arranged in a track detection device, and before the three-dimensional point cloud acquisition step, it also includes: a preparation step, jointly calibrating a plurality of the line laser sensors, and time-synchronizing the plurality of the line laser sensors and the mileage detectors; a data acquisition step, acquiring data on the guardrail area through the track detection device, thereby obtaining the contour data and the mileage data.

[0015] Functions and Effects of the Invention

[0016] The method for detecting key dimensions of a rail guardrail area provided by the present invention comprises a three-dimensional point cloud acquisition step, a positioning and extracting profile step, and a width value acquisition step. In the method, a three-dimensional point cloud of the guardrail area is generated by profile data collected by a high-precision line laser sensor and corresponding mileage data, and then the three-dimensional point cloud is converted into a two-dimensional image. The starting point and the end point of the guardrail are identified based on the two-dimensional image and the structural features of the guardrail and their mileage values ​​are obtained. Then, the mileage values ​​of the predetermined detection positions can be obtained based on the mileage values ​​of the starting point and the end point of the guardrail and the predetermined standard distances between the starting point and the end point of the guardrail and each predetermined detection position, and then the profile data of the predetermined detection position is extracted to achieve high-precision automated detection of multiple key dimensions of the guardrail area.

[0017] The method of the present invention uses a two-dimensional image as an index to perform positioning and contour data frame extraction, and can quickly and accurately locate multiple predetermined detection positions without the need to perform model matching and other operations on the three-dimensional point cloud of the entire guardrail area. Not only is the positioning accurate, but the amount of calculation is also very small, which is conducive to quickly obtaining multiple key dimensions of the guardrail area at the track detection site. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 is a flow chart of a method for detecting key dimensions of a track guardrail area in an embodiment of the present invention;

[0019] Figure 2 is a three-dimensional diagram of a track detection device in an embodiment of the present invention;

[0020] Figure 3 is a schematic diagram of the distribution of internal detection components of a track detection device in an embodiment of the present invention;

[0021] Figure 4 yes Figure 2 An enlarged view of the portion within the middle frame A;

[0022] Figure 5 is a flow chart of step S3 in an embodiment of the present invention;

[0023] Figure 6 is a flow chart of step S4 in an embodiment of the present invention;

[0024] Figure 7 is an example diagram of finding the start and end points of a guardrail based on an image in an embodiment of the present invention;

[0025] Figure 8 is an example diagram of a profile line for detecting a wheel flange groove width value in an embodiment of the present invention;

[0026] Fig. 9 is an example diagram of a profile line for detecting a guardrail interval value in an embodiment of the present invention;

[0027] Fig.10 is an example diagram of a profile line for detecting a distance value from the end of a wing rail buffer section to a guard rail base rail in an embodiment of the present invention;

[0028] Fig.11 It is a structural schematic diagram of a single turnout in the prior art;

[0029] Fig.12 It is a top view schematic diagram of a base rail and a guard rail in the prior art;

[0030] Fig.13 It is a cross-sectional schematic diagram of a base rail and a guard rail in the prior art.

[0031] Reference numerals:

[0032] Track detection device 100; device body 10; main unit 11; unit housing 112; shading assembly 113; shading plate 1131; line laser sensors 1411a~1141c; inclinometer 1142; moving mechanism 20; wheel frame 21; running wheel assembly 22; running wheel 222; auxiliary cone wheel 223; fixed side wheel assembly 23; detector assembly 25; pushing mechanism 30.

[0033] Single turnout 90; basic rail 91; point rail 92; straight connecting rail 93; guide curve rail 94; guard rail 95; front opening section 951; front buffer section 952; straight section 953; rear buffer section 954; rear opening end 954; wing rail 96; heart rail 97; openings A, B, C; travel directions D1~D4. DETAILED DESCRIPTION

[0034] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the following specifically describes the method for detecting key dimensions of the guardrail area of ​​the present invention in combination with embodiments and drawings.

[0035] <Example>

[0036] This embodiment provides a method for detecting key dimensions of a track guardrail area, which is used to detect dimensions of multiple key positions of a guardrail in a turnout area (hereinafter referred to as key dimensions). To facilitate the description of the method of this embodiment, the structure and key dimensions of the guardrail will be briefly described below.

[0037] Fig.11 It is a structural schematic diagram of a single turnout in the prior art.

[0038] like Fig.11 As shown, the single-opening turnout 90 has three openings A, B, and C, and correspondingly has four travel directions D1-D4, and there are various rail parts of different forms at the turnout, including a basic rail 91, a point rail 92, a straight connecting rail 93, a guide curve rail 94, a guard rail 95, a wing rail 96, and a heart rail 97. It can be seen that the two guard rails 95 are respectively located at the openings B and C, close to the outer basic rail 91, and are respectively arranged corresponding to the two wing rails 96 on both sides of the heart rail 97.

[0039] Fig.12 It is a top view schematic diagram of the base rail and the guard rail in the prior art.

[0040] like Fig.12 As shown, with the D1 direction in the figure as the direction from front to back, from a top view, the guardrail 95 includes a front opening section 951, a front buffer section 952, a straight section 953, a rear buffer section 954, and a rear opening end 954 connected in sequence. The angle between two adjacent sections is an obtuse angle. The straight section 953 is relatively long, and it can also be divided into a front straight section and a rear flat section along the approximate center position.

[0041] Fig.13 It is a cross-sectional schematic diagram of a base rail and a guard rail in the prior art.

