Methods and related equipment for detecting rail corrugation and joint welds based on a ride-on instrument.

Abstract

This invention relates to the field of rail transit technology and discloses a method and related equipment for detecting rail corrugation and joint welds based on a passenger-carrying instrument. The method includes: collecting noise signals and mileage of a train traveling on rails using a passenger-carrying instrument inside the train carriage; mapping the noise signals to the mileage; determining the current train speed; determining the rail corrugation excitation frequency band and the rail joint weld frequency band based on the speed; calculating a first cumulative value of the noise spectrum energy corresponding to the noise signal within the rail corrugation excitation frequency band, and calculating a second cumulative value of the noise spectrum energy corresponding to the noise signal within the rail joint weld frequency band; detecting whether rail corrugation occurs at a first mileage based on the first cumulative value, and detecting whether a joint weld exists at a second mileage based on the second cumulative value. Through this method, this invention can achieve efficient and accurate detection of rail corrugation and joint welds with mileage coverage.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to a method and related equipment for detecting rail corrugation and joint welds based on a ride-on device. Background Technology

[0002] With the rapid development of rail transit, train track inspection has become increasingly important. In this context, the track structure will be subjected to higher speeds and more frequent wheel-rail interactions. Under the combined effects of multiple factors, rolling contact damage is unavoidable on the rail surface, leading to rail irregularities such as rail corrugation and weld joints. Rail corrugation and weld joints can excite high-frequency vibrations in the vehicle and track system. If inspection and maintenance are not timely, this will eventually lead to fatigue failure of key components in the wheel-rail system, threatening train operation safety and increasing maintenance costs.

[0003] Currently, rail corrugation measurement methods rely on physical or virtual reference standards to measure the wavelength and amplitude of rail corrugation, such as fixed-length steel rulers or electronic straightedges. However, this method is inefficient. In addition, rail corrugation measuring instruments based on chord reference and inertial reference methods are widely used. The chord reference method, specifically, is a chord measurement approach. Depending on the location and number of measurement points, it can be categorized as midpoint chord, off-point chord, and multi-point chord. It measures the short-wavelength chord values ​​of the rail at equal intervals, establishes a measurement model based on the chord reference configuration, and constructs an inversion model using frequency sampling or least squares optimization methods to invert the chord values ​​and obtain the short-wavelength rail corrugation. The inertial reference method-based rail corrugation measuring instrument uses a high-sensitivity accelerometer mounted on a suspension system with elasticity relative to the trolley. A neoprene rubber pad is installed at the bottom of the accelerometer, contacting the rail surface. This pad mechanically filters out extremely short-wavelength roughness. The elastic suspension dynamically isolates the accelerometer from the trolley's main structure, and the acceleration is integrated twice to calculate the short-wavelength, resulting in high measurement accuracy.

[0004] To achieve rapid, mileage-wide measurement of rail irregularities, an indirect measurement method based on the dynamic response of high-speed trains has been proposed. This method monitors the acceleration of the train axle boxes, extracts time-frequency domain characteristic indicators such as rail corrugation index and track impact index, and determines whether these indices exceed limits to measure and evaluate the rail. However, many factors affect rail smoothness, including not only rail corrugation and weld joints, but also rail top surface spalling, rail geometric irregularities, and periodic supports. The indirect measurement method based on the dynamic response of high-speed trains cannot accurately detect rail corrugation and weld joints. Therefore, achieving efficient and accurate mileage-wide detection of rail corrugation and weld joints remains a problem to be solved. Summary of the Invention

[0005] In view of the above problems, embodiments of the present invention provide a method and related equipment for detecting rail corrugation and joint welds based on a ride-on instrument, which is used to solve the problems existing in the prior art.

[0006] According to one aspect of the present invention, a method for detecting rail corrugation and joint welds based on a ride-on meter is provided, the method comprising:

[0007] The noise signal and mileage of the train as it travels on the rails are collected by the passenger-carrying instrument, and the noise signal is correlated with the mileage.

[0008] Determine the current train speed, and determine the rail corrugation excitation frequency band and the rail joint weld frequency band based on the train speed.

[0009] Calculate the first cumulative value of the noise spectrum energy corresponding to the noise signal within the rail corrugation excitation frequency band, and calculate the second cumulative value of the noise spectrum energy corresponding to the noise signal within the rail joint weld frequency band;

[0010] The first cumulative value is used to detect whether corrugation occurs in the rail corresponding to the first mileage, and the second cumulative value is used to detect whether there is a joint weld in the rail corresponding to the second mileage.

[0011] In one alternative approach, calculating the first cumulative value of the noise spectrum energy corresponding to the noise signal within the rail corrugation excitation frequency band, and calculating the second cumulative value of the noise spectrum energy corresponding to the noise signal within the rail joint weld frequency band, includes:

[0012] The noise signal within the rail corrugation excitation frequency band is frequency domain transformed to obtain a first spectrum signal. The noise spectrum energy of each frequency of the first spectrum signal is calculated, and the noise spectrum energy of each frequency of the first spectrum signal is accumulated to obtain the first accumulated value.

