Laser ultrasonic stress detection method and system, terminal and storage medium
By using laser ultrasonic stress detection, data is collected by a detection vehicle and combined with a data model to determine the surface stress and displacement anomalies of seamless steel rails. This solves the problem of temperature stress detection in seamless steel rails and improves safety and detection efficiency.
Patent Information
- Application Number
- CN202511193532.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-25
- Publication Date
- 2025-11-21
AI Technical Summary
The temperature stress generated by seamless steel rails during temperature changes is difficult to detect effectively, leading to safety hazards. Existing technologies cannot efficiently and economically inspect each weld point.
The laser ultrasonic stress detection method is adopted. The detection vehicle obtains the location information of the measuring point, collects laser displacement data, ultrasonic velocity data and temperature data, and combines the data model to determine whether the stress value and displacement data of the rail surface are abnormal. The terminal and storage medium support the detection process.
It improves the safety of seamless rails by accurately detecting stress and displacement anomalies on the rail surface, reducing safety hazards and improving detection efficiency and economy.
Smart Images
Figure CN120992506A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of detection technology, and in particular to a laser ultrasonic stress detection method, system, terminal and storage medium. Background Technology
[0002] With the rapid development of high-speed railways in my country, seamless track, a new type of track structure, has been widely used. Seamless track eliminates rail gaps, making trains run more smoothly and at higher speeds.
[0003] Because of the elimination of gaps in seamless railway tracks, the rails cannot freely expand and contract with temperature changes. When the temperature variation is large, significant thermal stress will be generated inside the rails, directly affecting the operational safety of rail transit. In the fixed areas of seamless tracks, the rails maintain constant displacement despite temperature changes, resulting in thermal forces. The widespread adoption of seamless tracks will lead to numerous weld points on railways, which are more prone to accidents than other areas. However, installing detection equipment at every weld point would be extremely wasteful. Failure to inspect every weld point could result in safety issues. Summary of the Invention
[0004] To address the challenge of inspecting special nodes in seamless steel rails, this application provides a laser ultrasonic stress detection method, system, terminal, and storage medium.
[0005] In a first aspect of this application, a laser ultrasonic stress detection method is provided, comprising: Obtain the location information of the measuring points on the rail to be inspected; Control the probe vehicle to travel to the measurement point corresponding to the measurement point location information; Acquire laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points; or, acquire laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points using a preset handheld detection device, wherein the laser displacement data includes displacement data of the outer side, inner side, and top surface of the rail at the measuring point; Based on the laser displacement data, ultrasonic velocity data, and temperature data, determine whether there are any abnormalities in the stress values and displacement data of the outer side, inner side, and top surface of the rail at the measuring point.
[0006] By adopting the above technical solution, the location of the measuring point to be detected is first obtained, and the detection vehicle is controlled to move to the corresponding measuring point. Then, the displacement, temperature, and ultrasonic velocity of the rail at the measuring point are collected. Furthermore, by using the laser displacement data, ultrasonic velocity data, and temperature data, it is determined whether there are any abnormalities in the stress values and displacement data of the outer, inner, and top surfaces of the rail at the measuring point. This allows for the determination of whether there are any safety hazards on the outer, inner, and top surfaces of the rail, thereby improving the safety of seamless rails.
[0007] In one possible implementation, laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points are acquired, including: Obtain displacement data of the outer, inner, and top surfaces of the rail after the detection vehicle begins detection; Obtain the temperature change curve of the rail after the detection vehicle begins inspection; Ultrasonic waves are emitted toward the rail to obtain ultrasonic velocity data of the rail after the detection vehicle begins detection.
[0008] In one possible implementation, based on the laser displacement data, ultrasonic velocity data, and temperature data, it is determined whether there are any abnormalities in the stress values and displacement data of the outer surface, inner surface, and top surface of the rail at the measuring point, including: Based on the ultrasonic velocity and temperature data, the temperature stress change value of the rail is obtained; Based on the laser displacement data, the actual released stress values of the rail on the outer side, inner side, and top surface are obtained; Based on the temperature stress change value and the released stress value, calculate the actual stress values of the rail on the outer side, inner side and top surface; Based on the actual stress values and displacement data of the outer, inner, and top surfaces of the rail, determine whether there is any abnormal data.
