Track level and triangular pit detection method and track detection device

Abstract

The present invention provides a method for detecting track level and triangular pits and a track detection device provided by the present invention, the method includes a data collection step, an initial level value acquisition step, a compensation value acquisition step and a level value compensation step, wherein the roll angle data is collected by an inclinometer, the rail profile data is collected by a line laser sensor, and the mileage data of the device moving along the track is collected by a mileage detector, so that the initial level value of a specific position of the track can be obtained based on the roll angle data and the mileage data, and then the height difference between the highest points of the top surfaces of the rails on both sides is calculated based on the high-precision line laser profile data, and the initial level value is compensated by using the height difference, so as to obtain an accurate final level value, and further obtain an accurate triangular pit value. The method makes full use of multiple types of sensor data of the track detection device, accurately compensates the initial measurement results, and significantly improves the accuracy and reliability of track level and triangular pit measurement.

Description

Technical Field

[0001] The invention belongs to the technical field of track detection, and in particular relates to a track level and triangular pit detection method and a corresponding track detection device. Background Art

[0002] Track geometry is an important indicator for measuring the quality and operational safety of railway lines, and is directly related to the smoothness, comfort and driving safety of trains. Track geometry mainly includes parameters such as track direction, height, gauge, level and twist. These parameters together reflect the spatial state and structural integrity of the track, and affect the maintenance management and fault diagnosis of the line.

[0003] Among them, the horizontal parameter (superelevation) of the track is used to characterize the height difference between the left and right rails in the lateral direction, reflecting the lateral inclination of the track. The horizontal state of the track not only affects the balance of train operation and the comfort of passengers, but also determines the degree of wheel-rail wear and safety of the train. Poor horizontal state will cause lateral shaking during train operation, aggravate uneven contact between wheels and rails, increase equipment maintenance costs, and even lead to the risk of train rolling in severe cases, endangering driving safety. For high-speed and heavy-load railways, high-precision detection of track horizontal parameters is the key to ensuring the smooth operation of trains.

[0004] Traditionally, track gauges and levels are used to manually measure horizontal parameters at designated inspection locations on the track. This method is only suitable for rapid inspections of small-scale lines due to its low efficiency and accuracy that is greatly affected by human operation.

[0005] At present, a T-shaped track geometry inspection vehicle is widely used. Its frame is T-shaped and has three running wheels. A fixed side wheel is set on one side of the frame, and two spring side wheels are set on the other side. There is also an inclinometer on the frame. When in use, the three running wheels are respectively placed on the rails on both sides, and the fixed side wheels and the spring side wheels are respectively pressed against the inner side of the rails. The inspection personnel push the inspection vehicle to move along the track. During the movement, the roll angle formed by the left and right rails and the horizontal plane is measured by the inclinometer on the vehicle, and the height difference between the top surfaces of the rails on both sides is calculated based on the roll angle as the horizontal parameter. Some T-type inspection vehicles also introduce high and low gyroscopes, and the pitch angle data measured by the gyroscopes is used to compensate for the roll angle data measured by the inclinometer, so as to improve the measurement accuracy to a certain extent under conditions such as line undulations. However, this T-type inspection vehicle and the corresponding horizontal parameter detection method still have many problems:

[0006] First, the side wheels of the T-type inspection vehicle need to be close to the inside of the rail. This contact method makes the T-type inspection vehicle susceptible to impact and vibration interference when passing through complex track areas such as rail gaps, point rails, and heart rails, which in turn causes abnormal fluctuations in the roll angle measurement, thereby causing errors in the horizontal parameter measurement results and affecting the detection accuracy.

[0007] Secondly, when the T-type inspection vehicle passes through a terrain settlement area or a track disease area, the uneven settlement of the foundation, fatigue deformation of the rails or local height difference changes caused by external forces will cause significant vibration and impact to the inspection vehicle. At this time, the data collected by the gyroscope will be distorted or the noise will increase significantly, and it will not be able to play the role of compensating and correcting the horizontal parameters.