[0013] The noise signal within the frequency band of the rail joint weld is transformed in the frequency domain to obtain a second spectrum signal. The noise spectrum energy of each frequency of the second spectrum signal is calculated, and the noise spectrum energy of each frequency of the second spectrum signal is accumulated to obtain the second accumulated value.

[0014] In an alternative approach, the method further includes:

[0015] If corrugation occurs on the rail corresponding to the first mileage, the average spectral energy is calculated based on the noise spectral energy of each frequency of the first spectral signal.

[0016] Determine the corrugation spectrum energy threshold. If the average value of the spectrum energy is greater than or equal to the corrugation spectrum energy threshold, then determine the rail at the first mileage as the rail point to be ground.

[0017] In an alternative approach, the method further includes:

[0018] Multiple rail points to be ground are obtained, and the third spectrum signal corresponding to the noise signal of the rail points to be ground is obtained.

[0019] The mean spectral energy of the rail point to be ground is calculated based on the third spectral signal. Statistical analysis is performed on the mean spectral energy of the rail point to be ground to obtain the cumulative distribution of the grinding probability corresponding to the rail point to be ground. The corrugation spectral energy threshold is determined based on the cumulative distribution of the grinding probability.

[0020] In an alternative approach, the method further includes:

[0021] If there is a joint weld on the rail corresponding to the second mileage, then determine the joint weld amplitude threshold and the noise spectrum energy accumulation threshold corresponding to the joint weld amplitude threshold.

[0022] If the second cumulative value is greater than or equal to the cumulative threshold of noise spectrum energy, then it is determined that the joint weld of the rail at the second mileage is not smooth.

[0023] In an alternative approach, the method further includes:

[0024] Multiple irregular joint welds are obtained, and a fourth spectrum signal corresponding to the noise signal of the irregular joint weld is obtained. The noise spectrum energy of the irregular joint weld is calculated based on the fourth spectrum signal.

[0025] Statistical analysis is performed on the noise spectrum energy of the irregular joint weld to obtain the cumulative distribution of the irregularity probability corresponding to the irregular joint weld, and the amplitude threshold of the joint weld is determined based on the cumulative distribution of the irregularity probability.

[0026] In an alternative approach, the method further includes:

[0027] Based on the yaw rate of the train when it travels on the rails, the track inspection system obtains the curve superelevation data.

[0028] Once it is determined that the train is traveling on a curved section based on the yaw rate, the yaw rate of the ride-on instrument is correlated with the curve superelevation data of the track inspection system, and the mileage of the ride-on instrument is correlated with the curve log to determine the start and end points of the curved section.

[0029] According to another aspect of the present invention, a rail corrugation and joint weld detection device based on a ride-on meter is provided, the device comprising:

[0030] The acquisition module is used to collect noise signals and mileage of the train when it is running on the rails based on the ride-on instrument in the carriage, and to map the noise signals to the mileage;

[0031] The determination module is used to determine the current travel speed of the train, and to determine the rail corrugation excitation frequency band and the rail joint weld frequency band based on the travel speed.

[0032] The calculation module is used to calculate the first cumulative value of the noise spectrum energy corresponding to the noise signal in the rail corrugation excitation frequency band, and to calculate the second cumulative value of the noise spectrum energy corresponding to the noise signal in the rail joint weld frequency band.

[0033] The detection module is used to detect whether corrugation occurs in the rail corresponding to the first mileage based on the first cumulative value, and to detect whether there is a joint weld in the rail corresponding to the second mileage based on the second cumulative value.

[0034] According to another aspect of the present invention, a computer device is provided, comprising: a processor, a memory, a communication interface, and a communication bus, wherein the processor, the memory, and the communication interface communicate with each other via the communication bus; the memory is used to store at least one executable instruction, wherein the executable instruction causes the processor to perform the method described above.

[0035] According to another aspect of the present invention, a computer-readable storage medium is provided, the storage medium storing at least one executable instruction, which, when executed on a computer device, causes the computer device to perform the method described above.

[0036] In this embodiment of the invention, noise signals and mileage of the train traveling on the rails are collected by a passenger-carrying instrument, and the noise signals are correlated with the mileage. The current train speed is determined, and the rail corrugation excitation frequency band and the rail joint weld frequency band are determined based on the speed. A first cumulative value of the noise spectrum energy corresponding to the noise signal within the rail corrugation excitation frequency band is calculated, and a second cumulative value of the noise spectrum energy corresponding to the noise signal within the rail joint weld frequency band is calculated. Based on the first cumulative value, it is detected whether corrugation occurs on the rail corresponding to a first mileage, and based on the second cumulative value, it is detected whether a joint weld exists on the rail corresponding to a second mileage. This embodiment of the invention can achieve efficient and accurate detection of rail corrugation and joint welds with mileage coverage.

