Automatic centering system and method for steel rail flaw detector

Abstract

The invention relates to the technical field of steel rail flaw detection, in particular to an automatic centering system and method for a steel rail flaw detector, and the method comprises the following steps: when a to-be-detected steel rail is subjected to flaw detection, searching whether a corresponding centering operation record table exists or not according to the line, row type and mileage position of the to-be-detected steel rail; if yes, when flaw detection is carried out on the steel rail to be detected, centering operation is carried out according to horizontal and deflection adjustment of the corresponding mileage position recorded in the centering operation record table; if not, acquiring a to-be-detected steel rail line and row type; the steel rail flaw detector starts flaw detection from the initial position, centering operation is carried out according to the preset centering standard of the steel rail flaw detector, horizontal and deflection adjustment of the centering operation is recorded, and a centering operation record chart is created. The system can flexibly cope with a complex and changeable railway line environment, the universality and practicability of the system are improved, and the centering operation efficiency of the steel rail flaw detector is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail flaw detection, and specifically to an automatic centering system and method for a rail flaw detector. Background Art

[0002] In the field of railway maintenance and safety inspection, rail flaw detection is a key link to ensure the normal operation of the railway system. As an important tool for detecting internal defects of rails, the accuracy and efficiency of a rail flaw detector are directly related to the safety and reliability of railway operation. In traditional rail flaw detection operations, the centering operation of the flaw detector often relies on the experience of operators and manual adjustment, which is not only inefficient but also easily affected by human factors, resulting in unstable centering accuracy. Summary of the Invention

[0003] The purpose of the present invention is to provide an automatic centering system and method for a rail flaw detector, which realizes precise centering of the detection wheel by recording and reusing historical operation data, thereby overcoming the deficiencies in the prior art.

[0004] The technical solution of the present invention is as follows:

[0005] An automatic centering system for a rail flaw detector, comprising:

[0006] A passive tag; used for installation on the inner side of the rail, storing the mileage between the position of the passive tag and the starting point of the line;

[0007] A reading device; reading the mileage stored in the passive tag;

[0008] An encoder; used for obtaining the real-time position of the corresponding detection wheel;

[0009] A database; used for storing a centering operation record form according to the line, direction and mileage position;

[0010] A host computer; communicatively connected to the reading device, the encoder and the database, used for storing and calling the centering operation record form, and sending a centering instruction to the rail flaw detector according to the line, direction and mileage position recorded in the centering operation record form; creating or updating the centering operation record form according to the mileage position and the centering operation.

[0011] Each passive tag stores a unique identification code.

[0012] The preset spacing of the passive tags on the inner side of the rail is obtained according to the actual mileage, and the actual mileage is obtained by the following formula;

[0013] Based on the inner radius R of the wheel IN 、the rotation angle θ and the gauge d to calculate the actual mileage L actual , the specific method is:

[0014]

[0015] Preset spacing D card Based on the error threshold ε, the mileage difference ΔL, and the actual mileage L actual Obtained, and the specific calculation method is as follows:

[0016]

[0017] An automatic centering method for a rail flaw detector, which is applied to the automatic centering system of the rail flaw detector, includes the following steps:

[0018] S1. When detecting a rail to be inspected, according to the line, direction, and mileage position of the rail to be inspected, check whether there is a corresponding centering operation record form;

[0019] If it exists, when detecting the rail to be inspected, perform a centering operation according to the horizontal and yaw adjustments at the corresponding mileage position recorded in the centering operation record form;

[0020] If it does not exist, execute S2;

[0021] S2. After obtaining the line and direction of the rail to be inspected; the rail flaw detector starts detecting from the starting position, detects the attitude of the rail flaw detector according to the preset centering standard of the rail flaw detector, performs a centering operation, records the horizontal and yaw adjustments of the centering operation, matches the centering operation with the current mileage position of the rail flaw detector, creates a centering operation record form. During this process, whenever it travels to the position of the passive tag, the reading device reads the mileage information stored in the passive tag and compares it with the real-time position measured by the encoder to calibrate the current mileage position of the rail flaw detector.