[0008] Third, the track inspection items that can be covered by the T-type inspection vehicle are very limited. In recent years, with the continuous improvement of track inspection related technologies and inspection requirements, the industry has gradually begun to develop and apply comprehensive track inspection vehicles that can cover a large number of inspection items. The comprehensive track inspection vehicle not only needs to detect the geometric parameters of the mainline track, but also needs to detect the surface conditions of the rails, fasteners and other track components, and also needs to cover a variety of inspection items at the switch with complex structures. Taking into account the walking needs, inspection needs and accuracy requirements at the switch, the comprehensive track inspection vehicle is usually an H-type vehicle with four running wheels. Due to the characteristics of its four wheels in contact with the rails, the horizontal parameter detection and compensation algorithm of the above-mentioned T-type inspection vehicle is difficult to apply. Summary of the invention

[0009] The present invention is made to solve the above problems, and aims to provide a track level data detection method that can be used for an H-type integrated track detection vehicle, so that the integrated track detection vehicle can measure accurate track level data, and further obtain more accurate triangular pit data. The present invention adopts the following technical solutions:

[0010] The present invention provides a method for detecting track level and triangular pits, which has the following technical features: a data acquisition step, in which data is collected on the track through a track detection device having an inclinometer, two or more line laser sensors and a mileage detector, wherein the roll angle data of the track detection device during movement is obtained through the inclinometer, and a plurality of line laser sensors respectively correspond to two rails of the track, and the contour data of the track is obtained through the line laser sensors; an initial level value acquisition step, in which the initial level value of the corresponding cross section of the track is obtained based on the roll angle data and the mileage data; a compensation value acquisition step, in which the height difference between the highest points of the top surfaces of the rails on both sides of the track is obtained based on the contour data of the cross section, as a height difference compensation value; a level value compensation step, in which the initial level value is compensated by using the height difference compensation value to obtain the level value of the cross section.

[0011] The track level and triangular pit detection method provided by the present invention may also have such technical features, and before the data collection step, it also includes: a preparation step of calibrating the inclinometer, jointly calibrating the multiple line laser sensors, and time synchronization of the multiple line laser sensors, the inclinometer and the mileage detector.

[0012] The track level and triangular pit detection method provided by the present invention may also have such a technical feature: in the preparation step, the inclinometer is calibrated on a calibration table to obtain its installation error and calibration gain, which are used to correct the roll angle data; the relative positions of the multiple line laser sensors enable them to obtain the contour data of the same cross-section of the track; in the preparation step, the multiple line laser sensors are calibrated using a calibration plate to obtain their calibration parameters, which are used to integrate the contour data measured by the multiple line laser sensors into a unified coordinate space and obtain the corresponding relationship between the contour data and the actual physical scale.

[0013] The track level and triangular pit detection method provided by the present invention may also have such a technical feature, wherein the compensation value acquisition step includes the following sub-steps: processing the contour data of the cross section to obtain the profile lines of the two rails; extracting the profile line parts of the rail heads of the two rails from the profile lines; finding the highest points of the rail surfaces of the two rails based on the point coordinates in the two profile line parts respectively, and obtaining the point coordinate value of the highest point; calculating the height difference between the highest points of the top surfaces of the two rails based on the two point coordinate values ​​as the height difference compensation value.

[0014] The track level and triangular pit detection method provided by the present invention may also have such a technical feature, after the level value acquisition step, it also includes: a triangular pit acquisition step, calculating the triangular pit value of the corresponding position based on multiple level values, wherein the contour data includes multiple data points, each of the data points includes point coordinates, brightness value and mileage value, and the Halon operator is used to process the contour data to obtain the contour line, and the contour line part is extracted by segmenting the part of the contour line within a predetermined range, and the level value is obtained by the following compensation formula: level value = initial level value + height compensation value. In the triangular pit acquisition step, according to the mileage value of the position where the triangular pit needs to be detected, the level value 1.5 meters before the mileage value and the level value 1.5 meters after the mileage value are extracted, and the triangular pit value is calculated based on these two level values.

[0015] The track level and triangular pit detection method provided by the present invention may also have such a technical feature, wherein the height difference compensation value is calculated in the following manner: respectively find the points with the maximum y-axis coordinate values ​​in the contour line parts of the two rail heads, and obtain their y-axis coordinate values; calculate the difference between the two y-axis coordinate values; and convert the difference into an actual physical height difference according to the calibration parameters of the line laser sensor as the height difference compensation value.