[0037] The above description is merely an overview of the technical solutions of the embodiments of the present invention. In order to better understand the technical means of the embodiments of the present invention and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0038] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0039] Figure 1 A schematic flowchart of the rail corrugation and joint weld detection method based on a ride-on instrument provided in an embodiment of the present invention is shown.

[0040] Figure 2 This diagram illustrates the structure of the rail corrugation and joint weld detection device based on a ride-on meter provided in an embodiment of the present invention.

[0041] Figure 3 A schematic diagram of the structure of a computer device provided in an embodiment of the present invention is shown. Detailed Implementation

[0042] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0043] like Figure 1 As shown, the rail corrugation and joint weld detection method based on a ride-on instrument according to an embodiment of the present invention includes the following steps:

[0044] Step S10: Based on the noise signal and mileage collected by the passenger-carrying instrument in the carriage when the train is running on the rails, the noise signal is matched with the mileage;

[0045] The passenger-following device of this invention has a box-type structure, which includes a box housing at least an audio sensor, a positioning system, and a communication module. The passenger-following device is placed in a moving train carriage; only one carriage of a train needs to be selected to place the portable passenger-following device.

[0046] The audio sensor is used to collect noise signals inside the train carriage. The noise inside the train carriage includes sounds made by passengers, sounds generated by the tracks, and other environmental sounds. The audio sensor can be a microphone embedded in the side of the portable passenger information display device, or it can be other types of audio sensors; there are no limitations on this.

[0047] The positioning system can collect positioning information to obtain the train's mileage. The noise signal and mileage can be time-series data, allowing for a correlation between them over time.

[0048] Step S20: Determine the current travel speed of the train, and determine the rail corrugation excitation frequency band and the rail joint weld frequency band based on the travel speed.

[0049] In this embodiment, the train speed is related to the rail corrugation excitation frequency band. Determining the corresponding rail corrugation excitation frequency band and rail joint weld frequency band based on the train speed is crucial for subsequent accurate spectral analysis of the noise signal.

[0050] Generally, the faster the travel speed, the higher the corresponding excitation frequency. For example, when the train travels at 160 km / h, the excitation frequency of rail corrugation is mainly concentrated in the range of 440 to 2200 Hz. When the train travels at 100 km / h, the excitation frequency of rail corrugation is mainly concentrated in the range of 270 Hz to 1400 Hz.

[0051] The train's speed is also related to the frequency band of the rail joint weld. Generally, the faster the train travels, the higher the corresponding excitation frequency. In sections where the train speed is less than 80 km / h, the periodic excitation energy of the joint weld is relatively small, and the excitation frequency decreases with speed. When the train speed is 80–160 km / h, the rail joint weld frequency band is in the range of 1–2 Hz. When the train speed is greater than 160 km / h, the rail joint weld frequency band can be in the range of 1–3 Hz. Low-frequency noise spectrum analysis reveals that the relatively uniform low-frequency spectrum energy, unaffected by rail grinding operations, is most likely generated by the rail joint weld.

[0052] Optionally, in this embodiment, the rail corrugation excitation frequency band can be 200-2000Hz based on the train speed. For sections where the train speed is greater than 80km / h, the rail joint weld frequency band can be 1-2Hz.

[0053] Step S30: Calculate the first cumulative value of the noise spectrum energy corresponding to the noise signal within the rail corrugation excitation frequency band, and calculate the second cumulative value of the noise spectrum energy corresponding to the noise signal within the rail joint weld frequency band.

[0054] In this embodiment, noise sound pressure level analysis can reflect the smoothness of the rail to some extent. For example, by analyzing the time-frequency data of rail corrugation at the same location over a long period, the general development of noise can be observed, but it cannot effectively quantify the decibel level of the noise. Therefore, further analysis of the noise signal is needed to obtain analytical indicators for rail corrugation. Existing technology also uses the ratio of noise energy to total energy within the rail corrugation excitation frequency band (i.e., signal-to-noise ratio) as an indicator of rail corrugation; that is, a higher signal-to-noise ratio indicates a greater likelihood of rail corrugation. However, during train deceleration-stopping-acceleration, the total spectral energy is relatively small, leading to a higher signal-to-noise ratio in these sections. Therefore, the signal-to-noise ratio as an indicator is also inaccurate.

[0055] This embodiment utilizes noise spectrum energy to accurately analyze rail corrugation and joint welds. The calculation of the first and second cumulative values ​​can be performed with a 1-second time interval. Specifically, calculating the first cumulative value of the noise spectrum energy corresponding to the noise signal within the rail corrugation excitation frequency band, and calculating the second cumulative value of the noise spectrum energy corresponding to the noise signal within the rail joint weld frequency band, includes:

[0056] The noise signal within the rail corrugation excitation frequency band is subjected to frequency domain transformation to obtain a first spectrum signal. The noise spectrum energy of each frequency of the first spectrum signal is calculated, and the noise spectrum energy of each frequency of the first spectrum signal is accumulated to obtain a first accumulated value. The noise signal within the rail joint weld frequency band is subjected to frequency domain transformation to obtain a second spectrum signal. The noise spectrum energy of each frequency of the second spectrum signal is calculated, and the noise spectrum energy of each frequency of the second spectrum signal is accumulated to obtain a second accumulated value.

