Steel rail abrasion measuring method and device

Abstract

The invention relates to a steel rail abrasion measuring method and device. The method comprises the following steps: acquiring and processing to obtain an actually-measured profile of a railhead profile of a steel rail, and carrying out regional division on the actually-measured profile of the railhead profile; performing initial alignment on the actually measured profile and the standard profile based on the highest point and the outermost point, and then completing accurate alignment through fine adjustment; and calculating the vertical abrasion, the side abrasion and the total abrasion of the steel rail through an interpolation method based on the aligned actual measurement profile and the standard profile. The device comprises a data acquisition unit and a data processing unit, and the data processing unit is configured to process data obtained by the data acquisition unit to obtain an actual measurement profile of a rail head profile and perform region division on the actual measurement profile of the rail head profile; performing initial alignment on the actually measured profile and the standard profile based on the highest point and the outermost point, and then completing accurate alignment through fine adjustment; and calculating the vertical abrasion, the side abrasion and the total abrasion of the steel rail through an interpolation method based on the aligned actual measurement profile and the standard profile.

Description

Technical Field

[0001] The invention relates to the technical field of rail maintenance, and in particular to a rail wear measurement method and device. Background Art

[0002] Rails are key components of rail transit systems. They are inevitably subject to wear and tear during service due to the impact and friction of wheels. If rails have severe top wear, side wear or wavy wear, they will affect their service performance and service life. Accurately measuring rail wear can provide a basis for maintenance and repair, which is of great engineering significance.

[0003] CN116678321A discloses a rail wear measurement method and device, belonging to the technical field of rail maintenance. The method comprises: using at least two sets of laser sources to simultaneously project laser lines onto the rail surface, the two projected laser lines are located in the same plane and cover all cross-sectional parts except the rail bottom; using at least two sets of black and white cameras to shoot the laser lines and save them as original images; binarizing the original images; performing profile curve refinement processing on the binarized images; extracting profile curves from the refined images; correcting the extracted profile curves according to the system calibration results; splicing the images obtained by the two cameras after being processed by the above steps; applying the iterative closest point method to the spliced ​​images to align with the standard profile curve; and using the combined measurement method to obtain the horizontal wear value and the vertical wear value according to the alignment results. This patent uses at least two sets of laser sources to project lasers onto the rails from the upper side of the rails at the same time. The original images are processed and stitched together to obtain the profiles of the rail head, rail waist and rail bottom, which are then compared with the standard profile to obtain the vertical wear and side wear values. It uses no less than two sets of laser sources to obtain the complete profile of the rail, including the rail head, rail waist and rail bottom. During the operation of the train, the wheels and the working side of the rail head come into contact and wear, while the non-working side of the rail head, the rail waist and the rail bottom will not wear. This method obtains the rail head profile through image stitching. A certain error will be introduced during the stitching process, and the error will be transferred to the wear measurement result, seriously affecting the accuracy of the measurement result.

[0004] CN109855562A discloses a rail wear measurement method and device, which includes: using a line scanning three-dimensional measurement sensor to continuously measure the rail to obtain measurement data; and obtaining the measured rail head profile, measured rail waist profile and measured rail bottom profile of the rail according to the measurement data; matching the measured matching profile with the standard matching profile to obtain the offset parameter between the measured matching profile and the standard matching profile; coordinate transformation of the measured rail head profile according to the offset parameter, and comparing the measured rail head profile after coordinate transformation with the standard rail head profile, and calculating the wear measurement value of the rail according to the comparison result. The patent obtains the rail head, rail waist and rail bottom profiles on one side of the working edge of the rail through a line scanning laser sensor, and then compares the rail profile with the standard profile to obtain the offset parameter, and then coordinate transformation of the rail head profile through the offset parameter to obtain the vertical wear and side wear values. However, the patent cannot obtain a complete rail head profile, and the credibility of its measurement results is low, and it cannot provide sufficient support for the actual maintenance and repair of the rail (such as grinding or milling).

[0005] In addition, on the one hand, there are differences in understanding among those skilled in the art; on the other hand, the applicant studied a large number of documents and patents when making the present invention, but due to space limitations, not all details and contents are listed in detail. However, this does not mean that the present invention does not have the characteristics of these prior arts. On the contrary, the present invention already has all the characteristics of the prior art, and the applicant reserves the right to add relevant prior art to the background technology. Summary of the invention

[0006] In view of the deficiencies of the prior art, the present invention provides a rail wear measurement method and device to solve at least part of the above-mentioned technical problems.

[0007] The invention discloses a rail wear measurement method, which comprises the following steps:

[0008] S1, collecting and processing the measured profile of the rail head profile of the rail, and dividing the measured profile of the rail head profile into regions;

[0009] S2. Initially align the measured silhouette and the standard silhouette based on the highest point and the outermost point, and then complete the precise alignment through fine adjustment;

[0010] S3. Based on the aligned measured profile and standard profile, the vertical wear, side wear and total wear of the rail are calculated by interpolation.

[0011] The rail wear measurement method of the present invention not only solves the problem in the prior art that manual caliper measurement cannot fully characterize the entire rail wear area, but also ensures the accuracy and reliability of the measurement results through high-precision data processing. Specifically, the measured profile data obtained by the laser sensor can capture subtle changes in the surface of the rail, and the area division helps to analyze the wear conditions of different parts in a targeted manner. The initial alignment based on the highest point and the outermost point, and then the precise alignment based on the non-working edge curve ensures the consistency of the measured profile and the standard profile at key positions, reducing human errors. Finally, the wear amount is calculated by interpolation, which can provide accurate and repeatable measurement results without adding additional hardware costs, providing strong technical support for rail maintenance.