[0042] like Fig.13 As shown, in this embodiment, the spacer iron type guardrail is used as an example for explanation. The cross section of the guardrail 95 is similar to the cross section of the basic rail 91, and is in an I-shape, with a rail head, a rail waist and a rail bottom. A spacer iron is arranged between the guardrail 95 and the basic rail 91. The side of the guardrail 95 facing the basic rail 91 is the active side. The side of the basic rail 91 facing the guardrail 95 is the active side.

[0043] In this embodiment, the key dimensions of the guardrail that need to be detected include:

[0044] The wheel flange groove width value T1 at the end of the front opening section of the guardrail (hereinafter referred to as width value T1, other width values ​​are the same), that is, the distance from the effective edge of the guardrail at the end of the front opening section to the effective edge of the basic rail.

[0045] The wheel flange groove width T2 at the end of the front buffer section of the guardrail is the distance from the effective edge of the guardrail to the effective edge of the basic rail at the end of the front buffer section.

[0046] The wheel flange groove width T3 at the starting point of the front straight section of the guardrail is the distance from the effective edge of the guardrail to the effective edge of the basic rail at the starting point of the front straight section.

[0047] The wheel flange groove width T4 at the starting point of the front and rear straight sections of the guardrail is the distance from the effective edge of the guardrail to the effective edge of the basic rail at the starting point of the rear straight section.

[0048] The wheel flange groove width value T5 at the end of the rear buffer section of the guardrail is the distance from the effective edge of the guardrail to the effective edge of the basic rail at the end of the rear buffer section.

[0049] The wheel flange groove width value T6 at the end of the rear opening section of the guardrail is the distance from the effective edge of the guardrail to the effective edge of the basic rail at the end of the rear opening section.

[0050] The maximum side wear value of the straight section of the guardrail is T7, that is, the maximum value of the distance from the active edge of the guardrail to the non-active edge of the guardrail at the straight section of the guardrail (between T3 and T4).

[0051] The guardrail spacing value T8-1 at the end of the buffer section of the frog front guardrail is the distance from the guardrail action side to the guardrail non-action side at the end of the buffer section of the frog front guardrail.

[0052] The guardrail spacing value T8-2 at the end of the buffer section of the frog rear guardrail is the distance from the active side of the guardrail to the inactive side of the guardrail at the end of the buffer section of the frog rear guardrail.

[0053] The distance T9 from the end of the buffer section of the wing rail to the basic rail on the guardrail side is the distance between the effective edge of the wing rail at the end of the buffer section of the wing rail and the effective edge of the basic rail on the guardrail side.

[0054] It can be seen that there are many key dimensions that need to be tested, which can be divided into four categories: wheel flange groove width value, guardrail side wear extreme value, guardrail interval value, and distance value from the end of the wing rail buffer section to the guardrail base rail. The above key dimensions need to be strictly kept within the predetermined range to allow the train to pass the turnout area stably, and even considering the combination of various unfavorable factors, the train will not derail.

[0055] In this embodiment, a track detection device is used to collect track data in the turnout area, and a guardrail key dimension detection method is used to automatically obtain the above key dimensions. The method requires that the track detection device has at least two line laser sensors on each side, that is, at least four in total, and a mileage detector (mileage encoder). To facilitate the description of the method of the present invention, a track detection device will be exemplarily shown below.

[0056] Figure 2 is a three-dimensional diagram of the track detection device in this embodiment, Figure 3 Schematic diagram of the distribution of internal detection components of the track detection device in this embodiment.

[0057] like Figure 2 and Figure 3 As shown, the track detection device 100 is an H-type comprehensive track detection device (detection vehicle), which includes a device body 10, a moving mechanism 20, and a pushing mechanism 30.

[0058] The device body 10 is roughly in the shape of a long rectangular parallelepiped as a whole, and includes two main units 11. Each main unit 11 is also roughly in the shape of a rectangular parallelepiped, including a unit frame, a unit shell 112, a shading component 113, and a plurality of detection components. The unit frame is a metal part and has a triangular grid structure. The unit shell 112 covers the three side surfaces and the top surface of the unit frame, and the two main units 11 are connected to each other on the side that is not covered. The shading component 113 includes a plurality of shading plates 1131 that are roughly in the shape of rounded rectangular plates, which are respectively installed under the three side surfaces of the unit shell 112 and are slightly inclined outward from the unit shell 112. In an alternative embodiment, the shading component can also be in the shape of a skirt with an opening on one side, and the shape is roughly the shape formed by connecting the gaps between the three shading plates 1131 in the figure.

[0059] The multiple detection components are fixed in the unit frame through corresponding mounting parts, that is, placed in the unit housing 112. The detection components of the two main units 11 each include three line laser sensors 1141a-1141c. Figure 3 As shown, in a main body unit 11, three line laser sensors are arranged near the top of the main body unit 11, wherein the line laser sensor 1141a is fixed at the outer end of the unit body 11 in the length direction and is arranged obliquely, the line laser sensor 1141b is fixed at the middle of the unit body 11 in the length direction and is arranged obliquely, and the inclination angle is smaller than that of the line laser sensor 1141a, and the line laser sensor 1141c is fixed at the inner end of the unit body 11 in the length direction and is arranged obliquely, and the inclination direction is different from that of the other two line laser sensors. When the device is placed on the track, the line laser The sensor 1141a is tilted toward the outside of the rail, and can cover part of the outer side surface and top surface of the basic rail, as well as part of the outer side surface and top surface of the rail member outside the basic rail (if any, the same below); the line laser sensor 1141b is slightly tilted toward the top surface of the rail, and can completely cover the top surface and part of the inner side surface of the basic rail, as well as part of the top surface of the rail member outside the basic rail, and the top surface of the rail member inside the basic rail; the line laser sensor 1141c is tilted toward the inside of the rail, and can basically completely cover the top surface and part of the inner side surface of the basic rail, as well as the top surface and part of the inner side surface of the rail member inside the basic rail.