[0057] The frequency domain transformation mentioned above is a Fourier transform. Spectral energy refers to the energy distribution of a signal at different frequencies in frequency domain analysis. Spectral energy is a frequency domain representation obtained by performing a Fourier transform on the time-domain signal, typically presented as an amplitude spectrum, describing the amplitude distribution of the signal at different frequencies.

[0058] Preferably, the vibration frequency band of rail corrugation is 200-2000Hz, and the formula for calculating the first cumulative value ZS1 is as follows:

[0059]

[0060] Where An is the spectral energy value at frequency n.

[0061] The frequency band of the rail joint weld is 1-2Hz. The formula for calculating the second cumulative value ZS2 is as follows:

[0062]

[0063] Where Bn is the spectral energy value at frequency n.

[0064] Of course, the vibration frequency band for rail corrugation can also be other frequency bands, such as a frequency band with a minimum value close to or equal to 200Hz and a maximum value close to or equal to 2000Hz, for example, 200-2100Hz; the frequency band for rail joint welds can also be other frequency bands, such as a frequency band with a minimum value close to or equal to 1Hz and a maximum value close to or equal to 2Hz, for example, 1-3Hz.

[0065] Step S40: Detect whether corrugation occurs on the rail corresponding to the first mileage based on the first cumulative value, and detect whether there is a joint weld on the rail corresponding to the second mileage based on the second cumulative value.

[0066] In this embodiment, the spectral energy threshold corresponding to the occurrence of rail corrugation can be determined first. If the first cumulative value is greater than or equal to the spectral energy threshold, it is determined that corrugation has occurred at the corresponding location of the rail; if the first cumulative value is less than the spectral energy threshold, it is determined that no corrugation has occurred at the corresponding location of the rail. Preferably, for the rail corrugation excitation frequency band of 200-2000Hz, the corresponding spectral energy threshold for the occurrence of corrugation can be taken as 0.1125.

[0067] In this embodiment, the spectral energy threshold corresponding to the rail joint weld can be determined first. If the second cumulative value is greater than or equal to the spectral energy threshold, it is determined that there is a joint weld at the corresponding position of the rail. If the second cumulative value is less than the spectral energy threshold, it is determined that there is no joint weld at the corresponding position of the rail.

[0068] This embodiment uses an in-car passenger monitoring system to collect noise signals and mileage data as the train travels on the rails, mapping the noise signals to mileage. It determines the train's current speed and, based on that speed, identifies the rail corrugation excitation frequency band and the rail joint weld frequency band. It calculates a first cumulative value of the noise spectrum energy corresponding to the noise signal within the rail corrugation excitation frequency band and a second cumulative value of the noise spectrum energy corresponding to the noise signal within the rail joint weld frequency band. Based on the first cumulative value, it detects whether rail corrugation occurs at a first mileage, and based on the second cumulative value, it detects whether a rail joint weld exists at a second mileage. This embodiment enables efficient and accurate mileage-coverage detection of rail corrugation and rail joint welds.

[0069] In one embodiment, based on the above embodiment, the method further includes: if corrugation occurs on the rail corresponding to the first mileage, calculating the average spectral energy based on the noise spectral energy of each frequency of the first spectral signal; determining a corrugation spectral energy threshold; if the average spectral energy is greater than or equal to the corrugation spectral energy threshold, determining the rail at the first mileage as a rail point to be ground.

[0070] In this embodiment, after corrugation is determined at a corresponding mileage of rail, in order to further determine the degree of corrugation, it is determined whether grinding is necessary based on the severity of the corrugation. The degree of corrugation is characterized by the average spectral energy, specifically calculated as the average spectral energy S = ZS1 / n based on the noise spectral energy of each frequency of the first spectral signal, that is:

[0071]

[0072] To determine the corrugation spectrum energy threshold, this embodiment can obtain the corrugation spectrum energy threshold based on the cumulative distribution of the grinding probability of rail corrugation. Optionally, the corrugation spectrum energy threshold is 0.12. If the average spectral energy is greater than or equal to the corrugation spectrum energy threshold, then the rail at the first mileage is determined as the rail point to be ground. After grinding, the noise spectrum energy of each corresponding frequency of the rail point to be ground will decrease, the rail grinding effect will be better, and conditions can be provided for the safe operation of the train.