[0016] The track level and triangular pit detection method provided by the present invention may also have such a technical feature, wherein the roll angle data is obtained by the following sub-steps: the original roll angle data of the track detection device is obtained by the inclinometer; the original roll angle data is filtered to eliminate abnormal values; the filtered original roll angle data is smoothed to obtain the roll angle data, and the initial level value is obtained in the following manner: based on the calibrated installation error and calibration gain, the roll angle data is converted into a corresponding vertical distance value as the initial level value.

[0017] The track level and triangular pit detection method provided by the present invention may also have such a technical feature, wherein each of the rails corresponds to a plurality of the line laser sensors, and when processing the contour data, the contour data of the plurality of line laser sensors corresponding to each rail are processed separately to obtain a corresponding plurality of original contour lines, and the plurality of original contour lines are spliced ​​according to the calibration parameters, and the miscellaneous edges are removed after splicing to obtain the contour line.

[0018] The present invention provides a track detection device, which has the following technical effects: a device body, which is provided with an inclinometer and two or more line laser sensors, wherein the inclinometer is used to obtain the roll angle data of the device body, and the multiple line laser sensors respectively correspond to two rails of the track and are used to obtain the contour data of the track; a moving mechanism, which is used to enable the device body to move along the track, including multiple running wheels connected to the device body and mileage detectors arranged on one or more of the running wheels, which are used to obtain the mileage data of the running wheels moving along the rails; and a data calculation and analyzer, which is used to perform calculations and analyses based on the roll angle data, the contour data and the mileage data to obtain a track detection result, which at least includes a horizontal value of the track, wherein the data calculation and analyzer adopts the above-mentioned track level and triangular pit detection method to obtain the horizontal value.

[0019] The track detection device provided by the present invention may also have such technical features, wherein the track detection device is also used to detect the turnout area, there are four running wheels, and the moving mechanism also includes multiple side wheels for laterally limiting the device body, and the side wheels are all fixed side wheels.

[0020] Functions and Effects of the Invention

[0021] According to the track level and triangular pit detection method and track detection device provided by the present invention, the method includes a data collection step, an initial level value acquisition step, a compensation value acquisition step and a level value compensation step, wherein the roll angle data is collected by the inclinometer, the profile data of the rails on both sides are collected by the line laser sensor, and the mileage data of the device moving along the track is collected by the mileage detector, so that the initial level value of the specific position of the track can be obtained based on the roll angle data and the mileage data, and then the height difference between the highest points of the top surfaces of the rails on both sides is calculated based on the high-precision line laser profile data, and the height difference is used to compensate for the initial level value, thereby compensating for the shortcomings of the inclinometer in the dynamic response, effectively reducing the influence of environmental interference on the level measurement, and obtaining an accurate final level value.

[0022] The method and device of the present invention make full use of multiple types of sensor data carried by the track detection device to accurately compensate for the initial measurement results, thereby significantly improving the accuracy and reliability of track horizontal parameter measurement. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a flow chart of a method for detecting track level and triangular pits in an embodiment of the present invention;

[0024] Figure 2 is a three-dimensional diagram of a track detection device in an embodiment of the present invention;

[0025] Figure 3 is a schematic diagram of the distribution of detection components in a track detection device in an embodiment of the present invention;

[0026] Figure 4 yes Figure 2 An enlarged view of the portion within the middle frame A;

[0027] Figure 5 is a flow chart of step S4 in an embodiment of the present invention.

[0028] Reference numerals:

[0029] 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; rail (basic rail) 9; pointed rail 8. DETAILED DESCRIPTION

[0030] In order to make the technical means, creative features, objectives and effects achieved by the present invention easy to understand, the horizontal data compensation method for track detection of the present invention is specifically described below in conjunction with embodiments and drawings.

[0031] <Example>

[0032] This embodiment provides a track horizontal data detection method and a track detection device, which are used to detect the horizontal value of the track and obtain a more accurate horizontal value through a compensation algorithm.