[0060] The three line laser sensors in the other main body unit 11 are arranged similarly, with the only difference being that the line laser sensors in the two main body units 11 are arranged in mirror symmetry along the center line of the device body 10 .

[0061] Optionally, an inclinometer, a gyroscope, a two-dimensional camera, etc. may be further provided in the main unit 11 so that the device can cover more track detection items.

[0062] The shading component 113 is used to block external light to reduce the impact of changes in external ambient light on the line laser sensor, and the brightness of the collected contour data is more uniform and there are fewer missing points.

[0063] In order to cover various inspection items on the main track and at the switch, the comprehensive track inspection device of this embodiment is provided with three line laser sensors in each main unit. If it is a device only used to measure the key dimensions of the guardrail of this embodiment, or a device covering the key dimension inspection of the guardrail and other small items, only two of them may be provided, and at the switch, the line lasers projected by the two line laser sensors need to be able to cover the basic rail on one side and the track components outside the basic rail, such as the above-mentioned line laser sensors 1141a and 1141b.

[0064] Figure 4 yes Figure 2 An enlarged view of the portion within frame A.

[0065] like Figure 2 and Figure 4 As shown, the mobile mechanism 20 includes two wheel frames 21, four walking wheel assemblies 22, four fixed side wheel assemblies 23, a floating connection assembly (not shown in the figure), and at least one detector assembly 25.

[0066] The wheel frame 21 is a metal frame, and its overall shape is similar to the top and two sides of a trapezoid, and it also has a triangular grid structure. Its two ends are semi-enclosed shell-shaped and have mounting holes for mounting the travel wheel assembly 22. A pair of square mounting holes are provided on the two opposing sides of the above-mentioned unit housing 112, and the middle section of the wheel frame 21 passes through the pair of mounting holes to be connected to the device body 10. The size of the square mounting hole on one of the unit housings 112 is slightly larger than the cross-sectional size of the middle part of the wheel frame 21. The wheel frame 21 passes through the mounting hole on the unit housing 112 and is connected to the main unit 11 through a floating connection assembly. It can rotate slightly along the length direction of the device body 10, and its rotation is limited by the mounting holes. With such a design, the four travel wheels can be kept in contact with the rails as much as possible in places where the track is uneven, so that the overall movement of the device is more stable.

[0067] Two running wheel assemblies 22 are respectively arranged on the two ends of the wheel frame 21. The running wheel assembly 22 includes a rotating shaft, a bearing shaft, a running wheel 222, and an auxiliary cone wheel 223. The running wheel 222 is rotatably arranged on the wheel frame 21 through the rotating shaft and the bearing shaft. The running wheel 222 is cylindrical and is used to contact the top surface of the rail; the auxiliary cone wheel 223 is in the shape of a truncated cone and is coaxially arranged on one side of the running wheel 222, and its large end faces the running wheel 222. When the device is placed on the track, the auxiliary cone wheel 223 is located on the outside of the rail, and is used to avoid and assist the stability of the device at the positions of the point rail, the heart rail, etc. when the device enters the turnout.

[0068] The relatively large shading plate 1131 in the shading assembly 113 extends obliquely from the lower end of the main shell to the end of the wheel frame 21 (above the running wheel), that is, the distance between the lower end of the shading plate 1311 and the rail is very small, so it can effectively block most of the external light.

[0069] The four fixed side wheel assemblies 23 are respectively arranged on the ends of the wheel frame 21 next to the four walking wheel assemblies 22. The fixed side wheel assemblies 23 include a side wheel bracket extending downward from the end of the wheel frame 21 and a side wheel installed at the lower part of the side wheel bracket. The side wheels are mainly used to enable the device to pass through the switch center rail more stably.

[0070] The detector assembly 25 includes a detector housing and a mileage detector (mileage encoder). The detector housing is fixed to the outside of one end of the wheel frame 21 and is arranged corresponding to the running wheel 222. The mileage detector is installed in the housing and is coaxially arranged with the running wheel 222. When the running wheel 222 contacts the track and rolls along the track, the mileage detector can obtain corresponding mileage data.

[0071] The pushing mechanism 30 includes a T-shaped push rod and an angle adjustment assembly, and is used to allow the inspector to push the device.

[0072] In addition, the device also has an electronic control component, including a battery, a data collector, a data calculation analyzer (such as a laptop computer), etc.

[0073] In addition, it is necessary to explain that, considering the movement and detection needs of the device at the turnout, the device does not have spring side wheels, but only fixed side wheels. After modeling analysis and repeated test adjustments, a suitable installation position is designed for the four fixed side wheels so that the device can pass through the center rail area normally. The installation of spring side wheels will affect the walking and detection accuracy of the device at the turnout. The following are a few examples to illustrate this:

[0074] For example, due to the gap between the wing rail and the center rail, when passing through this position, the gap may cause the spring side wheel to lose support, causing the device to deviate or jam.