[0073] Furthermore, the method further includes: acquiring multiple rail points to be ground, acquiring third spectral signals corresponding to the noise signals of the multiple rail points to be ground, calculating the average spectral energy of the rail points to be ground based on the third spectral signals, statistically analyzing the average spectral energy of the multiple rail points to be ground to obtain the cumulative distribution of grinding probability corresponding to the rail points to be ground, and determining the corrugation spectral energy threshold based on the cumulative distribution of grinding probability.

[0074] To determine the corrugation spectral energy threshold, this embodiment analyzes multiple rail points to be ground. After the train passes each of these rail points, the corresponding noise signal for each rail point is acquired. A Fourier transform is performed on the 200-2000Hz frequency band of each noise signal to obtain the corresponding third spectral signal. The average spectral energy of each rail point is calculated using the third spectral signal. Statistical analysis of the average spectral energy of multiple rail points yields the cumulative distribution P of the grinding probability corresponding to each rail point. m :

[0075] P m =P(X≤X) m ),

[0076] Where P is the probability of making the correct grinding decision for the rail point to be ground given the mean spectral energy X, m is the number of rail points to be ground, and Pm represents the probability that the rail point needs to be ground when the mean spectral energy is less than the corresponding value.

[0077] Based on the cumulative distribution of grinding probabilities, the mean spectral energy under different probabilities can be determined. The smaller the cumulative probability, the smaller the corresponding mean spectral energy, and the higher the accuracy of the grinding decision. The selection of the cumulative probability directly affects the investment in on-site rail point grinding. For example, based on the above cumulative distribution of grinding probabilities Pm, when the mean spectral energy of the rail point is less than 0.1125, the probability that the rail point needs grinding is 0.2, that is, the correct probability of the rail point grinding decision is 1-0.2=0.8; when the mean spectral energy of the rail point is less than 0.1225, the probability that the rail point needs grinding is 0.3, and the correct probability of the rail point grinding decision is 1-0.3=0.7.

[0078] In one embodiment, based on the above embodiment, the method further includes: if there is a joint weld on the rail corresponding to the second mileage, then determining a joint weld amplitude threshold and a noise spectrum energy accumulation threshold corresponding to the joint weld amplitude threshold; if the second accumulation value is greater than or equal to the noise spectrum energy accumulation threshold, then determining that the joint weld of the rail at the second mileage is not smooth.

[0079] In this embodiment, after determining that a rail joint weld exists at a corresponding mileage, further investigation is conducted to determine whether the weld is defective or uneven, and whether further maintenance is required based on the degree of unevenness. Localized short-wave impacts, such as defective rail joint welds, can cause significant impacts between the wheel and rail. Because these impacts are short-lived and high-energy, they are represented in the time-frequency diagram as concentrated energy across the entire analysis frequency band at a specific location. Therefore, the degree of unevenness is also characterized by the average spectral energy.

[0080] Generally, the amplitude (height or slump) of the joint weld is less than or equal to 0.3 mm, with 80% of the joint weld amplitudes being less than or equal to 0.1 mm. This embodiment can obtain the corresponding joint weld amplitude threshold and the corresponding noise spectrum energy cumulative threshold by using the cumulative distribution of the irregularity probability of the joint weld. Optionally, the joint weld amplitude threshold is 0.2 mm. If the second cumulative value of the joint weld is greater than or equal to the noise spectrum energy cumulative threshold, then the joint weld of the rail at the second mileage is determined to be irregular, requiring further inspection to ensure safe train operation.

[0081] Furthermore, the method further includes: acquiring multiple irregular joint welds; acquiring a fourth spectral signal corresponding to the noise signal of the irregular joint weld; calculating the noise spectral energy of the irregular joint weld based on the fourth spectral signal; performing statistical analysis on the noise spectral energy of the irregular joint weld to obtain the cumulative distribution of irregularity probability corresponding to the irregular joint weld; and determining the amplitude threshold of the joint weld based on the cumulative distribution of irregularity probability.

[0082] In this embodiment, to establish the mapping relationship between the noise spectrum energy corresponding to the joint weld amplitude and the joint weld irregularity, multiple irregular joint welds are analyzed. After the train passes over each of these irregular joint welds, the corresponding noise signal for each joint weld is acquired. The low-frequency signal of 1-2Hz in each noise signal is subjected to Fourier transform to obtain the corresponding fourth spectrum signal. Based on the fourth spectrum signal, the noise spectrum energy of each irregular joint weld is calculated, and weld amplitudes with noise spectrum energy sums greater than 5, 6, 7, 8, 9, and 10 are extracted and analyzed to obtain the cumulative distribution of joint weld irregularity probability under different noise spectrum energy sums.

[0083] Among the noise spectrum energy ranges, the probability of the weld joint amplitude exceeding 0.2 mm is approximately 60% in the range where the sum of the noise spectrum energy is greater than 10, approximately 50% in the range where the amplitude exceeds 0.225 mm, and approximately 25% in the range where the amplitude exceeds 0.25 mm. Therefore, using the sum of the noise spectrum energy of the 1-2 Hz in-vehicle low-frequency noise as an indicator to evaluate the unevenness of the weld joint, when the sum of the noise spectrum energy is greater than 10, the probability of the weld joint unevenness amplitude exceeding 0.2 mm is relatively high, and the weld joint condition tends to be poor.