[0033] The track detection device is a hand-pushed track detection device, which can be placed on the track and moved along the track under the push of the detection personnel, moving at a relatively low speed and collecting a variety of track data during the movement. The method of this embodiment requires that at least two line laser sensors, one inclinometer and at least one mileage detector are provided on the track detection device. To more conveniently explain the method of this embodiment, a track detection device will be exemplarily shown below.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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 one main unit 11 include three line laser sensors 1411a-1141c, and the detection components of another main unit 11 include three line laser sensors 1411a-1141c and an inclinometer 1142. Figure 3 As shown, in a main unit 11, three line laser sensors are arranged near the top of the main unit 11, wherein the line laser sensor 1411a is fixed at the outer end of the unit main body 11 in the length direction and is arranged obliquely, the line laser sensor 1411b is fixed at the middle of the unit main 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 main 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 sensor 1411a is inclined toward the outside of the rail and can cover part of the outer side and part of the top surface of the rail, the line laser sensor 1411b is slightly inclined toward the top surface of the rail and can completely cover the top surface and part of the inner side surface of the rail, and the line laser sensor 1141c is inclined toward the inside of the rail and can basically completely cover the top surface and part of the inner side surface of the rail.

[0038] The three line laser sensors in the other main unit 11 are arranged similarly, the only difference being that the line laser sensors in the two main units 11 are arranged in mirror symmetry along the center line of the device body 10. The inclinometer 1142 is fixed in the lower part of one of the main units 11 and is located at the inner end of the main unit 11 in the length direction and in the middle of the entire device body 10.

[0039] 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.

[0040] In order to cover a variety of inspection items, 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 horizontal parameters, or a device covering horizontal parameter measurement and a small number of other items, only one or two of them may be provided. At least one is required, and the line laser projected by the line laser sensor needs to be able to cover or roughly cover the top surface of the rail on one side, for example, it can be the above-mentioned line laser sensor 1141b.

[0041] Figure 4 yes Figure 2 An enlarged view of the portion within frame A.

[0042] 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.

[0043] 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 121. 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.

[0044] Two running wheel assemblies 22 are respectively arranged on the two ends of the wheel frame 121. 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.

[0045] 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 121 (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.

[0046] The four fixed side wheel assemblies 23 are respectively arranged on the ends of the wheel frame 21 beside the four running 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 trolley always runs near the center of the track through the side wheel device and will not deviate too far. When passing through the center rail area, the side wheels will abut against the guard rails, and by providing lateral restraint force, the device is laterally limited to ensure that the track inspection instrument can pass through the center rail area normally.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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:

[0051] 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.

[0052] 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.

[0053] 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.

[0054] Since the tip of the heart rail is relatively sharp, the spring 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.

[0055] In the discontinuous area where the point rail and the heart rail transition, the spring side wheels become suspended or lose support, causing the device to be unable to maintain a stable posture.

[0056] Therefore, the device of this embodiment does not have spring side wheels. The fixed side wheels at the installation position designed by modeling enable the device to move stably and smoothly in the turnout area, and the horizontal data is compensated and corrected through algorithm design.

[0057] The method of this embodiment will be described in detail below in conjunction with the above device structure.

[0058] Figure 1 Flowchart of the track level and triangular pit detection method in this embodiment.

[0059] like Figure 1 As shown, the method comprises the following steps:

[0060] Step S1 (preparation step), before starting data collection, calibrate the inclinometer, jointly calibrate multiple line laser sensors, and time synchronize multiple line laser sensors, inclinometers and mileage detectors.

[0061] Step S2 (data collection step), collects data on the track through the track detection device, obtains the roll angle data of the device through the inclinometer, obtains the profile data of the track cross section through the line laser sensor, and obtains the mileage data of the device moving along the track through the mileage detector.

[0062] Step S3 (initial level value acquisition step), based on the roll angle data and the mileage data, obtains the initial level value of the cross section corresponding to the track.

[0063] Step S4 (compensation value acquisition step), based on the profile data of the cross section, obtain the height difference between the highest points of the top surfaces of the rails on both sides as the height difference compensation value.

[0064] Step S5 (level value compensation step), using the height difference compensation value to compensate and correct the initial level value, so as to obtain the accurate final level value of the cross section.

[0065] Step S6 (triangular pit acquisition step), calculating the triangular pit value of the corresponding position based on the final horizontal values ​​of multiple positions.