[0075] In the front area of ​​the heart rail, there is a certain height difference between the top surface of the base rail and the top surface of the heart rail. The spring side wheels may not be able to adapt to the change in height difference due to elastic force limitations, causing the overall center of gravity of the device to shift or jump, thus affecting the detection accuracy; it may also cause the overall instability of the device and make it unable to continue moving along the track.

[0076] The width of the tip of the heart rail gradually narrows. When the spring side wheels are used to press the track components on both sides, the spring side wheels or fixed side wheels may interfere with the track components near the gauge point, resulting in unstable walking and affecting the detection accuracy.

[0077] Since the tip of the heart rail is relatively sharp, the side wheels will not be in sufficient contact with the track. Therefore, the spring side wheels cannot apply uniform pressure when passing through the pointed rail part, causing the entire device to drift or misalign relative to the track, thereby affecting the detection accuracy.

[0078] In the discontinuous area where the point rail and the heart rail transition, the side wheels become suspended or lose support, causing the device to be unable to maintain a stable posture.

[0079] Therefore, the device of this embodiment does not have spring side wheels, and the device can move stably and smoothly in the turnout area through the fixed side wheels with modeled and designed installation positions.

[0080] The method of this embodiment will be described in detail below in conjunction with the above device structure.

[0081] Figure 1 Flow chart of the method for detecting key dimensions of the guardrail area in this embodiment.

[0082] like Figure 1 As shown, the method comprises the following steps:

[0083] Step S1 (preparation step), before starting data collection, multiple line laser sensors of the track detection device are jointly calibrated, and multiple line laser sensors and mileage encoders are time synchronized.

[0084] Step S2 (data collection step), data collection is performed on the guardrail area through the track detection device, wherein the contour data of the track is acquired through multiple line laser sensors, and the mileage data of the device moving along the track is acquired through the mileage detector.

[0085] Step S3 (three-dimensional point cloud acquisition step), generates three-dimensional point cloud data of the guardrail area based on the contour data and mileage data.

[0086] Step S4 (positioning and extraction step), based on the three-dimensional point cloud data and the predetermined guardrail standard data, respectively locates the predetermined measurement position of each key dimension and extracts the profile data of the position.

[0087] Step S5 (width value acquisition step), calculating each rim groove width value based on the contour data of the corresponding predetermined measurement position.

[0088] Step S6 (extreme value acquisition step), calculates the guardrail side wear value based on the profile data of multiple predetermined measurement positions of the straight section, and finds the maximum guardrail side wear value.

[0089] Step S7 (interval value acquisition step), calculating each guardrail interval value based on the contour data of the corresponding predetermined measurement position.

[0090] Step S8 (distance value acquisition step), based on the contour data of the corresponding predetermined measurement position, calculate the distance value from the end of the wing rail buffer section to the basic rail on the guardrail side.

[0091] The above steps will be described in detail below.

[0092] Step S1 (preparation step), before starting data collection, multiple line laser sensors of the track detection device are jointly calibrated, and multiple line laser sensors and mileage encoders are time synchronized.

[0093] Among them, through design and careful adjustment of the installation positions of multiple line laser sensors, the line laser they project can collect the contour data of the same cross-section of the track, and use a calibration plate with multiple square columnar teeth and triangular pointed columnar teeth to jointly calibrate the multiple line laser sensors, so that the measured contour data can be subsequently integrated into a unified coordinate space, and the correspondence between the contour data measured by the line laser sensor and the actual physical scale can be obtained.

[0094] Time synchronization is the premise of multi-source sensor data fusion, which can avoid the accumulation of errors caused by asynchrony and provide accurate basic data for subsequent horizontal value calculation. For example, multiple line laser sensors, inclinometers and mileage detectors can be connected to the same system-on-chip (such as the system-on-chip of the data collector). Before starting data collection, when starting the system-on-chip, or when sending corresponding instructions to it, the system-on-chip synchronizes the inclinometer, all line laser sensors, and mileage detectors through the local time and the timer value in the timer core. Subsequently, the inclinometer data, line laser sensor data, and mileage data at a cross section of the track can be obtained according to the corresponding timestamp.

[0095] Step S2 (data collection step), data collection is performed on the guardrail area through the track detection device, wherein the contour data of the track is acquired through multiple line laser sensors, and the mileage data of the device moving along the track is acquired through the mileage detector.

[0096] Among them, the inspector places the device on the track, places its four running wheels on the top surfaces of two rails respectively, and pushes the device to move along the track. During the movement, the data collector controls multiple sensors to synchronously collect data. The data collection of the line laser sensor can be triggered at a predetermined distance according to a predetermined mileage interval; the data of the line laser sensor can also be triggered at a predetermined time interval according to a predetermined time interval. In this case, the inspector needs to push the track inspection device relatively evenly.

[0097] The contour data obtained by scanning the track by the line laser sensor is tuple point data, including multiple data points, each of which includes the point space coordinate value, the ray reflection intensity (brightness value) and the corresponding mileage value. In this embodiment, each main unit 11 uses the measurement data of the above-mentioned line laser sensors 1141a and 1141b. In an alternative solution, the measurement data of more line laser sensors can also be used, such as the measurement data of line laser sensors 1141a~1141c.

[0098] Step S3 (three-dimensional point cloud acquisition step), generates three-dimensional point cloud data of the guardrail area based on the contour data and mileage data.

[0099] Figure 5 is a flow chart of step S3 in this embodiment.

[0100] like Figure 5 As shown, step S3 includes the following sub-steps:

[0101] Step S3-1, converting the tuple point data collected by each line laser sensor into corresponding profile lines through corresponding algorithms, and the profile lines still retain the coordinate values, brightness values ​​and mileage values ​​of each point.