[0012] According to a preferred embodiment, a laser sensor is used to project a laser in a direction perpendicular to the rail surface and receive the reflected laser to obtain the rail head profile of the rail, wherein when the detection beam on which the laser sensor is installed is deflected relative to the horizontal plane, an integral algorithm is used to calculate the actual inclination angle of the detection beam relative to the horizontal plane at any time based on the data of the gyroscope arranged on the detection beam, and accordingly the laser emission direction of the laser sensor is adjusted in the opposite direction by the same angle.

[0013] When the laser sensor is installed on the detection beam, a gyroscope is introduced to monitor the deflection angle of the detection beam relative to the horizontal plane in real time, and an integral algorithm is used to adjust the laser emission direction to maintain projection along the plumb line. This dynamic compensation mechanism effectively solves the problem that when the rail is worn, the wheels of the vehicle equipped with the laser sensor are tilted, resulting in the laser sensor being unable to project the laser completely perpendicular to the rail surface, ensuring that the laser sensor can still provide stable and reliable measurement data even in complex driving environments. Specifically, when the detection beam is tilted, the angular velocity data provided by the gyroscope is used to calculate the actual inclination angle, and then a command is sent to the laser direction regulator to reverse the deflection of the laser emission direction by the same angle. This process not only ensures that the laser can be accurately projected along the plumb line every time a measurement is made, but also improves the adaptability and robustness of the system. In this way, the present invention significantly improves the measurement accuracy, avoids the systematic errors caused by the tilt of the detection beam, and provides a more reliable data basis for rail wear assessment.

[0014] According to a preferred embodiment, after the laser is irradiated onto the surface of the rail, the laser sensor captures the stripe data formed by the reflected light in real time as raw data, and undergoes a preprocessing operation to obtain the corresponding measured profile, wherein the preprocessing operation includes: denoising, using algorithms including median filtering, mean filtering or Gaussian filtering to remove random noise; edge detection, using edge detection algorithms including Canny operator and Sobel operator to extract obvious boundary lines from the data; coordinate transformation, mapping the pixel points in the raw data back to the actual physical position in the world coordinate system according to the internal parameter matrix and external parameter matrix of the laser sensor to complete the profile reconstruction.

[0015] These preprocessing operations are crucial to improving the quality of raw data. First, by using algorithms such as median filtering, mean filtering or Gaussian filtering to remove random noise, signal fluctuations caused by environmental factors or the characteristics of the sensor itself can be effectively eliminated, thereby improving the accuracy of subsequent analysis. Next, the Canny operator or Sobel operator is used for edge detection to extract obvious boundary lines from the data. This step can highlight the key features of the rail profile and facilitate subsequent feature point identification and curve fitting. Finally, the pixel points are mapped back to the actual physical position in the world coordinate system according to the internal and external parameter matrices of the laser sensor to complete the contour reconstruction. This method not only simplifies the data processing process, but also enhances the adaptability to complex environments. Through a series of preprocessing operations, the present invention ensures that the measured profile obtained has high accuracy and consistency, providing a solid foundation for subsequent wear calculations.

[0016] According to a preferred embodiment, the rail surface portion in the measured profile of the identified rail head profile is divided into three areas: a working edge, a non-working edge and a transition zone, wherein the working edge is connected to the contact side, the non-working edge is connected to the non-contact side, and the transition zone is located between the working edge and the non-working edge for smoothly connecting these two different stress areas.

[0017] This division method not only helps to accurately identify the wear conditions of each area, but also provides a detailed reference for subsequent wear calculations and maintenance. Specifically, the working side directly bears the rolling friction of the train wheels and is the part of the rail that is most severely worn; the non-working side mainly plays a supporting role to ensure the overall stability and safety of the track; the transition zone is located between the two and is used to smoothly connect these two different stress areas. By clearly dividing these three areas, the wear characteristics of each area can be analyzed more specifically and a reasonable maintenance plan can be formulated. In addition, this division method can also help technicians better understand the overall wear condition of the rails and discover potential safety hazards.

[0018] According to a preferred embodiment, the target curve segment of the non-working side of the rail is selected as the alignment reference for the alignment operation, wherein the fine adjustment step includes:

[0019] The measured profile is translated along the y direction to eliminate the error of the two profiles in the y direction;

[0020] Set the error limit in the x-direction. If the error in the x-direction after translation is within the limit, it is considered that the precise alignment is completed. If the error after translation exceeds the specified limit, the measured profile is translated along the x-direction to eliminate the average error in the x-direction, but a new error in the y-direction will be generated at the same time.

[0021] Set the error limit in the y direction. If the error in the y direction after translation is within the limit, it is considered that the precise alignment is completed. If the error after translation exceeds the specified limit, return to the first step to eliminate the error in the y direction again.

[0022] This cycle is repeated until the error in one direction is 0 and the error in the other direction is within the error limit, and then the precise alignment is considered to be completed.

[0023] The specific steps of the above-mentioned fine adjustment are intended to ensure high-precision alignment of the measured profile and the standard profile on a two-dimensional plane through iterative translation optimization. Specifically, the measured profile is first translated along the y direction to eliminate the error of the two profiles in the vertical direction; then the error limit in the x direction is set. If the error in the x direction after translation is within the limit, it is considered that the precise alignment is completed, otherwise the translation along the x direction is continued until the error requirement is met. This process gradually reduces the deviation in each direction through continuous adjustment and verification, and finally achieves high-precision alignment of the two profiles. This method not only improves the alignment accuracy, but also enhances the flexibility and adaptability of the system. In this way, the present invention ensures that the measured profile can be accurately matched with the standard profile each time it is measured, thereby providing a reliable benchmark for subsequent wear calculations and further improving the accuracy and reliability of the measurement results.

[0024] According to a preferred embodiment, the x-coordinate of the rail at a distance of one-third of the width of the top surface of the contact side is calculated, and the y-coordinates of two feature points corresponding to the measured profile and the standard profile at the x-coordinate are obtained by interpolation, and the coordinate values ​​are subtracted to obtain the vertical wear of the rail; the y-coordinate of the rail at a distance of 16 mm from the rail top is calculated, and the x-coordinates of two feature points corresponding to the measured profile and the standard profile at the y-coordinate are obtained by interpolation, and the coordinate values ​​are subtracted to obtain the side wear of the rail; half of the side wear and the vertical wear of the rail are added to obtain the total wear of the rail.