[0022] For the reading device to read the mileage information stored in the passive tag and compare it with the real-time position measured by the encoder to obtain the current mileage position of the rail flaw detector, the specific operation is as follows:

[0023] Set the mileage error threshold;

[0024] If the difference between the real-time position and the mileage information of the passive tag read by the reading device is greater than the mileage error threshold and less than twice the mileage error threshold, correct the real-time position in the encoder to the mileage position of the passive tag mileage information;

[0025] If the difference between the real-time position and the mileage information of the passive tag read by the reading device is greater than twice the mileage error threshold, correct the real-time position in the encoder to the mileage position of the passive tag mileage information; and feedback the error to the database to mark the current position emphatically.

[0026] Calibrate the real-time position of the rail flaw detector, and the specific operation is as follows:

[0027] Take the average value of the encoders installed on the rail flaw detector as the real-time position.

[0028] Feed back the error to the database, mark the current position emphatically, and also increase the density of passive tags within a preset distance mileage before and after the current position to three times the current density.

[0029] When detecting a rail to be inspected, if the centering operation record form is found according to the line and train operation direction of the rail to be inspected, but the centering operation record form does not include the centering operations corresponding to all mileage positions of the rail to be inspected, then the centering operation record form needs to be updated. The specific operation is as follows:

[0030] When the rail flaw detector travels to a mileage position not recorded in the centering operation record form of the rail to be inspected, detect the attitude of the rail flaw detector according to the preset centering standard of the rail flaw detector, perform centering operation, record the horizontal and yaw adjustments of the centering operation, match the centering operation with the current mileage position of the rail flaw detector, and create a centering operation record form. During this process, whenever it travels to the position of a passive tag, the reading device reads the mileage information stored in the passive tag and compares it with the real-time position measured by the encoder to obtain the current mileage position of the rail flaw detector.

[0031] The real-time position of the rail flaw detector at the starting position is zero, and the mileage information stored in the passive tag at the starting position is zero.

[0032] The beneficial effects of the present invention are specifically reflected in the following aspects:

[0033] By introducing the centering operation record form, the present invention realizes the effective storage and reuse of centering information for specific rail lines, train operation directions, and mileage positions. When detecting a rail to be inspected, if there is a corresponding centering operation record form, the centering operation can be directly performed according to the record, avoiding the process of repeated adjustment, thereby significantly improving the operation efficiency and reducing the labor and time costs.

[0034] In addition, by reusing historical operation data, the influence caused by the experience of operators or manual adjustment errors can be avoided.

[0035] The present invention can adapt to different lines, train operation directions, and operating conditions, and is suitable for repeated detection scenarios. Specific Embodiment

[0036] The technical solution of the present invention is as follows:

[0037] An automatic centering system for a rail flaw detector, comprising:

[0038] Passive tags; used for installation on the inner side of the rail to store the mileage between the passive tag position and the starting position; each passive tag stores a unique identification code, is powered by electromagnetic induction, is suitable for the railway environment; fixed on the side of the railway track or the sleeper, and the installation position needs to be unified to avoid affecting the train operation or device reading.

[0039] Reading device; installed at the bottom of the rail flaw detector, reads the mileage stored in the passive tag; built-in power supply, suitable for reading at a longer distance; installed at an appropriate position from the rail surface to ensure stable signal reading.

[0040] Encoder; installed on both the left and right sides of the rail flaw detector, used to obtain the real-time position of the corresponding detection wheel.

[0041] Database; used to store the centering operation record table according to the line, line type, and mileage position.

[0042] Host computer; communicatively connected to the reading device, encoder, and database, used to store and call the centering operation record table, and send a centering instruction to the rail flaw detector according to the line, line type, and mileage position recorded in the centering operation record table; create or update the centering operation record table according to the mileage position and centering operation.

[0043] The specific steps for installing the passive tag are as follows:

[0044] Obtain the distance between two opposite rails as the gauge d; obtain the rotation angle of the inner wheel and the outer wheel at the same angle as the rotation angle θ; take the distance between the inner rail and the center of the inner wheel as the inner radius R. IN ; Calculate the mileage difference ΔL between the inner wheel and the outer wheel based on the product of the gauge and the rotation angle; calculate the path length L of the inner wheel based on the product of the rotation angle and the inner radius. IN ; Based on the inner radius R IN 、rotation angle θ and gauge d to calculate the actual mileage L actual ;

[0045]

[0046] Set the error threshold ε, and obtain the preset spacing D based on the error threshold ε, mileage difference ΔL, and L actual card ;

[0047]

[0048] On the inner side of the rail, install the passive tag at the preset spacing D card Install the passive tag on the straight section of the rail, and install the passive tag at D card / 2 on the straight-curved section of the rail; at the bottom of the rail flaw detector, install the reading device according to the effective distance range of the reading device.