[0102] Step S3-2, filtering each contour line to preliminarily remove certain clutter.

[0103] Step S3-3, move the outline line to the center of the window to facilitate subsequent calculation and processing.

[0104] Step S3-4, processing the profile line of the line laser sensor 1141a, merging (joining) the profile lines of the line laser sensors 1141a and 1141b in the same side guardrail sub-area, and removing the merged edges to obtain a merged profile line.

[0105] To avoid ambiguity, Fig.11 The area in the middle frame R1, that is, the entire area including the guard rails on both sides, the basic rails on both sides and the wing rails, is called the guard rail area, and the subset of the above area including only the guard rail on one side, the basic rail, etc. is called the guard rail sub-area.

[0106] Among them, the profile lines collected by the line laser sensor may be inconsistent due to the actual rail profile, environmental conditions and other variables. The profile lines need to be processed accordingly according to the situation at each position. For example, the clustering algorithm can be used to further remove the profile line parts that are not related to the key dimension detection of the guardrail. According to the calibration parameters obtained by the joint calibration, the data collected by different line laser sensors can be unified into the same coordinate system, and then the profile lines can be spliced.

[0107] Step S3-5, superimposing the merged contour lines of the guardrail sub-areas on both sides along one direction according to the mileage data, and converting the superimposed merged contour lines into three-dimensional point cloud data of the guardrail sub-areas on both sides through a corresponding algorithm.

[0108] Step S4 (positioning and extracting profile step), based on the three-dimensional point cloud data and the predetermined guardrail standard data, respectively locates the predetermined measurement position of each key dimension and extracts the profile data of the position.

[0109] Figure 6 It is a flow chart of step S4 in this embodiment.

[0110] like Figure 6 As shown, step S4 specifically includes the following sub-steps:

[0111] Step S4-1, cutting out the three-dimensional point cloud data of the guardrails from the three-dimensional point cloud data of the guardrail sub-areas on both sides by using a point cloud cutting algorithm.

[0112] For example, the point cloud of the guardrail is cut out from the wheel rim position through the operator select_points_object_model_3d (Halcon operator) to facilitate subsequent calculation and processing.

[0113] Step S4-2, generating images of the guardrails on both sides based on the three-dimensional point cloud data of the guardrails on both sides.

[0114] Among them, the three-dimensional point cloud data of the guardrail is separated into an array containing X, Y, and Z values, and converted into an array containing only X and Y values, where the X axis is the horizontal direction of the track and the Y axis is the direction of the track. From the array containing only X and Y values, find the array with the smallest X and Y values, and subtract the original X and Y value arrays from the smallest X and Y value data to obtain multiple corrected X and Y value data, and find the maximum element from them through the Tuple_max operator. Then, the size of the image to be generated is determined according to the maximum element, and images containing the guardrails on both sides are generated respectively, that is, the projection images of the guardrails along the z-axis.

[0115] Step S4-3, based on the image of the guardrail, regional impurity processing is performed through closing operation and opening operation to find the starting point and end point of the guardrail, wherein the starting point is the highest point of the guardrail and the end point is the lowest point of the guardrail.

[0116] Among them, the closing_rectangle1 operator is used to close the image, and the contour lines whose contour spacing does not meet the predetermined conditions in the image are removed. Then, the opening_rectangle1 operator is used to open the image after the closing operation, and the contour lines whose contour width does not meet the predetermined conditions in the image are removed. In the process of scanning the track to collect contour data by the line laser sensor, there may be incomplete contours when the end of the rail is collected. The opening operation can eliminate the influence of this problem. Through the above-mentioned closing and opening operations, some small impurities can be removed from the image. Then, the largest area is taken by area region judgment to remove large impurities from the image.

[0117] Figure 7 This is an example diagram of finding the start and end points of the guardrail based on an image in this embodiment. As shown in the diagram, after the above processing, impurities can be removed and the start and end points of the guardrail can be easily found.

[0118] Step S4-4, the starting position and the end position of the guardrail are corrected in combination with predetermined forward and reverse parameters, wherein the forward and reverse parameters are obtained by detecting the corresponding actual track.

[0119] Step S4-5, obtaining the mileage value of each key position according to the corrected mileage value of the starting position and the ending position of the guardrail and the predetermined standard distance from the starting point or the ending point of the guardrail to each key position.

[0120] Step S4-6: extracting a corresponding merged contour line from a plurality of merged contour lines according to the mileage value of the key position.

[0121] That is, the three-dimensional point cloud is first converted into an image, and after processing, the image is used as an index to conveniently locate each key position and extract one or more frames of contour lines of the key position.

[0122] Step S5 (width value acquisition step), calculates each rim groove width value based on the contour data of the corresponding predetermined measurement position, that is, obtains the above-mentioned width values ​​T1-T6.

[0123] Figure 8 2 is an example diagram of the profile line used for detecting the rim groove width value in this embodiment.

[0124] like Figure 8As shown, for the detection of the wheel flange groove width value, a frame of merged profile lines at the corresponding position is extracted, and the profile line includes the profile line portion of the guardrail head (the figure shows a square-headed guardrail, and the profile line of this portion is roughly three straight line segments) and the profile line portion of the basic rail head (arc-shaped). For example, the profile line portion of the guardrail head and the profile line portion of the basic rail head can be identified from the profile line through a circumscribed rectangle, and the maximum z coordinate value is found in the profile line portion of the guardrail head, that is, the top surface of the guardrail is found, and then a horizontal auxiliary line is made 16 mm below the top surface of the guardrail. The auxiliary line intersects with the guardrail action edge and the basic rail action edge at two points respectively, and the distance between the two points is calculated, which is the above-mentioned width value T1. The same is true for width values ​​T2 to T6, and no further explanation is given.