[0025] According to a preferred embodiment, after the profile alignment is completed, the normal deviation between the measured profile and the standard profile under different horizontal coordinate conditions is calculated, and the deflection angle of the normal of the standard rail surface relative to the plumb line is recorded.

[0026] The present invention takes special consideration of the deflection angle. After completing the profile alignment, the normal deviation of the measured profile and the standard profile under different horizontal coordinate conditions is calculated, and the deflection angle of the normal of the standard rail surface relative to the plumb line is recorded. The present invention not only solves the problem of traditional methods that only rely on vertical and lateral wear to evaluate rail wear, but also introduces normal deviation as a new evaluation parameter. Specifically, the normal deviation reflects the actual wear of the rail surface at different positions, and is particularly suitable for guiding rail grinding operations. The angle between the grinding wheel of the rail grinding vehicle and the rail surface has a corresponding relationship with the normal deviation, so the grinding effect can be optimized by adjusting the grinding parameters. In addition, the application of normal deviation can also reveal subtle wear changes that are difficult to capture with traditional methods, further improving the accuracy and reliability of wear assessment.

[0027] The present invention also includes a rail wear measuring device, which includes: a data acquisition unit for collecting data information related to the rail head profile of the rail; a data processing unit for calculating the rail wear. Preferably, the data processing unit is configured to: process the data obtained by the data acquisition unit to obtain the measured profile of the rail head profile, and divide the measured profile of the rail head profile into regions; initially align the measured profile with the standard profile based on the highest point and the outermost point, and then complete the precise alignment through fine adjustment; based on the aligned measured profile and standard profile, calculate the vertical wear, side wear and total wear of the rail by interpolation.

[0028] According to a preferred embodiment, the data acquisition unit is arranged on a detection beam with a gyroscope, and is arranged at positions on the detection beam corresponding to the left and right rails respectively, wherein the data acquisition unit includes a laser sensor and a laser direction regulator for adjusting the laser emission direction of the laser sensor.

[0029] According to a preferred embodiment, the data processing unit can be communicatively connected with the data acquisition unit and the gyroscope to calculate the actual inclination angle of the detection beam relative to the horizontal plane at any time based on the data of the gyroscope using an integration algorithm, and accordingly send an adjustment instruction to the laser direction regulator so that the laser direction regulator can deflect the laser emission direction of the laser sensor, and can also receive the data acquired by the laser sensor to process and obtain the measured profile of the rail head profile of the rail.

[0030] The data acquisition unit is arranged on the detection beam with a gyroscope and matches the positions corresponding to the left and right rails, and includes a laser sensor and a laser direction regulator. The gyroscope monitors the angular velocity changes of the detection beam in real time. The data processing unit can calculate the actual inclination angle of the detection beam relative to the horizontal plane at any time based on the angular velocity data provided by the gyroscope and the integral algorithm, and send adjustment instructions to the laser direction regulator accordingly. This method not only ensures that the laser can be accurately projected along the plumb line every time a measurement is made, but also enhances the adaptive ability of the system. Through real-time monitoring and adjustment, the present invention ensures that the laser sensor can still provide stable and reliable measurement data even in complex driving environments. In addition, the intelligent design of the data processing unit enables the system to quickly respond to various changes in working conditions, provide real-time wear assessment results, and provide strong technical support for rail maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of rail wear provided by the present invention;

[0032] Figure 2 It is a schematic diagram of the partitions of the outer surface of the rail head of the rail provided by the present invention;

[0033] Figure 3 is a flow chart of the steps of the rail wear measurement method provided by the present invention;

[0034] Figure 4 It is a hardware connection diagram of the rail wear measuring device provided by the present invention;

[0035] Figure 5 It is a structural schematic diagram of the rail wear measuring device provided by the present invention;

[0036] Figure 6 It is a schematic diagram of the layout position of the data acquisition unit provided by the present invention;

[0037] Figure 7 It is a schematic diagram of the partitioning of the rail surface part of the rail provided by the present invention;

[0038] Figure 8 is a schematic diagram of alignment reference provided by the present invention;

[0039] Fig. 9 It is a flowchart of the profile alignment and wear measurement provided by the present invention;

[0040] Fig.10 is a schematic diagram of the steps of profile alignment provided by the present invention;

[0041] Fig.11 is a schematic diagram of a rail wear measurement method provided by the present invention;

[0042] Fig.12It is a schematic diagram for comparing the calculation of the normal deviation and vertical wear of the rail provided by the present invention;

[0043] Fig.13 It is the profile after the non-working edges of the left and right rails in one embodiment provided by the present invention are aligned respectively;

[0044] Fig.14 is the normal wear of the left and right rails in one embodiment provided by the present invention;

[0045] Fig.15 is the rail milling amount of the left and right rails in an embodiment provided by the present invention;

[0046] Fig.16 It is a schematic diagram of the rail wear measuring device provided by the present invention being mounted on an operating electric passenger car;

[0047] Fig.17 It is a schematic diagram of the rail wear measuring device provided by the present invention being mounted on a hand-pushed measuring trolley.

[0048] Reference numerals list

[0049] 100: data acquisition unit; 110: laser sensor; 120: laser direction regulator; 200: data processing unit; 300: detection beam; 310: gyroscope; 410: rail head profile; 411: non-working edge; 412: transition zone; 413: working edge; 414: non-contact side; 415: contact side; 416: standard profile; 417: measured profile; 500: wheel; 600: rail wear measuring device; 700: hand-pushed measuring trolley; 800: operating electric passenger car. DETAILED DESCRIPTION

[0050] The following is a detailed description with reference to the accompanying drawings.