[0049] When installing the passive tag, the preset spacing D card Is measured from the starting position, and the mileage information stored in the passive tag at the starting position is zero.

[0050] The setting of the passive tag can provide a reference standard for subsequent position calibration of the rail flaw detector, preventing deviation of the mileage position during long-time and long-distance operation of the rail flaw detector.

[0051] An automatic centering method for a rail flaw detector, which is applied to the automatic centering system of the rail flaw detector, includes the following steps:

[0052] S1. When detecting a rail to be inspected, check whether there is a corresponding centering operation record form according to the line, direction, and mileage position of the rail to be inspected;

[0053] If it exists, when detecting the rail to be inspected, perform a centering operation according to the horizontal and yaw adjustments at the corresponding mileage position recorded in the centering operation record form;

[0054] If it does not exist, execute S2.

[0055] An example of the data recorded in the centering operation record form is as follows:

[0056] Position 1: Mileage position 10 km, 1 horizontal adjustment with an offset step (right), 2 yaw adjustments (10° down).

[0057] Position 2: Mileage position 12 km, 2 horizontal adjustments with an offset step (left), 1 yaw adjustment (5° up).

[0058] When detecting the rail to be inspected, for example, at position 1, the system automatically performs 1 right adjustment and 2 down adjustments according to the recorded data to achieve quick centering.

[0059] S2. After obtaining the line and direction of the rail to be inspected; the rail flaw detector starts detecting from the starting position, detects the attitude of the rail flaw detector according to the preset centering standard of the rail flaw detector, performs a centering operation, records the horizontal and yaw adjustments of the centering operation, matches the centering operation with the current mileage position of the rail flaw detector, creates a centering operation record form. During this process, whenever it travels to the position of the passive tag, the reading device reads the mileage information stored in the passive tag and compares it with the real-time position measured by the encoder to calibrate the current mileage position of the rail flaw detector.

[0060] The present invention realizes the effective storage and reuse of centering information for specific rail lines, directions, and mileage positions by introducing a centering operation record form. When detecting a rail to be inspected, if there is a corresponding centering operation record form, the centering operation can be directly performed according to the record, avoiding the process of repeated adjustment, thereby significantly improving the operation efficiency and reducing the labor and time costs.

[0061] For possible cumulative errors of the encoder, correct the positioning data at regular intervals of distance or time.

[0062] The encoders installed on the rail flaw detector calculate the average value as the real-time position. The encoders are respectively installed on the left and right sides of the rail flaw detector. Since the wheel-type rail flaw detector is used, the encoder measures the position by counting the number of wheel revolutions, and there may be a situation where the counting on both sides is not unified. Using the average value is more accurate.

[0063] Compare the mileage information stored in the passive tag read by the reading device with the real-time position measured by the encoder to obtain the current mileage position of the rail flaw detector. The specific operation is as follows:

[0064] Set the mileage error threshold;

[0065] If the difference between the real-time position and the mileage information of the passive tag read by the reading device is greater than the mileage error threshold and less than twice the mileage error threshold, correct the real-time position in the encoder to the mileage position of the passive tag mileage information;

[0066] If the difference between the real-time position and the mileage information of the passive tag read by the reading device is greater than twice the mileage error threshold, correct the real-time position in the encoder to the mileage position of the passive tag mileage information; and feedback the error to the database and mark the current position emphatically.

[0067] Feedback the error to the database and mark the current position emphatically, which also includes increasing the density of passive tags to three times the current density within a preset distance mileage before and after the current position.