[0125] Step S6 (extreme value acquisition step), calculates the guardrail side wear value based on the profile data of multiple predetermined measurement positions of the straight section, and finds the maximum value therein, that is, obtains the above-mentioned maximum value T7.

[0126] Among them, for the detection of the maximum value of the side wear of the guardrail, a frame of merged profile lines is extracted at a predetermined interval (for example, 20 mm) in the entire straight section (i.e., from the measurement position T3 to the measurement position T4), and the profile line includes the profile line part of the head of the guardrail and the profile line part of the head of the basic rail. Similarly, the profile line part of the head of the guardrail can be identified from the profile line through the circumscribed rectangle, and then the top surface of the guardrail is found. A horizontal auxiliary line is made 16 mm below the top surface of the guardrail. The auxiliary line intersects with the active edge and the inactive edge of the guardrail at two points respectively. The distance between the two points is calculated, which is the width value of the head of the guardrail. The side wear value of the guardrail can be obtained by subtracting the measured width value of the head of the guardrail from the standard width value of the head of the guardrail. After calculating the side wear values ​​of the guardrails at the corresponding positions according to the above method based on the extracted multiple frames of profile lines, find the maximum value among them, which is the above-mentioned maximum value T7.

[0127] Step S7 (interval value acquisition step), calculates each guardrail interval value based on the contour data of the corresponding predetermined measurement position, that is, obtains the above-mentioned interval values ​​T8-1 and T8-2.

[0128] Fig. 9 is an example diagram of the profile line used to detect the guardrail interval value in this embodiment.

[0129] like Fig. 9As shown, for the detection of the guardrail interval value, a frame of merged profile lines at the corresponding position is extracted, and the profile line includes the profile line portion of the guardrail head, the profile line portion of the basic rail head on the same side of the guardrail, and the profile line portion of the basic rail head on the opposite side of the guardrail. Similarly, the profile line portion of the guardrail head and the profile line portion of the basic rail head on the opposite side of the guardrail can be identified from the profile line through the circumscribed rectangle, and then the top surface of the guardrail is found, and a horizontal auxiliary line is made 16 mm below the top surface of the guardrail. The auxiliary line intersects with the guardrail action edge and the basic rail action edge on the opposite side of the guardrail at two points, and the distance between the two points is calculated, which is the guardrail interval value T8-1 and T8-2 mentioned above.

[0130] Step S8 (distance value acquisition step), based on the contour data of the corresponding predetermined measurement position, the distance value from the end of the wing rail buffer section to the basic rail on the guardrail side is calculated, that is, the above-mentioned distance value T9 is obtained.

[0131] Fig.10 It is an example diagram of the profile line used to detect the distance value from the end of the wing rail buffer section to the basic rail on the guard rail side in this embodiment.

[0132] like Fig.10 As shown, for the detection of the distance value from the end of the wing rail buffer section to the basic rail on the guardrail side, a frame of merged profile lines at the corresponding position is extracted, and the profile line includes the profile line portion of the guardrail head, the profile line portion of the basic rail head, and the profile line portion of the wing rail head on the opposite side of the guardrail. Similarly, the profile line portion of the guardrail head and the profile line portion of the wing rail head on the opposite side of the guardrail can be identified from the profile line through the circumscribed rectangle, and then the top surface of the guardrail is found, and a horizontal auxiliary line is made 16mm below the top surface of the guardrail. The auxiliary line intersects with the basic rail effective edge on the guardrail side and the wing rail effective edge on the opposite side of the guardrail 16mm below the top surface of the guardrail at two points, and the distance between the two points is calculated, which is the above-mentioned distance value T9.

[0133] Through the above steps, the above-mentioned multiple key dimensions of the guardrail can be obtained, and in actual inspection, the inspection personnel only need to push the above-mentioned track inspection device to move once in the guardrail area to quickly obtain the above-mentioned key dimensions at the inspection site.

[0134] The above method can be run as a corresponding program on the data calculation and analysis device (laptop computer) of the device, or as a corresponding program on a remote data calculation and analysis device, and the device only collects data and transmits the data to the remote device.

[0135] For the device and method of this embodiment, the inventor used it to perform multiple detections of the key dimensions of the guardrail in the actual turnout guardrail area, and also used a 0-level track gauge to detect the key dimensions of the turnout guardrail area to verify the effectiveness of the method of the present invention. Through multiple measurements and comparisons, it was proved that the horizontal data measured by the track detection device and method of this embodiment is highly consistent with the horizontal data measured by the 0-level track gauge.

[0136] Furthermore, the track detection device shown in this embodiment is only an exemplary structure. The method of the present invention only requires the track detection device to have at least four line laser sensors and a mileage detector, and does not depend on a specific vehicle body structure. Therefore, it can also be used for track detection devices of other structures.