[0051] The wear of the rail can be expressed by the vertical wear, side wear and total wear at a specific position on the rail surface. Among them, the first two indicators can be directly measured by a manual caliper, and the total wear can be calculated using these two indicators. This measurement method is simple and convenient, and can ensure a certain degree of accuracy. It is an important basis for engineering maintenance. The level of rail damage can be determined according to the wear value. Severely damaged rails should be replaced in time, and lightly damaged rails should observe the development trend and the occurrence of other types of damage. However, caliper measurement cannot depict the overall situation of the entire rail wear area, and cannot provide sufficient reference for the grinding or milling of the rail. For grinding operations, it is necessary to master the profile of the entire rail within the horizontal coordinate range, and then design the grinding angle and pressure of the grinding wheel according to the target profile.

[0052] Here, it is proposed to use the normal deviation of the measured profile 417 and the standard profile 416 to describe the wear condition within the entire rail horizontal coordinate range (e.g. Figure 1 As shown). In this way, the change of rail wear along the horizontal axis can be obtained, which is conducive to evaluating the overall quality of the rail profile and can be combined with rail grinding. At this time, the data describing the wear condition will be a curve along the horizontal axis of the rail, and each horizontal axis position corresponds to a normal deviation of the profile, and each horizontal axis corresponds to an angle of the profile normal relative to the plumb bob.

[0053] like Figure 2 As shown, for the rail head of the rail, its outer surface can be divided into three main areas according to its functions and force characteristics: the rail surface, the contact side 415 and the non-contact side 414.

[0054] The rail surface refers to the horizontal surface at the top of the rail head, which is the area where the train wheels 500 directly roll and contact. The design and maintenance of the rail surface are crucial to ensure the smooth operation of the train. This area is subjected to huge pressure and friction from the wheels 500, and is therefore the part of the rail that is most severely worn. The state of the rail surface directly affects the safety and comfort of train travel.

[0055] The contact side 415 is located on one side of the rail head, specifically the side that is in direct contact with the adjacent rail or vehicle wheel flange. This area is not only subjected to pressure from the wheel 500, but also affected by wheel flange sliding and friction. The contact side 415 is one of the key areas of concern for rail wear measurement because it is directly related to changes in track geometry and the safety performance of trains when passing through curves.

[0056] The non-contact side 414 is located on the other side of the rail head. Compared with the contact side 415, it does not directly contact the wheel 500, and mainly plays a supporting role and maintains the overall stability and symmetry of the track. Although the non-contact side 414 is not directly subjected to the friction of the wheel 500, it may also be worn or deformed to a certain extent in some special cases (such as curved sections).

[0057] Example 1

[0058] like Figure 3 As shown, the present invention discloses a rail wear measurement method, which may include the following steps:

[0059] S1, collecting and processing the measured profile 417 of the rail head profile 410 of the rail, and dividing the measured profile 417 of the rail head profile 410 into regions;

[0060] S2, initially aligning the measured profile 417 and the standard profile 416 based on the highest point and the outermost point, and then completing the precise alignment through fine adjustment;

[0061] S3. Based on the aligned measured profile 417 and the standard profile 416, the vertical wear, side wear and total wear of the rail are calculated by interpolation.

[0062] Preferably, in step S1, a laser sensor 110 may be used to project a laser in a direction perpendicular to the rail surface and receive the reflected laser to obtain the rail head profile 410 of the rail, wherein the rail head profile 410 is a local profile excluding the rail jaw, rail waist and rail bottom. Preferably, for a group of rails, corresponding laser sensors 110 may be provided for the left and right rails, respectively, and only one corresponding laser sensor 110 may be provided for each to reduce hardware configuration. Preferably, when configuring the laser sensor 110, a suitable type of laser light source may be selected, such as a helium-neon laser, a semiconductor laser, etc., wherein a semiconductor laser having the characteristics of small size, high efficiency and long life is more suitable for the present invention. Preferably, when selecting the laser sensor 110, factors such as its wavelength (usually 635nm or 670nm), power output and beam quality shall also be considered to ensure sufficient brightness and stability while avoiding harm to the operator.

[0063] Preferably, the laser sensor 110 needs to be installed directly above the rail and ensure that the projected light is strictly perpendicular to the rail surface. This not only requires a stable bracket system to carry the laser equipment, but also needs to consider the possible impact of rail vibration and other external factors. Therefore, shock-absorbing measures should be adopted during installation, and the installation accuracy should be checked and adjusted regularly. Preferably, the laser sensor 110 can move along the extension direction of the rail and dynamically collect rail profile data at fixed time intervals, wherein the laser sensor 110 can be installed on a carrier to move with the carrier. Furthermore, the above-mentioned carrier can be, for example, an operating electric passenger car 800 or a hand-push measuring trolley 700, so that the operating electric passenger car 800 or the hand-push measuring trolley 700 can drive the laser sensor 110 to move synchronously when moving along the extension direction of the rail. Preferably, in order to solve the problem that when the rail is worn, the wheel 500 of the carrier equipped with the laser sensor 110 is tilted, resulting in the laser sensor 110 being unable to project the laser completely perpendicular to the rail surface, such as Figures 4 to 6As shown, the present invention can introduce a calibration procedure: the laser sensor 110 is set on a solid and lightweight detection beam 300, and a high-precision three-axis gyroscope 310 is installed on the detection beam 300, which can record the angular velocity change of the detection beam 300 in the xy plane in real time, and the actual inclination angle of the detection beam 300 relative to the horizontal plane at any time is calculated based on the data of the gyroscope 310 using an integral algorithm, and the laser emission direction of the laser sensor 110 is adjusted in the opposite direction by the same angle, so as to ensure that the laser is always projected along the plumb line. Further, the calculation of the inclination angle and the generation of the adjustment instruction can be completed by the data processing unit 200, and the data processing unit 200 can send an adjustment instruction to the laser direction regulator 120, so that the laser direction regulator 120 can deflect the laser emission direction of the laser sensor 110.