[0084] In one embodiment, based on the above embodiments, the method further includes: acquiring curve superelevation data of the track inspection system based on the yaw rate of the train traveling on the rails collected by the ride-on device; after determining that the train is traveling in a curve section based on the yaw rate, matching the yaw rate of the ride-on device with the curve superelevation data of the track inspection system, and matching the mileage of the ride-on device with the curve log to determine the start and end points of the curve section.

[0085] In this embodiment, after detecting rail corrugation or joint weld, it is necessary to accurately locate the mileage of the rail corrugation or joint weld to facilitate subsequent grinding or maintenance work.

[0086] The positioning system of the passenger information system can be an inertial navigation system (INS) or a GPS positioning system. The INS can be a fiber optic INS or a laser INS. It measures the train's yaw rate, acceleration, angular velocity, and vibration acceleration, and can calculate the train's real-time speed and mileage based on this data. In the absence of GPS signal, the INS can determine the train's real-time speed and mileage using the speed data. When GPS signal is available, the GPS positioning system receives satellite signals and uses these signals to obtain the train's positioning information, including its speed.

[0087] For curved sections, to obtain more accurate mileage, the mileage detected by the ride-on meter is correlated with the curve superelevation data from the track inspection system to determine the start and end points of the curved section. Specifically, firstly, the time difference between the track inspection system and the ride-on meter system is determined. Since the two systems are on different industrial control computers, system time errors are inevitable. Due to the high train speed, time errors can lead to significant mileage errors, so the impact of system time differences must be eliminated first. Since the yaw rate has a good correlation with curve superelevation, and the track inspection data includes curve superelevation data, the time difference is adjusted to align the yaw rate with the curve superelevation in the track inspection system, thus determining the time difference value. Then, the sampling frequency and time interval between data points of the ride-on meter data are fixed. After determining the system time difference value, the ride-on meter data can be filled in. Combining the curve start and end point information in the curve log, the start and end points of the curved section are determined, and then the straight sections are determined to obtain the full mileage data.

[0088] Figure 2 A schematic diagram of the structure of the rail corrugation and joint weld detection device based on a ride-on meter according to an embodiment of the present invention is shown. Figure 2 As shown, the detection device 200 includes:

[0089] The acquisition module 201 is used to acquire noise signals and mileage of the train when it is running on the rails based on the ride-on instrument in the carriage, and to correlate the noise signals with the mileage;

[0090] The determination module 202 is used to determine the current travel speed of the train, and determine the rail corrugation excitation frequency band and the rail joint weld frequency band based on the travel speed.

[0091] The calculation module 203 is used to calculate the first cumulative value of the noise spectrum energy corresponding to the noise signal in the rail corrugation excitation frequency band, and to calculate the second cumulative value of the noise spectrum energy corresponding to the noise signal in the rail joint weld frequency band.

[0092] The detection module 204 is used to detect whether corrugation occurs in the rail corresponding to the first mileage based on the first cumulative value, and to detect whether there is a joint weld in the rail corresponding to the second mileage based on the second cumulative value.

[0093] Figure 3 The diagram shows a structural schematic of an embodiment of the computer device of the present invention. The specific embodiments of the present invention do not limit the specific implementation of the computer device.

[0094] like Figure 3 As shown, the computer device may include: a processor 402, a communications interface 404, a memory 406, and a communications bus 408.

[0095] The processor 402, communication interface 404, and memory 406 communicate with each other via communication bus 408. Communication interface 404 is used to communicate with other computer devices, such as clients or other server network elements. The processor 402 executes program 410, specifically performing the relevant steps described above in the computer device embodiment.

[0096] Specifically, program 410 may include program code, which includes computer-executable instructions.

[0097] Processor 402 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention. The computer device includes one or more processors, which may be processors of the same type, such as one or more CPUs; or they may be processors of different types, such as one or more CPUs and one or more ASICs.

[0098] Memory 406 is used to store program 410. Memory 406 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0099] Specifically, program 410 can be called by processor 402 to cause the computer device to perform the following operations:

[0100] The noise signal and mileage of the train as it travels on the rails are collected by the passenger-carrying instrument, and the noise signal is correlated with the mileage.

[0101] Determine the current train speed, and determine the rail corrugation excitation frequency band and the rail joint weld frequency band based on the train speed.

[0102] Calculate the first cumulative value of the noise spectrum energy corresponding to the noise signal within the rail corrugation excitation frequency band, and calculate the second cumulative value of the noise spectrum energy corresponding to the noise signal within the rail joint weld frequency band;

[0103] The first cumulative value is used to detect whether corrugation occurs in the rail corresponding to the first mileage, and the second cumulative value is used to detect whether there is a joint weld in the rail corresponding to the second mileage.