[0137] Functions and Effects of the Embodiments

[0138] According to the key dimension detection method of the rail guardrail area provided by the present embodiment, it includes a three-dimensional point cloud acquisition step, a positioning and extraction profile step, and a width value acquisition step. In this method, the three-dimensional point cloud of the guardrail area is generated by the profile data collected by the high-precision line laser sensor and the corresponding mileage data, and then the three-dimensional point cloud is converted into a two-dimensional image. The starting point and end point of the guardrail are identified based on the two-dimensional image and the structural features of the guardrail and the mileage value thereof is obtained. Then, the mileage value of the predetermined detection position can be obtained according to the mileage value of the starting point and end point of the guardrail and the predetermined standard distance between the starting point and end point of the guardrail and each predetermined detection position, and then the contour data of the predetermined detection position is extracted to realize high-precision automatic detection of multiple key dimensions of the guardrail area. The method uses the two-dimensional image as an index for positioning and contour data frame extraction, and can quickly and accurately locate multiple predetermined detection positions without the need to perform model matching and other operations on the three-dimensional point cloud of the entire guardrail area. Not only is the positioning accurate, but the amount of calculation is also very small, which is conducive to quickly obtaining multiple key dimensions of the guardrail area at the track detection site.

[0139] In the embodiment, when generating a two-dimensional image, small impurities are removed through closing and opening operations, and large impurities are further removed through area region judgment. This can eliminate the problem of incomplete data collection at the end of the rail affecting the detection, and quickly and accurately find the starting and end points of the guardrail.

[0140] Furthermore, the method of the embodiment can automatically locate, extract the corresponding profile and automatically identify the corresponding rail parts, and then automatically calculate the spacing value at the specified position. The degree of automation is high. During the inspection, the inspection personnel only need to push the track inspection device to walk in the guardrail area once, and basically no human intervention is required afterwards, which can greatly reduce the burden on the inspection personnel and will not cause differences in inspection accuracy due to the experience and operation differences of the inspection personnel. In addition, the method can cover a variety of inspection items such as the wheel flange groove width value, guardrail side wear value, guardrail side wear extreme value, guardrail interval value, and the distance value from the end of the wing rail buffer section to the guardrail side basic rail in the guardrail area, and has a high practical application value.

[0141] Furthermore, before starting data collection, multiple line laser sensors were jointly calibrated, so that the data collected by multiple line laser sensors can be easily merged later and the profile lines can be made to correspond to the real physical scale. In addition, all sensors were time synchronized before data collection to avoid error accumulation caused by multi-sensor time asynchrony during data collection, providing accurate basic data for subsequent calculation and analysis.

[0142] Furthermore, the line laser sensors are all arranged inside a semi-enclosed device casing, and the device is also equipped with a light-shielding blocker extending above the walking wheel, which can effectively block most of the external ambient light and avoid the influence of excessive or changing external ambient light on the line laser sensor, making the sensor data more accurate and also helping to improve the accuracy of the key dimensions of the guardrail.

[0143] Furthermore, the track detection device is an H-type integrated track detection device, which can cover multiple items of detection in the mainline track and turnout area. After adopting the above method, the integrated track detection device does not need to be equipped with spring side wheels, which can avoid the problems of multiple walking and detection in the turnout area caused by the installation of spring side wheels, so that the integrated track detection device can detect accurate key dimensions of the guardrail while also being able to stably move in the turnout area and measure more accurate data. Furthermore, the device is equipped with auxiliary cone wheels, and its multiple fixed side wheels have been modeled, designed, and carefully tested and adjusted, so that it can move more stably and smoothly in the turnout area.

[0144] The above embodiments are only used to illustrate the specific implementation of the present invention, and the present invention is not limited to the description scope of the above embodiments. Those skilled in the art should understand that the present invention is not limited by the above embodiments. The above embodiments and descriptions are only to illustrate the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, and these changes and improvements fall within the scope of the present invention to be protected. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A method for detecting key dimensions of a track guardrail area, characterized in that: Based on the contour data of the guardrail area collected by the line laser sensor and the mileage data collected by the mileage detector, a plurality of key dimensions of the guardrail area are obtained. The method comprises the following steps: A three-dimensional point cloud acquisition step, generating three-dimensional point cloud data of the guardrail area based on the contour data and the mileage data; A positioning and contour extraction step, based on the three-dimensional point cloud data and the predetermined guardrail standard data, respectively positioning the predetermined measurement positions of the key dimensions, and respectively extracting contour data corresponding to each predetermined measurement position from the contour data; The width value acquisition step is to calculate a plurality of wheel flange groove width values ​​based on the corresponding extracted contour data. The guardrail standard data includes the standard distance from the starting point or end point of the guardrail to each of the predetermined measurement positions. In the positioning and contour extraction step, an image of the guardrail area is generated based on the three-dimensional point cloud data, the mileage values ​​of the start and end points of the guardrail are obtained based on the image and the structural features of the guardrail, and the mileage value of the predetermined measurement position is obtained based on the mileage values ​​of the start and end points of the guardrail and the standard distance, thereby achieving positioning.

2. The method for detecting key dimensions of a track guardrail area according to claim 1, characterized in that: in, The guardrail area includes guardrail sub-areas on both sides. There are multiple line laser sensors, each corresponding to the guardrail sub-areas on both sides. The three-dimensional point cloud acquisition step includes the following sub-steps: Converting the point data collected by each of the line laser sensors into corresponding profile lines respectively, and filtering each of the profile lines; Merging the profile lines of the plurality of line laser sensors of the guardrail sub-areas on the same side to obtain merged profile lines of the guardrail sub-areas on both sides; The merged contour lines of the guardrail sub-areas on both sides are superimposed according to the mileage data, and the superimposed merged contour lines are converted into three-dimensional point cloud data of the guardrail sub-areas on both sides.