[0068] Since the odometer error accumulates gradually, the spacing design of passive tags also needs to be adjusted according to the error growth rate. Generally, railway lines are divided into straight lines and curves. The cumulative error of the mileage in the straight section mainly comes from the error between the calculated value and the actual value of the wheel outer diameter. Therefore, by calibrating the real-time positions of the two encoders, the error can be reduced, and the mileage calibration positions can be set at fixed intervals in the straight section; in the curve section, because the actual curve mileage is measured according to the center lines of the two rails, the mileage error measured by the wheels on the lower or upper rail and the actual mileage will be significantly larger than that in the straight line. Therefore, the preset spacing of passive tags needs to be encrypted in the curve section. In addition, through historical data, if the error at the passive tag is large and appears continuously more than twice, passive tags are encrypted and set before and after this position.

[0069] In addition, if the difference between the real-time position and the mileage information of the passive tag read by the reading device is less than the mileage error threshold, there is no need to change the real-time position in the encoder.

[0070] By improving the centering accuracy and operation efficiency of the rail flaw detector, potential safety hazards can be detected in time, thus ensuring the safety and reliability of railway operation. At the same time, reducing the interference of human factors further improves the accuracy and credibility of the flaw detection operation.

[0071] When detecting a rail to be inspected, if the centering operation record table is found according to the line and train direction of the rail to be inspected, but the centering operation record table does not include the centering operations corresponding to all mileage positions of the rail to be inspected, the centering operation record table needs to be updated. The specific operation is as follows:

[0072] When the rail flaw detector travels to a mileage position not recorded in the centering operation record table of the rail to be inspected, the attitude of the rail flaw detector is detected according to the preset centering standard of the rail flaw detector, centering operation is performed, the horizontal and yaw adjustments of the centering operation are recorded, the centering operation is matched with the current mileage position of the rail flaw detector, and a centering operation record table is created. During this process, whenever it travels to the position of a passive tag, the reading device reads the mileage information stored in the passive tag and compares it with the real-time position measured by the encoder to obtain the current mileage position of the rail flaw detector.

[0073] The real-time position of the rail flaw detector at the starting position is zero, and the mileage information stored in the passive tag at the starting position is zero.

[0074] In this step, since the centering operation record table of the rail to be inspected is found, it is defaulted that the rail flaw detector starts from the starting position to detect the rail to be inspected. The current mileage position during the update is the real-time position. When it travels to the position of a passive tag, comparison and calibration are performed again.

[0075] Considering that the length span of the rail to be inspected is very long, the rail flaw detector may not be able to complete all inspections in one go. By adopting the method of updating the centering operation record table, it is also necessary to start from the starting position each time. Therefore, a base station where the rail flaw detector can stop is also designed. The base station can provide rest for the operators and rectify the equipment; starting from the starting position, a base station is set every Y, and each base station is assigned a serial number N in sequence. The first base station is the No. 1 base station that is Y away from the starting position.

[0076] When the rail flaw detector travels to a mileage position not recorded in the centering operation record table of the rail to be inspected, the attitude of the rail flaw detector is detected according to the preset centering standard of the rail flaw detector, centering operation is performed, and the horizontal and yaw adjustments of the centering operation are recorded; during this process, when the rail flaw detector starts to detect the rail to be inspected from the Nth base station, the real-time position of the encoder is the product NY of the base station number and the base station interval. Whenever it travels to the position of a passive tag, the reading device reads the mileage information stored in the passive tag and calculates and corrects it with the real-time position measured by the encoder to calibrate the current mileage position of the rail flaw detector; match the mileage position and the centering operation, generate a set of data for the centering operation record table, and sort the multiple sets of generated data in ascending order according to the distance from the starting position and put them into the centering operation record table.

[0077] The present invention can intelligently adjust the centering strategy according to the actual conditions of different rail lines, train directions, and mileage positions. For the first flaw detection or the case of missing records, the system can automatically perform centering operations and record relevant data, creating or updating the centering operation record form. This adaptive ability enables the system to flexibly cope with the complex and changeable railway line environment, improving the versatility and practicality of the system.

Claims

1. An automatic centering system for a rail flaw detector, characterized in that: include: Passive tags; Used to be installed on the inside of the rail to store the mileage between the passive tag location and the starting point of the line; Reading device; Read the mileage stored in the passive tag; Encoder; used to obtain the real-time position of the corresponding probe wheel; Database; used to store the centering operation record table according to the line, line type and mileage position; Host computer; communicates with the reading device, encoder and database, is used to store and call the centering operation record table, and sends centering instructions to the rail flaw detector according to the line, line type and mileage position recorded in the centering operation record table; creates or updates the centering operation record table according to the mileage position and centering operation.