[0064] Specifically, in the default state, that is, when the detection beam 300 remains horizontal, the laser sensor 110 emits laser in the plumb direction to obtain the standard rail profile, and stores these data in the data processing unit 200 as a reference. When the train encounters superelevation or snaking motion during the running process, which causes the detection beam 300 to tilt, the gyroscope 310 monitors and records the angular velocity changes in real time. The data processing unit 200 calculates the current inclination angle based on this, and sends an adjustment instruction to the laser direction regulator 120 to ensure that the laser emission direction is reversely deflected by the same angle and the laser is projected in the plumb direction. The profile data obtained by the laser sensor 110 is transmitted to the data processing unit 200 in real time for storage and processing to extract the rail head profile 410. When the amount of rail wear is unknown, the present invention ensures that the laser is always projected in the direction of the plumb bob through the coordinated work of hardware and software systems, thereby avoiding systematic errors caused by the inclination of the detection beam 300. Specifically, by introducing a high-precision gyroscope 310 and a laser direction regulator 120, real-time calibration of the laser projection direction under dynamic conditions is achieved, greatly improving the measurement accuracy; and based on the intelligent algorithm of the data processing unit 200, the measurement deviation caused by the inclination of the detection beam 300 is effectively eliminated, ensuring the reliability of the data.

[0065] Preferably, in step S1, laser triangulation can be used to achieve high-precision scanning of the rail head profile 410, wherein the laser triangulation is a non-contact measurement technology based on the principle of geometric optics, which projects a thin line of laser beam onto the surface of the target object, and then uses a CCD (charge coupled device) or CMOS (complementary metal oxide semiconductor) sensor to capture the reflected speckle pattern, thereby calculating the distance information from the measured point to the sensor. Preferably, when the laser triangulation method is applied to the high-precision scanning of the rail head profile 410, the following key parameters can be set based on the specific situation: laser line width, focal length and working distance, exposure time, sampling frequency. For example, the width of the laser line can be controlled at around 0.1 mm. If it is too wide, it will affect the resolution, while if it is too narrow, it may lead to insufficient signal strength. The focal length and working distance determine the imaging range and clarity. The appropriate working distance (for example, 300 mm to 500 mm) can be selected according to the size of the rail head, and the lens focal length can be adjusted accordingly. The exposure time can be appropriately adjusted according to the lighting conditions on site to ensure that the reflected signal is neither too strong nor too weak, so as to accurately extract feature points. In order to cover the entire rail head profile 410, a sufficiently high sampling frequency (such as thousands of times per second) can be set to obtain continuous and dense data points.

[0066] Preferably, when the laser is irradiated onto the rail surface, the laser sensor 110 can capture the stripe data formed by the reflected light in real time. These raw data contain rich spatial information, but are also mixed with noise and interference components, so a series of preprocessing operations are required, including: denoising, which can use algorithms such as median filtering, mean filtering or Gaussian filtering to remove random noise and improve the signal-to-noise ratio; edge detection, which can use Canny operator, Sobel operator or other edge detection algorithms to extract obvious boundary lines from the data as the basis for subsequent analysis; coordinate transformation, which can map the pixels in the raw data back to the actual physical position in the world coordinate system according to the internal and external parameter matrices of the laser sensor 110 to complete the contour reconstruction.

[0067] Preferably, in the point cloud generation stage, after edge detection of the reflected stripe data captured by laser triangulation, each pixel represents a spatial coordinate. These pixel points are converted into two-dimensional points in the world coordinate system using the internal and external parameter matrix of the laser sensor 110 to form two-dimensional point cloud data. This process not only relies on the high-resolution laser sensor 110, but also requires a strict calibration process to ensure the accuracy of the internal and external parameter matrix. In order to improve the accuracy and density of the point cloud, mathematical methods such as polynomial fitting and B-spline interpolation are used to smooth the original point cloud, and a filtering algorithm is used to remove isolated points or outliers, thereby ensuring the quality and consistency of the point cloud.

[0068] Preferably, in the contour extraction stage, based on the optimized point cloud data, the key feature points of the measured profile 417 of the rail head contour 410 are identified, such as the boundary points of the working edge 413, the non-working edge 411 and the transition zone 412. These feature points are crucial for subsequent contour reconstruction. Through the least squares method or other curve fitting techniques, a smooth and continuous two-dimensional rail head contour line is constructed based on the identified feature points. The contour line should be as close to the actual shape as possible while maintaining mathematical simplicity and operability. Since the installation position and projection direction of the laser sensor 110 in the present invention ensure that the light is strictly perpendicular to the rail surface, there is no need to consider the splicing problem of multi-view data, which simplifies the data processing process and improves efficiency.

[0069] Preferably, in order to further verify and calibrate the measurement accuracy, a standard rail sample of known size and shape is selected as a reference object, the same measurement process is performed on it, and the results are compared with the theoretical values. If the error is within the allowable range, it means that the system has a high measurement accuracy; otherwise, the parameters need to be adjusted and recalibrated. In addition, multiple measurements are performed at the same location to evaluate the repeatability and stability of the system. An ideal measurement system should be able to provide consistent results, even at different times and conditions. Taking into account the possible vibration effects caused by train operation, an inertial measurement unit (IMU) or accelerometer can be integrated into the measurement system to monitor and compensate for deviations caused by vibration in real time, thereby further improving the measurement accuracy. The dynamic compensation mechanism ensures that the measurement system remains stable and accurate even in complex driving environments.

[0070] Preferably, in step S1, a high-precision description of the two-dimensional rail head contour line is achieved through systematic point cloud generation and optimization, contour extraction, accuracy verification and calibration steps. This method not only improves the measurement accuracy and reliability, but also simplifies the data processing process, enhances the adaptability to complex environments, and provides strong technical support for rail maintenance. In particular, the present invention is respectively provided with corresponding laser sensors 110 for the left and right rails, and each group of rails is only provided with one corresponding laser sensor 110, which ensures that the projected light is strictly perpendicular to the rail surface, avoids the complex processing of multi-view data, and makes the entire measurement process more efficient and accurate.