[0104] In one alternative approach, calculating the first cumulative value of the noise spectrum energy corresponding to the noise signal within the rail corrugation excitation frequency band, and calculating the second cumulative value of the noise spectrum energy corresponding to the noise signal within the rail joint weld frequency band, includes:

[0105] The noise signal within the rail corrugation excitation frequency band is frequency domain transformed to obtain a first spectrum signal. The noise spectrum energy of each frequency of the first spectrum signal is calculated, and the noise spectrum energy of each frequency of the first spectrum signal is accumulated to obtain the first accumulated value.

[0106] The noise signal within the frequency band of the rail joint weld is transformed in the frequency domain to obtain a second spectrum signal. The noise spectrum energy of each frequency of the second spectrum signal is calculated, and the noise spectrum energy of each frequency of the second spectrum signal is accumulated to obtain the second accumulated value.

[0107] In an alternative approach, the method further includes:

[0108] If corrugation occurs on the rail corresponding to the first mileage, the average spectral energy is calculated based on the noise spectral energy of each frequency of the first spectral signal.

[0109] Determine the corrugation spectrum energy threshold. If the average value of the spectrum energy is greater than or equal to the corrugation spectrum energy threshold, then determine the rail at the first mileage as the rail point to be ground.

[0110] In an alternative approach, the method further includes:

[0111] Multiple rail points to be ground are obtained, and the third spectrum signal corresponding to the noise signal of the rail points to be ground is obtained.

[0112] The mean spectral energy of the rail point to be ground is calculated based on the third spectral signal. Statistical analysis is performed on the mean spectral energy of the rail point to be ground to obtain the cumulative distribution of the grinding probability corresponding to the rail point to be ground. The corrugation spectral energy threshold is determined based on the cumulative distribution of the grinding probability.

[0113] In an alternative approach, the method further includes:

[0114] If there is a joint weld on the rail corresponding to the second mileage, then determine the joint weld amplitude threshold and the noise spectrum energy accumulation threshold corresponding to the joint weld amplitude threshold.

[0115] If the second cumulative value is greater than or equal to the cumulative threshold of noise spectrum energy, then it is determined that the joint weld of the rail at the second mileage is not smooth.

[0116] In an alternative approach, the method further includes:

[0117] Multiple irregular joint welds are obtained, and a fourth spectrum signal corresponding to the noise signal of the irregular joint weld is obtained. The noise spectrum energy of the irregular joint weld is calculated based on the fourth spectrum signal.

[0118] Statistical analysis is performed on the noise spectrum energy of the irregular joint weld to obtain the cumulative distribution of the irregularity probability corresponding to the irregular joint weld, and the amplitude threshold of the joint weld is determined based on the cumulative distribution of the irregularity probability.

[0119] In an alternative approach, the method further includes:

[0120] Based on the yaw rate of the train when it travels on the rails, the track inspection system obtains the curve superelevation data.

[0121] Once it is determined that the train is traveling on a curved section based on the yaw rate, the yaw rate of the ride-on instrument is correlated with the curve superelevation data of the track inspection system, and the mileage of the ride-on instrument is correlated with the curve log to determine the start and end points of the curved section.

[0122] This invention provides a computer-readable storage medium storing at least one executable instruction that, when executed on a computer device, causes the computer device to perform any of the above-described method embodiments.

[0123] This invention provides a computer program that can be invoked by a processor to cause a computer device to execute any of the above-described method embodiments.

[0124] This invention provides a computer program product, which includes a computer program stored on a computer-readable storage medium. The computer program includes program instructions that, when executed on a computer, cause the computer to perform any of the above-described method embodiments.

[0125] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings herein. The required structure for constructing such systems is apparent from the above description. Furthermore, the embodiments of the present invention are not directed to any particular programming language. It should be understood that the content of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing the best mode of implementation of the invention.

[0126] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0127] Similarly, it should be understood that, in order to streamline the invention and aid in understanding one or more of the various aspects of the invention, features of the embodiments of the invention are sometimes grouped together in a single embodiment, figure, or description thereof in the above description of exemplary embodiments of the invention. However, this disclosure should not be construed as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim.

[0128] Those skilled in the art will understand that modules in the computer device of the embodiments can be adaptively modified and placed in one or more computer devices different from that embodiment. Modules, units, or components in the embodiments can be combined into a single module, unit, or component, and can be divided into multiple sub-modules, sub-units, or sub-components. Except where at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or computer device so disclosed. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.