2. The automatic centering system for rail flaw detector according to claim 1, characterized in that: Each passive tag stores a unique identification code.

3. The automatic centering system for rail flaw detector according to claim 1, characterized in that: The preset spacing of the passive tag on the inner side of the rail is obtained according to the actual mileage, and the actual mileage is obtained by the following formula: Based on the wheel inner radius R IN , turning angle θ and track gauge d to calculate the actual mileage L actual , the specific method is:

4. The automatic centering system for rail flaw detector according to claim 3 is characterized in that: Preset spacing D card Based on the error threshold ε, mileage difference ΔL and actual mileage L actual The specific calculation method is:

5. A method for automatic centering of a rail flaw detector, applied to the automatic centering system of a rail flaw detector according to claim 1, characterized in that: The following steps are involved: S1. When flaw detection is performed on the rail to be inspected, according to the line, line type and mileage position of the rail to be inspected, find out whether there is a corresponding centering operation record sheet; If there is, when inspecting the rail to be inspected, the centering operation shall be performed according to the horizontal and runout adjustments of the corresponding mileage positions recorded in the centering operation record sheet; If it does not exist, execute S2; S2. After obtaining the line and type of the rail to be inspected, the rail flaw detector starts flaw detection from the starting position, detects the posture of the rail flaw detector according to the preset rail flaw detector centering standard, performs centering operation, records the horizontal and yaw adjustments of the centering operation, matches the centering operation with the current mileage position of the rail flaw detector, and creates a centering operation record sheet. During this process, whenever it reaches the passive tag position, the reading device reads the mileage information stored in the passive tag, compares it with the real-time position measured by the encoder, and calibrates the current mileage position of the rail flaw detector.

6. The automatic centering method of a rail flaw detector according to claim 5, characterized in that: The reading device reads the mileage information stored in the passive tag and compares it with the real-time position measured by the encoder to obtain the current mileage position of the rail flaw detector. The specific operation is as follows: Set the mileage error threshold; If the difference between the real-time position and the passive tag mileage information read by the reading device is greater than the mileage error threshold and less than twice the mileage error threshold, the real-time position in the encoder is corrected to the mileage position of the passive tag mileage information; If the difference between the real-time position and the passive tag mileage information read by the reading device is greater than twice the mileage error threshold, the real-time position in the encoder is corrected to the mileage position of the passive tag mileage information; And feedback the error to the database, and mark the current position.

7. The automatic centering method for a rail flaw detector according to claim 5, characterized in that: The real-time position of the rail flaw detector is calibrated by: The encoder installed on the rail flaw detector is averaged as the real-time position.

8. The automatic centering method of a rail flaw detector according to claim 6, characterized in that: The feedback error is sent to the database to focus on marking the current position, and also includes increasing the density of passive tags to three times the current density within a preset distance mileage before and after the current position.

9. The automatic centering method of a rail flaw detector according to claim 5, characterized in that: When flaw detection is performed on the rails to be inspected, if the centering operation record table is found according to the line and row of the rails to be inspected, but the centering operation record table does not contain the centering operations corresponding to all mileage positions of the rails to be inspected, the centering operation record table needs to be updated. The specific operations are as follows: When the rail flaw detector moves to a mileage position that is not recorded in the centering operation record sheet of the rail to be inspected, the preset rail flaw detector centering standard is used to detect the rail flaw detector's posture, perform the centering operation, record the horizontal and yaw adjustments of the centering operation, match the centering operation with the current mileage position of the rail flaw detector, and create a centering operation record sheet. During this process, whenever the rail flaw detector moves to the passive tag position, the reading device reads the mileage information stored in the passive tag, compares it with the real-time position measured by the encoder, and obtains the current mileage position of the rail flaw detector.

10. The automatic centering method of a rail flaw detector according to claim 5, characterized in that: The real-time position of the rail flaw detector at the starting position is zero, and the mileage information stored in the passive tag at the starting position is zero.

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