[0071] Preferably, if Figure 7As shown, in step S1, for the measured profile 417 of the identified rail head profile 410, the rail surface portion in the measured profile 417 can be divided into three areas based on its key feature points, namely the working edge 413, the non-working edge 411 and the transition area 412, wherein the working edge 413 is connected to the contact side 415 and directly bears the rolling friction of the wheel 500; the non-working edge 411 is connected to the non-contact side 414 and mainly plays a supporting role; the transition area 412 is located between the two and is used to smoothly connect the two different force-bearing areas. This division method not only helps to accurately identify the wear conditions of each area, but also provides a detailed reference basis for subsequent wear calculation and maintenance.

[0072] Preferably, in step S2, after the measured profile 417 of the rail head profile 410 is extracted, the measured profile 417 may be initially aligned with the standard profile 416 so as to make the approximate positions and directions of the two profiles consistent through geometric transformation. Furthermore, a section of a curve in the area where the rail is not worn may be selected as a reference, and the measured profile 417 and the standard profile 416 may be aligned, and then the difference between the two in the area where wear occurs may be compared to determine the wear of the rail. Since the waist and bottom of the rail will not contact the wheel 500, the method of the prior art usually uses the arc of the bottom of the rail as the alignment reference, which requires the rail profile measuring instrument to be able to describe the waist and bottom profiles of the rail. For example, for a rail, multiple laser sensors 110 are used to obtain the complete profile of the entire rail at different angles. This not only increases the configuration cost, but also places higher requirements on the three-dimensional reconstruction capability of the data processing unit 200. In contrast, Figure 8 As shown, the present invention selects the target curve segment of the non-working edge 411 of the rail as the alignment reference to be applied to more types of profile data. Preferably, when the rail bottom slope of the rail position is known, the standard profile 416 is rotated by a certain angle accordingly, so that the target curve segment includes the deviations of the measured profile 417 and the standard profile 416 in the x and y directions before alignment, and alignment can be achieved by only translating the measured profile 417 in two directions.

[0073] Preferably, the initial alignment of the two contours (non-working edges 411) is performed based on the highest point and the outermost point of the two contours. After the initial alignment, the coordinate error between the point set in the target curve segment of the measured contour 417 and the corresponding point set of the standard contour 416 is relatively large. In order to further improve the alignment accuracy, fine adjustment is required to minimize the error in each direction. Further, as Fig. 9 and Fig.10 As shown, the steps of fine tuning may include:

[0074] Assume that the coordinates of a point in the target curve segment of the measured profile 417 are (x, y), and the coordinates of any point in the standard profile 416 curve are (x0 ,y 0 ), the measured profile 417 is translated along the y direction (Σy 0 –Σy) / n, where n represents the number of points of the standard profile 416 curve in the target curve segment, at which point the average error of the two profiles in the y direction is 0;

[0075] Consider the error ε between the two curve segments along the x direction x , set the error limit ε in the x direction x,limit , where if the error after translation is within the limit, it is considered that the precise alignment is completed. If the error after translation exceeds the specified limit, the measured profile 417 is translated along the x direction (Σx 0 –Σx) / n to eliminate the average error in the x direction, but it will also generate a new error in the y direction;

[0076] Then examine the error of the point set coordinates in the target curve segment along the y direction and set the error limit ε in the y direction y,limit , where if the error in the y direction after translation is within the limit, it is considered that the precise alignment is completed. If the error after translation exceeds the specified limit, return to the first step to eliminate the error in the y direction again;

[0077] This cycle is repeated until the error in one direction is 0 and the error in the other direction is within the error limit, and then the precise alignment is considered to be completed.

[0078] Fig.10 (a)~ Fig.10 (d) shows that by eliminating the errors in the y direction and the x direction back and forth, so that the error in one direction is 0 while the error in the other direction is within the error limit, the following is obtained: Fig.10 (d) shows the two contours that are precisely aligned.

[0079] Furthermore, the accuracy of the alignment can be controlled by adjusting the error limits in both directions.

[0080] Preferably, if Fig.11 As shown, in step S3, the x-coordinate of the rail at a distance of one third of the top surface width of the contact side 415 (i.e., the width a in the figure) is calculated, and the y-coordinates of the two feature points corresponding to the measured profile 417 and the standard profile 416 at the x-coordinate are obtained by interpolation, and the coordinate values ​​are subtracted (i.e., the difference between the ordinates of point A and point A' in the figure) to obtain the vertical wear of the rail.

[0081] Preferably, if Fig.11As shown, in step S3, the y coordinate of the rail at a distance of 16 mm from the rail top (i.e., the width b in the figure) is calculated, and the x coordinates of the two feature points corresponding to the measured profile 417 and the standard profile 416 at the y coordinate are obtained by interpolation, and the coordinate values ​​are subtracted (i.e., the difference between the horizontal coordinates of point B and point B' in the figure) to obtain the side wear of the rail.

[0082] Preferably, in step S3, half of the side wear and the vertical wear of the rail may be added together to obtain the total wear of the rail.