[0066] The above steps will be described in detail below.

[0067] Step S1, before starting data collection, calibrate the inclinometer of the track detection device, jointly calibrate multiple line laser sensors, and synchronize the time of the multiple line laser sensors, inclinometers and mileage detectors.

[0068] Among them, the inclinometer is calibrated on the calibration platform to obtain its installation error and calibration gain, which are used to correct the data measured by the subsequent inclinometer to improve the measurement accuracy.

[0069] Through design and careful adjustment of the installation positions of multiple line laser sensors, the line lasers they project can collect the contour data of the same cross-section of the track. The multiple line laser sensors are jointly calibrated using a calibration plate with multiple square columnar teeth and triangular pointed columnar teeth, 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.

[0070] 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.

[0071] In an alternative solution, a certain amount of time synchronization may also be performed during the data acquisition process to avoid error accumulation after continuous long-term detection. For example, the on-chip system initiates the time synchronization operation at a set time interval, or after the on-chip system receives the first communication data frame of each inclinometer data, the inclinometer, all line laser sensors, and mileage detector are time synchronized through the local time and the timer value in the timer core.

[0072] Step S2, collect data on the track through the track detection device, obtain the roll angle data of the device through the inclinometer, obtain the contour data of the track through the line laser sensor, and obtain the mileage data of the device moving along the track through the mileage detector.

[0073] That is, the inspector places the device on the track so that its four running wheels are respectively placed on the top surfaces of two rails, and pushes the device to move along the track. During the movement, the data collector controls multiple sensors to synchronously collect data.

[0074] Among them, the roll angle data of the inclinometer is used to reflect the lateral tilt state of the device (car body). However, since the roll angle data of the inclinometer may be affected by rail gaps, vibrations, etc. and have large fluctuations, it is necessary to filter the raw data, remove obvious outliers, and then use a smoothing algorithm to smooth the filtered raw data to improve data stability.

[0075] The contour data collected 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 sensor 1141b. In an alternative solution, the measurement data of multiple line laser sensors can also be used, such as the measurement data of line laser sensors 1141b and 1141c.

[0076] Step S3, obtaining an initial horizontal value of the cross section corresponding to the track based on the roll angle data and the mileage data.

[0077] Among them, the mileage data can be used to correspond the roll angle data measured by the inclinometer to a cross section of the track.

[0078] Based on the installation error and calibration gain of the inclinometer obtained through calibration, the angle value of the roll angle measured by the inclinometer is converted into the corresponding vertical distance value as the initial horizontal value. As mentioned above, due to various reasons, the device may have a small forward and backward tilt (pitch angle change) and vibration, etc., resulting in an inaccurate initial horizontal value.

[0079] Step S4, obtaining the height difference between the highest points of the top surfaces of the rails on both sides based on the profile data of the cross section as a compensation value.

[0080] Figure 5 It is a flow chart of step S4 in this embodiment.

[0081] like Figure 5 As shown, step S4 specifically includes the following sub-steps:

[0082] Step S4-1, processing the profile data of the cross section to obtain the profile lines of the rails on both sides of the cross section.

[0083] Specifically, the Halon operator may be used to process the contour data to form a plurality of continuous contour lines, and the contour lines still retain the point coordinates, brightness value and mileage value of each data point.

[0084] In this embodiment, the data measured by the line laser sensors 1141b in the two main units 11 are used. Since the projected line laser covers a large area, the multiple profile lines obtained after processing include the profile lines of the top surfaces of the rails on both sides, as well as the profile lines of some fasteners, sleepers, possible debris and other structures near the rails.

[0085] In an alternative solution, for example, when the profile data of the line laser sensors 1141b and 1141c are used, after the profile data measured by the two are processed to obtain the corresponding original profile lines, the original profile lines of the two need to be aligned and spliced ​​according to the calibration parameters, and the edges need to be removed after splicing. After the data of the two are used and spliced, a relatively more accurate profile line of the top surface of the rail can be obtained.

[0086] Step S4-2, extracting the profile line portion of the rail heads of the two rails from the profile lines of the two rails.