[0009] In one possible implementation, the temperature stress change value of the rail is obtained based on the ultrasonic velocity data and temperature data, including: Retrieve data models of ultrasonic velocity, temperature change, and temperature stress change based on experimental data; Based on the temperature data, the temperature stress change values corresponding to the temperature data and ultrasonic velocity data are matched from the data model.
[0010] In one possible implementation, based on the laser displacement data, the actual released stress values of the rail on the outer side, inner side, and top surface are obtained, including: Obtain rail parameters; Calculate the stress value released by the rail under a unit displacement based on the rail parameters; Based on the displacement of the outer, inner, and top surfaces of the rail after the inspection begins, calculate the released stress value corresponding to the displacement magnitude.
[0011] In one possible implementation, the presence of abnormal data is determined based on the actual stress values and displacement data of the rail on its outer, inner, and top surfaces, including: Determine whether the displacement data of the rail exceeds the preset first safe displacement value of the corresponding surface; Determine whether the actual stress value of the rail exceeds the preset first safety stress value of the corresponding surface; Determine whether the displacement data of the rail exceeds the second safe displacement value of the corresponding surface and whether the actual stress value exceeds the second safe stress value of the corresponding surface.
[0012] In one possible implementation, controlling the probe vehicle to travel to the measurement point corresponding to the measurement point location information includes: Obtain the location information of the probe vehicle; Send the location information of the measuring point corresponding to the measuring point to the detection vehicle; When the positioning information coincides with the measurement point location information, a detection command is sent to the detection vehicle.
[0013] In one possible implementation, the method further includes: In cases where stress detection is required on the rail to be inspected while a train is in motion, it is determined whether a train is currently moving on the rail to be inspected. If present, an array of laser ultrasound is excited in the rail to be tested, and the detection speed of the laser ultrasound at the target detection point corresponding to the rail to be tested is obtained. A target detection point is preset at each of the front and rear ends of the rail to be tested. The detection velocities are summed to obtain a summation result, and the summation result is divided by 2 to obtain the actual speed of the laser ultrasonic in the rail to be tested. Based on the actual speed, the stress detection results of the rail under test during train movement are determined.
[0014] In a second aspect of this application, a laser ultrasonic stress detection system is provided, comprising: The location acquisition module is used to acquire the location information of the measuring points on the rail to be inspected. The drive control module is used to control the probe vehicle to move to the measurement point corresponding to the measurement point location information; The detection module is used to acquire laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points; or, it can acquire laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points through a preset handheld detection device. The laser displacement data includes displacement data of the outer side, inner side, and top surface of the rail at the measuring point. The data analysis module is used to determine whether there are any abnormalities in the stress values and displacement data of the outer side, inner side and top surface of the rail at the measuring point, based on the laser displacement data, ultrasonic velocity data and temperature data.
[0015] In a third aspect of this application, a terminal is provided that enables laser ultrasonic stress detection.
[0016] The aforementioned objective three of this application is achieved through the following technical solution: A terminal includes a memory and a processor, wherein the memory stores a computer program that can be loaded by the processor and executed by the laser ultrasonic stress detection method described above.
[0017] In a fourth aspect of this application, a computer storage medium is provided that can store a corresponding program, which is characterized by facilitating the implementation of laser ultrasonic stress detection.
[0018] The fourth objective of this application is achieved through the following technical solution: A computer-readable storage medium storing a computer program that can be loaded by a processor and executed for any of the laser ultrasonic stress detection methods described above.
[0019] In summary, this application offers the following beneficial technical effects: First, the location of the measuring point to be detected is acquired, and the detection vehicle is controlled to move to the corresponding measuring point. Then, the displacement, temperature, and ultrasonic velocity of the rail at the measuring point are collected. Furthermore, by using the laser displacement data, ultrasonic velocity data, and temperature data, the stress values and displacement data of the outer, inner, and top surfaces of the rail at the measuring point are determined to be abnormal. This allows for the determination of whether there are any safety hazards on the outer, inner, and top surfaces of the rail, thereby improving the safety of seamless rails. Attached Figure Description
[0020] Figure 1 This is a schematic flowchart of a laser ultrasonic stress detection method according to one embodiment of this application.
[0021] Figure 2 This is a schematic diagram of a laser ultrasonic stress detection system according to one embodiment of this application.