[0083] Preferably, the present invention also specifically considers the deflection angle. Fig.12 As shown in FIG. 1 , after the profile alignment is completed, the normal deviations of the measured profile 417 and the standard profile 416 under different horizontal coordinate conditions are calculated, and the deflection angle of the standard rail surface normal relative to the plumb line is recorded. Fig.12 As shown in the figure, the coordinates of the position point used to calculate the vertical wear, that is, the vertical wear position point (point f in the figure), are expressed as (x 1 ,y 1 ). Draw a normal line (line d in the figure) through this point along the standard profile 416 curve, and obtain the angle (angle e in the figure) between the normal line (line d in the figure) and the plumb line (line c in the figure). The coordinates of the intersection point (point g in the figure) of the normal line (line d in the figure) and the measured profile 417 curve are (x 2 ,y 2 ), the normal deviation e can be calculated by the following formula:

[0084]

[0085] Further, the vertical grinding position point (point f in the figure) is extended downward along the plumb line (line c in the figure) to obtain the intersection point with the measured profile 417 curve (point h in the figure), and its coordinates are (x 1 ,y 3 ), then the value of vertical wear is y 1 -y 3 . Due to the existence of the angle (angle e in the figure) between the normal line (line d in the figure) and the plumb line (line c in the figure), the normal deviation (distance i in the figure) and vertical wear (distance j in the figure) at this position point have certain differences in values. The normal deviation is mainly used to guide the rail grinding operation, because the grinding wheel of the rail grinding vehicle and the rail surface have a certain angle, and the angle has a corresponding relationship with the angle between the normal line and the plumb line at each horizontal coordinate position of the rail profile curve, so as to help optimize the grinding parameter design. Similarly, the normal deviation of the position point used to calculate the side wear is also different in value from the side wear. Therefore, the present invention can output the normal deviation of the corresponding position point while outputting the vertical wear, side wear and total wear, so as to provide sufficient reference for the grinding or milling of the rail.

[0086] For example, Fig.13 The figure is a schematic diagram of the profile comparison results after the non-working edge 411 of the subway line rail is aligned before and after the milling construction, where the alignment limit is set to 0.1mm. In the range of 31 to 34mm of the horizontal coordinates of the left and right rails, the measured profile 417 in the initial state exceeds the envelope of the standard profile 416. This may be due to the long-term rolling of the wheel 500, which causes the plastic deformation of the rail and the fat edge phenomenon. The measured profiles 417 in the three states are extended along the normal direction of each point of the standard profile 416 to the measured profile 417 and subtracted to obtain the initial wear degree of the rail and the first and second milling amounts. Fig.14 As shown in the figure, before milling, the maximum value of the normal difference between the left rail profile and the standard profile (hereinafter referred to as normal wear) is 2.3mm, and its horizontal coordinate is located at 25.3mm; the wear range of the right rail is wider, and the normal wear in the horizontal coordinate range of 7.5 to 24.9mm is greater than 1.7mm. After two millings, the total milling amount of the working edge 413 of the left and right rails is greater than that of the non-working edge 411. Further, the two milling amounts of the rail can be obtained as follows Fig.15 As shown in the figure, it can be seen that the non-working edge 411 of the rail is too high during service, resulting in the first milling amount being mainly concentrated on the non-working edge 411 side, while the working edge 413 side mainly effectively processes the fat edge of the rail. The second milling amount is mainly concentrated on the working edge 413 side, so that the rail profile is optimized.

[0087] Example 2

[0088] This embodiment is a further improvement on Embodiment 1, and the repeated contents will not be repeated here.

[0089] The present invention discloses a rail wear measuring device 600, which can be used to execute the rail wear measuring method as described in Example 1.

[0090] Preferably, if Figure 4 As shown, the rail wear measuring device 600 of the present invention may include: a data acquisition unit 100, used to collect data information related to the rail head profile 410 of the rail; a data processing unit 200, used to calculate the rail wear, wherein the data processing unit 200 may be configured to: process the data obtained by the data acquisition unit 100 to obtain the measured profile 417 of the rail head profile 410, and divide the measured profile 417 of the rail head profile 410 into regions; initially align the measured profile 417 and the standard profile 416 based on the highest point and the outermost point, and then complete the precise alignment through fine adjustment; based on the aligned measured profile 417 and the standard profile 416, calculate the vertical wear, side wear and total wear of the rail by interpolation.

[0091] Preferably, the rail wear measuring device 600 of the present invention can be arranged on a measuring carrier, and the measuring carrier can move along the extension direction of the rail to drive the rail wear measuring device 600 to move synchronously, wherein the form of the measuring carrier is not limited, for example, it can be as follows Fig.16 The operating electric passenger car 800 shown in FIG. Fig.17 A hand-pushed measuring trolley 700 is shown.

[0092] Preferably, the rail wear measuring device 600 may be configured with a carrier connecting portion for connecting with a measuring carrier, wherein the carrier connecting portion may be configured to detect the beam body 300. Figure 5 As shown, a gyroscope 310 may be provided on the detection beam 300 to record the angular velocity change of the detection beam 300 in the xy plane. Figure 5 As shown, the data acquisition unit 100 may be arranged at positions on the detection beam 300 corresponding to the left and right rails, respectively, wherein the data acquisition unit 100 may include a laser sensor 110 and a laser direction regulator 120 for adjusting the laser emission direction of the laser sensor 110. Preferably, as Figure 5 As shown, the data processing unit 200 can also be set on the detection beam 300, and can be communicated with the data acquisition unit 100 and the gyroscope 310, so as to calculate the actual inclination angle of the detection beam 300 relative to the horizontal plane at any time based on the data of the gyroscope 310 using an integration algorithm, and send an adjustment instruction to the laser direction regulator 120 accordingly, so that the laser direction regulator 120 can deflect the laser emission direction of the laser sensor 110, and can also receive the data obtained by the laser sensor 110 to process and obtain the measured profile 417 of the rail head profile 410 of the rail.

[0093] It should be noted that the above-mentioned specific embodiments are exemplary, and those skilled in the art can come up with various solutions inspired by the disclosure of the present invention, and these solutions also belong to the disclosure scope of the present invention and fall within the protection scope of the present invention. Those skilled in the art should understand that the present invention specification and its drawings are illustrative and do not constitute a limitation of the claims. The scope of protection of the present invention is defined by the claims and their equivalents. The present invention specification contains multiple inventive concepts, such as "preferably" or "according to a preferred embodiment", which means that the corresponding paragraph discloses an independent concept, and the applicant reserves the right to file a divisional application based on each inventive concept. Throughout the text, the features guided by "preferably" are only an optional method and should not be understood as a must-have setting. Therefore, the applicant reserves the right to abandon or delete the relevant preferred features at any time.