[0087] Among them, since the multiple segments of profile lines obtained by the line laser sensor 1141b roughly only include the profile line of the top surface of the rail and other irrelevant profile lines, and there is a relatively large distance between the profile line of the top surface of the rail and other irrelevant profile lines, the profile line part of the rail head of the rails on both sides can be conveniently extracted by segmenting the profile lines within the predetermined range area.

[0088] In an alternative solution, for example, when the profile data of the line laser sensors 1141b and 1141c are used, the multi-segment profile line also includes the profile line of part of the waist and part of the bottom of the rail, but the profile line portion including the rail head of the rails on both sides can also be extracted by segmenting the profile line within a predetermined range. Alternatively, the position of the rail head can be roughly located by template matching or the like, and then extracted based on the matching positioning result.

[0089] Step S4-3, based on the profile line portion of the rail head of each side of the rail, find the highest point on the top surface of the rail and obtain the point coordinate value of the highest point.

[0090] Step S4-4, based on the point coordinate values ​​of the highest points of the two rail surfaces, calculate the height difference of the highest points of the top surfaces of the rails on both sides as the height difference compensation value.

[0091] That is, find the points with the largest y-axis coordinate value in the contour line part of the two rail heads respectively, obtain their y-axis coordinate values, calculate the difference between the two y-axis coordinate values, and then convert the difference into an actual physical height difference according to the calibration parameters of the line laser sensor as the height difference compensation value.

[0092] Step S5, using the compensation value to compensate and correct the initial level value, so as to obtain an accurate final level value of the cross section.

[0093] Among them, the specific compensation formula is:

[0094] Final level value = initial level value + height difference compensation value

[0095] Through the above steps, the initial level value obtained by the inclinometer can be compensated and corrected, and the deviation caused by the fluctuation of the inclinometer or environmental factors can be corrected to obtain a more accurate final level value.

[0096] In addition, at curved tracks, accurate superelevation values ​​can also be obtained using the above method. The calculation and compensation methods are basically the same and will not be repeated.

[0097] On the basis of obtaining accurate final horizontal values ​​at multiple positions, the triangular pit values ​​at corresponding positions of the track can be further calculated. The triangular pit values ​​reflect the flatness of the top surfaces of the left and right rails.

[0098] Step S6 (triangular pit acquisition step), calculating the triangular pit value of the corresponding position based on the final horizontal values ​​of multiple positions.

[0099] The triangular pit value is calculated by the three-point method. The specific method is to obtain the mileage values ​​of two calculation positions according to the mileage value of the current position for a certain position to be calculated (recorded as the current position). The two calculation positions are respectively 1.5 meters larger and 1.5 meters smaller than the mileage of the current position. Then, the corresponding final horizontal value is extracted according to the mileage values ​​of the two calculation positions, and the triangular pit value of the current position is calculated according to the following formula:

[0100] S i =h i+1.5 -h i-1.5

[0101] In the formula, h i+1.5 is the final horizontal value at a position 1.5 m greater than the mileage of the current position, h i-1.5 The final level value at a position 1.5m less than the mileage of the current position. The units of these two final level values ​​are millimeters (mm). i That is, the triangular pit value of the current position is calculated, and its unit is also millimeter (mm). The above method can be run as a corresponding program on the data calculation and analysis device (laptop) 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.

[0102] For the device and method of this embodiment, the inventor used them to measure the horizontal values ​​of the actual track multiple times, and used a 0-level track gauge to measure the horizontal values ​​of the same position on the actual track 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.

[0103] Moreover, after a third-party test conducted by the Henan Institute of Metrology and Testing Science on the method of this embodiment, the measurement accuracy and measurement repeatability of the track level value are significantly higher than the relevant requirements in the above-mentioned industry standards. For the measurement of the track level value, the relevant industry standard "TB / T 3147-2020 Railway Track Inspection Instrument" gives the following requirements: For measurement accuracy, the qualified rate of measurement results that meet ±0.30mm should not be less than 95%, and the method of the present invention reaches 98.83%. For measurement repeatability, the qualified rate of measurement results not greater than 0.20mm should be no less than 95%. , and the method of the present invention reaches 98.67%.