3. The method for detecting key dimensions of a track guardrail area according to claim 2, Features: The step of locating and extracting the silhouette includes the following sub-steps: Cut out the three-dimensional point cloud data of the guardrails on both sides from the three-dimensional point cloud data of the guardrail sub-areas on both sides by using a point cloud cutting algorithm; Generate images of the guardrails on both sides based on the three-dimensional point cloud data of the guardrails on both sides, which are projection images of the guardrails along the z-axis; Based on the image of the guardrail, regional impurity processing is performed through closing operation and opening operation, so as to find the starting position and the end position of the guardrail; In combination with predetermined forward and reverse parameters, the starting position and the end position of the guardrail are corrected; Obtaining the mileage value of each of the key positions according to the corrected mileage values ​​of the starting position and the end position of the guardrail and the predetermined standard distances from the starting position and the end position of the guardrail to each of the key positions; A corresponding frame of the merged silhouette lines is extracted from the plurality of merged silhouette lines according to the mileage value of the key position.

4. The method for detecting key dimensions of a track guardrail area according to claim 3, characterized in that: in, The projection image is generated by: Separate the three-dimensional point cloud of the guardrail into arrays of X, Y, and Z values, and convert the arrays into arrays of X and Y values; Find the smallest X, Y value array from the X, Y value arrays, and subtract the smallest X, Y value array from all the X, Y value arrays to obtain multiple corrected X, Y value arrays; Find the maximum element from the array of corrected X, Y values; The size of the projection image to be generated is determined according to the largest element, and the projection image is generated.

5. The method for detecting key dimensions of a track guardrail area according to claim 3, characterized in that: in, Based on the image of the guardrail, the contour lines whose contour spacing in the image does not meet the corresponding predetermined conditions are removed through the closing operation, and then the contour lines whose contour width in the image does not meet the corresponding predetermined conditions are removed through the opening operation. Then, the maximum area is taken through area region judgment to further remove impurities from the image, thereby finding the starting point and end point of the guardrail.

6. The method for detecting key dimensions of a track guardrail area according to claim 3, characterized in that: in, In the width value acquisition step, the profile line portion of the guardrail head and the profile line portion of the basic rail head are identified from the corresponding extracted merged profile lines through a circumscribed rectangle, and then the profile line portion of the top surface of the guardrail is found, and a horizontal auxiliary line is made 16 mm below the profile line portion of the top surface of the guardrail. The auxiliary line intersects with the guardrail effective edge and the basic rail effective edge at two points respectively, and the distance between the two points is calculated as the wheel flange groove width value.

7. The method for detecting key dimensions of a track guardrail area according to claim 3, characterized in that: After the step of locating and extracting the outline, the method further includes: The extreme value acquisition step is to calculate the side wear value of the guardrail based on the corresponding extracted profile data and find the maximum value therein. The corresponding contour data includes the combined contour lines of a plurality of predetermined positions of the straight section of the guardrail, In the extreme value acquisition step, the contour line portion of the guardrail head is identified from the corresponding merged contour lines extracted through a circumscribed rectangle, and then the contour line portion of the top surface of the guardrail is found, and a horizontal auxiliary line is made 16 mm below the contour line portion of the top surface of the guardrail. The auxiliary line intersects the active edge and the inactive edge of the guardrail at two points respectively, and the distance between the two points is calculated as the guardrail side wear value, and the maximum value of the multiple guardrail side wear values ​​is found.

8. The method for detecting key dimensions of a track guardrail area according to claim 3, characterized in that: After the step of locating and extracting the outline, the method further includes: The step of obtaining the interval value is to calculate the interval values ​​of each guardrail based on the corresponding extracted contour data. Among them, in the interval value acquisition step, the outline line part of the guardrail head and the outline line part of the basic rail head on the opposite side of the guardrail are identified from the corresponding extracted merged outlines through the circumscribed rectangle, and then the outline line part of the top surface of the guardrail is found, and a horizontal auxiliary line is made 16 mm below the outline line part of the top surface of the guardrail. The auxiliary line intersects with the guardrail effective edge and the basic rail effective edge on the opposite side of the guardrail at two points respectively, and the distance between the two points is calculated as the guardrail interval value.

9. The method for detecting key dimensions of a track guardrail area according to claim 3, characterized in that: After the step of locating and extracting the outline, the method further includes: The distance value acquisition step is to calculate the distance value from the end of the wing rail buffer section to the basic rail on the guard rail side based on the extracted corresponding profile data. Among them, in the distance value acquisition step, the contour line part of the guardrail head and the contour line part of the wing rail head on the opposite side of the guardrail are identified from the extracted corresponding merged contour lines through the circumscribed rectangle, and then the contour line part of the top surface of the guardrail is found, and a horizontal auxiliary line is made 16 mm below the contour line part of the top surface of the guardrail. The auxiliary line intersects with the effective edge of the basic rail on the guardrail side and the effective edge of the wing rail on the opposite side of the guardrail at two points respectively, and the distance between the two points is calculated as the distance value from the end of the wing rail buffer section to the basic rail on the guardrail side.

10. The method for detecting key dimensions of a track guardrail area according to claim 1, characterized in that: The line laser sensor and the mileage detector are arranged in the track detection device, and before the three-dimensional point cloud acquisition step, the device further comprises: A preparation step of jointly calibrating the plurality of line laser sensors and performing time synchronization on the plurality of line laser sensors and the mileage detector; The data collection step collects data on the guardrail area through the track detection device, thereby obtaining the contour data and the mileage data.

Images