[0129] It should be noted that the above embodiments are illustrative of the invention and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A method for rail corrugation and joint weld detection based on a cross- multiplication instrument, characterized by, The method comprises: Collecting noise signals and mileage of the train running on the rail based on the on-board instrument in the carriage; Corresponding the noise signals with the mileage; Determining the current running speed of the train, and determining the rail corrugation excitation frequency band and the rail joint weld frequency band according to the running speed; Calculating a first cumulative value of noise spectrum energy corresponding to the noise signals in the rail corrugation excitation frequency band, and calculating a second cumulative value of noise spectrum energy corresponding to the noise signals in the rail joint weld frequency band; Detecting whether the rail corresponding to the first mileage appears corrugation according to the first cumulative value, and detecting whether the rail corresponding to the second mileage exists joint weld according to the second cumulative value; The calculation of the first cumulative value of noise spectrum energy corresponding to the noise signals in the rail corrugation excitation frequency band, and the calculation of the second cumulative value of noise spectrum energy corresponding to the noise signals in the rail joint weld frequency band, comprises: Frequency domain transformation of the noise signals in the rail corrugation excitation frequency band to obtain a first frequency spectrum signal, calculation of noise spectrum energy of each frequency of the first frequency spectrum signal, and accumulation of noise spectrum energy of each frequency of the first frequency spectrum signal to obtain the first cumulative value; 2. The method of claim 1, wherein, Frequency domain transformation of the noise signals in the rail joint weld frequency band to obtain a second frequency spectrum signal, calculation of noise spectrum energy of each frequency of the second frequency spectrum signal, and accumulation of noise spectrum energy of each frequency of the second frequency spectrum signal to obtain the second cumulative value. The method further comprises: If the rail corresponding to the first mileage appears corrugation, calculating a spectrum energy mean value based on the noise spectrum energy of each frequency of the first frequency spectrum signal; 3. The method of claim 2, wherein, Determining a corrugation spectrum energy threshold value, and if the spectrum energy mean value is greater than or equal to the corrugation spectrum energy threshold value, determining that the rail of the first mileage is a rail point to be ground. The method further comprises: Obtaining a plurality of rail points to be ground, and obtaining a third frequency spectrum signal corresponding to the noise signals of the rail points to be ground; 4. The method of claim 1, wherein, Calculating a spectrum energy mean value of the rail points to be ground based on the third frequency spectrum signal, statistically analyzing the spectrum energy mean value of the rail points to be ground, obtaining a grinding probability cumulative distribution corresponding to the rail points to be ground, and determining the corrugation spectrum energy threshold value according to the grinding probability cumulative distribution. The method further comprises: If the rail corresponding to the second mileage exists joint weld, determining a joint weld amplitude threshold value and a noise spectrum energy accumulation threshold value corresponding to the joint weld amplitude threshold value; 5. The method of claim 4, wherein, If the second cumulative value is greater than or equal to the noise spectrum energy accumulation threshold value, determining that the joint weld of the rail of the second mileage is not smooth. The method further comprises: Obtaining a plurality of uneven joint welds, obtaining a fourth frequency spectrum signal corresponding to the noise signals of the uneven joint welds, and calculating noise spectrum energy of the uneven joint welds based on the fourth frequency spectrum signal; 6. The method of claim 1, wherein, Statistically analyzing the noise spectrum energy of the uneven joint welds to obtain an uneven probability cumulative distribution corresponding to the uneven joint welds, and determining the joint weld amplitude threshold value according to the uneven probability cumulative distribution. The method further comprises: Based on the shake angle speed of the add-on instrument when the train is running on the steel rail, curve superelevation data of the track inspection system is obtained; When it is determined that the train is running on a curve section according to the shake angle speed, the shake angle speed of the add-on instrument is corresponded with the curve superelevation data of the track inspection system, and the mileage of the add-on instrument is corresponded with curve records, so as to determine the start point and the end point of the curve section.

7. A profilometer-based rail corrugation and joint weld detection apparatus for performing the profilometer-based rail corrugation and joint weld detection method of any one of claims 1-6, the profilometer-based rail corrugation and joint weld detection apparatus comprising: The device comprises: The acquisition module is configured to acquire noise signals and mileages of the train running on the steel rail based on the add-on instrument in the carriage, and correspond the noise signals with the mileages; The determination module is configured to determine a current running speed of the train, and determine a rail corrugation excitation frequency band and a rail joint weld frequency band according to the running speed; The calculation module is configured to calculate a first cumulative value of noise spectrum energy corresponding to the noise signals in the rail corrugation excitation frequency band, and calculate a second cumulative value of noise spectrum energy corresponding to the noise signals in the rail joint weld frequency band; The detection module is configured to detect whether the rail corresponding to the first mileage has corrugation according to the first cumulative value, and detect whether the rail corresponding to the second mileage has joint weld according to the second cumulative value.

8. A computer device, comprising: The device comprises: A processor, a memory, a communication interface and a communication bus, the processor, the memory and the communication interface complete communication with each other through the communication bus; The memory is configured to store at least one executable instruction, and the executable instruction causes the processor to execute the method in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The storage medium stores at least one executable instruction, and the executable instruction causes the computer device to execute the method in any one of claims 1-6 when the computer device runs the executable instruction.

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