[0104] Moreover, the track detection device shown in this embodiment is only an exemplary structure. Although the method of the present invention was originally designed based on the detection needs of the H-type integrated track detection vehicle and is effective when used in this type of detection vehicle, in fact, the method of the present invention only requires the track detection vehicle to have a wired laser sensor, an inclinometer and a mileage detector, and does not rely on a specific vehicle body structure. Therefore, it can also be used for track detection vehicles of other structures by the same logic.

[0105] Functions and Effects of the Embodiments

[0106] According to the track horizontal data detection method and track detection device provided in this embodiment, the method includes a data collection step, an initial horizontal value acquisition step, a compensation value acquisition step and a horizontal value compensation step, wherein the roll angle data is collected by the inclinometer, the profile data of the rails on both sides are collected by the line laser sensor, and the mileage data of the device moving along the track is collected by the mileage detector. Therefore, the initial horizontal value of a specific position of the track can be obtained based on the roll angle data and the mileage data, and then the height difference between the highest points of the top surfaces of the rails on both sides is calculated based on the high-precision line laser profile data. The height difference is used to compensate for the initial horizontal value, thereby compensating for the shortcomings of the inclinometer in the dynamic response, effectively reducing the impact of environmental interference on the horizontal measurement, and obtaining an accurate final horizontal value.

[0107] Furthermore, after the final horizontal values ​​of multiple positions are detected, the final horizontal values ​​of the corresponding two preceding and following positions can be extracted and the triangular pit value can be calculated according to the mileage of the position where the triangular pit needs to be detected, thereby automatically obtaining a more accurate triangular pit value.

[0108] In the embodiment, the track detection device is an H-type integrated track detection device, which can cover multiple items of detection of the mainline track and the 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 horizontal parameters 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 are modeled, designed, and carefully tested and adjusted, so that it can move more stably and smoothly in the turnout area.

[0109] Furthermore, before starting to push the device to collect data, the inclinometer and line laser sensor were calibrated separately, and the three sensors were time synchronized, so as to avoid error accumulation caused by time asynchrony of multiple sensors during data collection, and provide accurate basic data for subsequent level value calculation.

[0110] Furthermore, time synchronization may also be performed during the data collection process, thereby avoiding error accumulation in long-term detection tasks.

[0111] Furthermore, the roll angle data measured by the inclinometer are filtered, outliers are eliminated, and smoothing is performed, which improves the data stability and is also beneficial to improving the accuracy of the final horizontal value.

[0112] Furthermore, in the calculation of the compensation value, a relatively simple and intuitive algorithm is used to extract only the profile line part of the rail head part as needed, and the rail head part is analyzed and processed in detail. Therefore, the difference between the highest points of the top surfaces of the rails on both sides can be accurately calculated, and the amount of calculation is very small, and the horizontal value detection result can be obtained at the track inspection site.

[0113] Furthermore, the line laser sensors are all arranged inside a semi-enclosed device housing, 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 horizontal value.

[0114] In addition, as described in the embodiments, after repeated testing by the inventors and testing and certification by authoritative organizations, the method of the present invention can achieve high-precision track horizontal parameter detection, and the test accuracy and repeatability are significantly higher than the relevant requirements in the industry standards, and therefore has high practical application value.

[0115] 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 track level and triangular pits, characterized in that: The following steps are involved: A data collection step, collecting data on the track through a track detection device, wherein the roll angle data of the track detection device during movement is obtained through the inclinometer of the device, multiple line laser sensors of the device correspond to two rails of the track respectively, the contour data of the track is obtained through the line laser sensors, and the mileage data of the device is obtained through the mileage detector of the device; An initial level value acquisition step, obtaining the initial level value of the corresponding cross section of the track based on the roll angle data and the mileage data; A compensation value acquisition step, based on the profile data of the cross section, obtaining a height difference between the highest points of the top surfaces of the rails on both sides of the track as a height difference compensation value; The level value compensation step uses the height difference compensation value to compensate the initial level value, thereby obtaining the level value of the cross section.

2. The track level and triangular pit detection method according to claim 1, characterized in that: Before the data collection step, the method further includes: The preparation step comprises calibrating the inclinometer, jointly calibrating the plurality of line laser sensors, and time synchronizing the plurality of line laser sensors, the inclinometer and the mileage detector.