Claims

1. A rail wear measurement method, characterized in that: It includes the following steps: S1, collecting and processing the measured profile (417) of the rail head profile (410) of the rail, and dividing the measured profile (417) of the rail head profile (410) into regions; S2, initially aligning the measured profile (417) and the standard profile (416) based on the highest point and the outermost point, and then completing the precise alignment through fine adjustment; S3. Based on the aligned measured profile (417) and the standard profile (416), the vertical wear, side wear and total wear of the rail are calculated by interpolation.

2. The rail wear measurement method according to claim 1, characterized in that: A laser sensor (110) is used to project laser light in a direction perpendicular to the rail surface and to receive reflected laser light, so as to obtain a rail head profile (410) of a steel rail, wherein when a detection beam (300) on which the laser sensor (110) is mounted deflects relative to a horizontal plane, an actual inclination angle of the detection beam (300) relative to the horizontal plane at any time is calculated based on data from a gyroscope (310) disposed on the detection beam (300), and accordingly, the laser emission direction of the laser sensor (110) is adjusted in the opposite direction by the same angle.

3. The rail wear measurement method according to claim 1 or 2, characterized in that: When the laser is irradiated onto the rail surface, the laser sensor (110) captures the stripe data formed by the reflected light in real time as raw data, and undergoes a preprocessing operation to obtain the corresponding measured profile (417), wherein the preprocessing operation includes: denoising, using an algorithm including median filtering, mean filtering or Gaussian filtering to remove random noise; edge detection, using an edge detection algorithm including a Canny operator and a Sobel operator to extract obvious boundary lines from the data; coordinate conversion, mapping the pixel points in the raw data back to the actual physical position in the world coordinate system according to the internal parameter matrix and the external parameter matrix of the laser sensor (110), thereby completing the profile reconstruction.

4. The rail wear measurement method according to any one of claims 1 to 3, characterized in that: The rail surface portion of the measured profile (417) of the identified rail head profile (410) is divided into three regions: a working edge (413), a non-working edge (411) and a transition zone (412), wherein the working edge (413) is connected to a contact side (415), the non-working edge (411) is connected to a non-contact side (414), and the transition zone (412) is located between the working edge (413) and the non-working edge (411) for smoothly connecting the two different stress-bearing regions.

5. The rail wear measurement method according to any one of claims 1 to 4, characterized in that: The target curve segment of the non-working edge of the rail (411) is selected as the alignment reference for the alignment operation, wherein the fine adjustment step includes: The measured profile (417) is translated along the y direction to eliminate the error between the two profiles in the y direction; Setting an error limit in the x direction, wherein if the error in the x direction after translation is within the limit, it is considered that the precise alignment is completed, and if the error after translation exceeds the specified limit, the measured profile (417) is translated along the x direction to eliminate the average error in the x direction, but a new error in the y direction will be generated at the same time; Set the error limit in the y direction. If the error in the y direction after translation is within the limit, it is considered that the precise alignment is completed. If the error after translation exceeds the specified limit, return to the first step to eliminate the error in the y direction again. This cycle is repeated until the error in one direction is 0 and the error in the other direction is within the error limit, and then the precise alignment is considered to be completed.

6. The rail wear measurement method according to any one of claims 1 to 5, characterized in that: Calculate the x-coordinate of the rail at a point one-third of the width of the top surface from the contact side (415), obtain the y-coordinates of two feature points corresponding to the measured profile (417) and the standard profile (416) at the x-coordinate by interpolation, and calculate the difference of the coordinate values ​​to obtain the vertical wear of the rail; Calculate the y coordinate of the rail at a distance of 16 mm from the rail top, obtain the x coordinates of two feature points corresponding to the measured profile (417) and the standard profile (416) at the y coordinate by interpolation, and calculate the difference between the coordinate values ​​to obtain the side wear of the rail; The total rail wear is obtained by adding half of the side wear and the vertical rail wear.

7. The rail wear measurement method according to any one of claims 1 to 6, characterized in that: After the profile alignment is completed, the normal deviations of the measured profile (417) and the standard profile (416) under different horizontal coordinate conditions are calculated, and the deflection angle of the standard rail surface normal relative to the plumb line is recorded.

8. A rail wear measuring device, characterized in that: It includes: A data collection unit (100) for collecting data information related to a rail head profile (410) of a rail; The data processing unit (200) is used to calculate rail wear, wherein: The data processing unit (200) is configured to: process the data obtained by the data acquisition unit (100) to obtain a measured profile (417) of the rail head profile (410), and divide the measured profile (417) of the rail head profile (410) into regions; perform initial alignment of the measured profile (417) and the standard profile (416) based on the highest point and the outermost point, and then perform precise alignment through fine adjustment; Based on the aligned measured profile (417) and the standard profile (416), the vertical wear, side wear and total wear of the rail are calculated by interpolation.

9. The rail wear measuring device according to claim 8, characterized in that: The data acquisition unit (100) is arranged on a detection beam (300) having a gyroscope (310), and is arranged at positions on the detection beam (300) corresponding to the left and right rails, respectively, wherein the data acquisition unit (100) comprises a laser sensor (110) and a laser direction regulator (120) for adjusting the laser emission direction of the laser sensor (110).

10. The rail wear measuring device according to claim 8 or 9, characterized in that: The data processing unit (200) can be connected to the data acquisition unit (100) and the gyroscope (310) in communication, so as to calculate the actual inclination angle of the detection beam (300) relative to the horizontal plane at any time by using an integral algorithm based on the data of the gyroscope (310), and send an adjustment instruction to the laser direction regulator (120) accordingly, so that the laser direction regulator (120) can deflect the laser emission direction of the laser sensor (110), and can also receive the data acquired by the laser sensor (110) to process and obtain the measured profile (417) of the rail head profile (410) of the rail.

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