3. The track level and triangular pit detection method according to claim 2, characterized in that: in, In the preparation step, the inclinometer is calibrated on a calibration platform to obtain its installation error and calibration gain for correcting the roll angle data. The relative positions of the plurality of line laser sensors enable them to acquire the profile data of the same cross section of the track, In the preparation step, a calibration plate is used to calibrate the plurality of line laser sensors to obtain calibration parameters for integrating the contour data measured by the plurality of line laser sensors into a unified coordinate space and obtaining a corresponding relationship between the contour data and the actual physical scale.

4. The track level and triangular pit detection method according to claim 3, Features: Wherein, the compensation value acquisition step includes the following sub-steps: Processing the profile data of the cross section to obtain the profile lines of the two rails; Extracting the profile line portions of the rail heads of the two rails from the profile line; Finding the highest points of the rail surfaces of the two rails based on the point coordinates in the two profile line parts respectively, and obtaining the point coordinate values ​​of the highest points; The height difference between the highest points on the top surfaces of the two rails is calculated based on the coordinate values ​​of the two points as the height difference compensation value.

5. The track level and triangular pit detection method according to claim 4, characterized in that: After the level value acquisition step, the method further includes: A triangular pit acquisition step is to calculate the triangular pit value of the corresponding position based on the plurality of horizontal values. The contour data includes a plurality of data points, each of which includes point coordinates, brightness value and mileage value. The Halon operator is used to process the contour data to obtain the contour line. extracting the contour line portion by segmenting the portion of the contour line within a predetermined range, The level value is obtained by the following compensation formula: Level value = initial level value + height compensation value, In the triangular pit acquisition step, according to the mileage value of the location where the triangular pit needs to be detected, the horizontal value 1.5 meters before the mileage value and the horizontal value 1.5 meters after the mileage value are extracted, and the triangular pit value is calculated based on these two horizontal values.

6. The method for detecting track level and triangular pits according to claim 4 or 5, characterized in that: in, The height difference compensation value is calculated by: Find the points with the maximum y-axis coordinate value in the contour line parts of the two rail heads respectively, and obtain their y-axis coordinate values; Calculate the difference between the two y-axis coordinate values; The difference is converted into an actual physical height difference value according to the calibration parameters of the line laser sensor as the height difference compensation value.

7. The method for detecting track level and triangular pits according to claim 4 or 5, characterized in that: in, The roll angle data is obtained by the following sub-steps: Obtaining original roll angle data of the track detection device through the inclinometer; Filtering the original roll angle data to remove abnormal values; Smoothing the filtered original roll angle data to obtain the roll angle data, The initial level value is obtained by: Based on the installation error and calibration gain obtained through calibration, the roll angle data is converted into a corresponding vertical distance value as the initial horizontal value.

8. The method for detecting track level and triangular pits according to claim 4 or 5, characterized in that: in, Each of the rails corresponds to a plurality of the line laser sensors, When processing the contour data, the contour data of the multiple line laser sensors corresponding to each rail are processed separately to obtain the corresponding multiple original contour lines, and the multiple original contour lines are spliced ​​according to the calibration parameters, and the miscellaneous edges are removed after splicing to obtain the contour line.

9. A track detection device, characterized in that: include: The device body is provided with an inclinometer and two or more line laser sensors, wherein the inclinometer is used to obtain the roll angle data of the device body, and the multiple line laser sensors correspond to two rails of the track respectively, and are used to obtain the profile data of the track; A moving mechanism, used to enable the device body to move along the track, including a plurality of running wheels connected to the device body and a mileage detector disposed on one or more of the running wheels, used to obtain mileage data of the running wheels moving along the rail; as well as A data calculation and analysis device is used to perform calculation and analysis based on the roll angle data, the profile data and the mileage data to obtain a track detection result, including at least a horizontal value of the track, Wherein, the data calculation and analysis device adopts the track level and triangular pit detection method as described in any one of claims 1-8 to obtain the level value.

10. The track detection device according to claim 9, characterized in that: in, The track detection device is also used to detect the turnout area. There are four running wheels. The moving mechanism also includes a plurality of side wheels for lateral positioning of the device body, and the side wheels are all fixed side wheels.

Images