[0022] Figure 3 This is a schematic diagram of the structure of a terminal according to an embodiment of this application.
[0023] Explanation of reference numerals in the attached drawings: 201, Information acquisition module; 202, Error log generation module; 203, Early warning information generation module; 301, CPU; 302, ROM; 303, RAM; 304, Bus; 305, I / O interface; 306, Input section; 307, Output section; 308, Storage section; 309, Communication section; 310, Driver; 311, Removable media. Detailed Implementation
[0024] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.
[0025] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.
[0026] The following is in conjunction with the appendix Figures 1 to 3 This application will be described in further detail.
[0027] To conduct comprehensive stress detection on special nodes of seamless rails, this application provides a laser ultrasonic stress detection method.
[0028] Reference Figure 1 A laser ultrasonic stress detection method includes the following steps: S101: Obtain the location information of the measuring points on the rail to be inspected, and control the detection vehicle to move to the measuring point corresponding to the location information.
[0029] First, to achieve comprehensive inspection of special points on seamless railway tracks, the locations of these special nodes need to be marked. These special nodes are primarily weld points between rails, but can also be locations with significant curves. Before inspection, a detection vehicle equipped with cameras and positioning capabilities must travel along the rails to record the location information of the measurement points.
[0030] After obtaining the location information of the measuring point, a detection vehicle with stress detection function is controlled to move to the measuring point location for detection. In one implementation scenario, the positioning information of the detection vehicle needs to be obtained first, and then the location information of the corresponding measuring point is sent to the detection vehicle. When the detection vehicle moves to the measuring point location and the positioning information coincides with the measuring point location information, a detection command is sent to the detection vehicle.
[0031] Furthermore, in order to more accurately control the probe vehicle to stop precisely on both sides of the measuring point, signal analysis can be performed using a laser transmitter and a laser receiver. Since the rail surface at measuring points such as weld points is not continuously flat, the accurate position of the measuring point can be determined based on the flatness of the laser signal, thus achieving precise adjustment of the probe vehicle's position.
[0032] S102: Acquire laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points.
[0033] Specifically, after the detection vehicle reaches the measurement point, it inspects the rail. The data to be collected includes the rail's temperature changes, displacement changes, and temperature stress changes after the start of the inspection. Due to the special characteristics of the measurement point, it is not possible to collect displacement changes in only one direction as in normal sections. Therefore, it is necessary to perform displacement detection on the three detectable surfaces of the rail: the outer surface, the inner surface, and the top surface. Thus, the detection vehicle in this embodiment can acquire displacement data of the outer surface, the inner surface, and the top surface of the rail. Specifically, for the outer and inner surfaces, the longitudinal displacement on both sides of the measurement point is measured, and for the top surface, the displacement of each point on the top surface at the measurement point is measured.
[0034] In one implementation scenario, displacement data for each surface can be detected individually, requiring the probe on the detection vehicle to be movable. The probe is equipped with a laser emitter and a laser receiver. When measuring the side of the rail, the laser emitter and receiver are positioned flush with the top of the corresponding side of the rail. When the rail undergoes longitudinal displacement, the laser emitter and receiver are adjusted to obtain the displacement data for the corresponding surface. When measuring the front of the rail, the spectrum of laser reflection needs to be collected to determine the displacement data of the top surface of the rail.
[0035] In one implementation scenario, a temperature sensor mounted on a detection vehicle is used to obtain the temperature change curve of the rail after the detection vehicle begins detection.
[0036] In one implementation scenario, the detection vehicle emits ultrasonic waves towards the rail via an ultrasonic transmitter to obtain ultrasonic velocity data of the rail after the detection vehicle begins its inspection. It should be noted that in this embodiment, the ultrasonic wave can be a guided ultrasonic wave; in other embodiments, the ultrasonic wave can also be a surface wave.
[0037] In other embodiments, laser displacement data, ultrasonic velocity data, and temperature data collected from different measuring points can also be obtained using a handheld detection device, wherein the handheld detection device is equipped with a temperature sensor, an ultrasonic transmitter, a laser transmitter, and a laser receiver.
[0038] S103: Based on laser displacement data, ultrasonic velocity data, and temperature data, determine whether there are any abnormalities in the stress values of the outer, inner, and top surfaces of the rail at the measuring point.
[0039] In this embodiment, there are multiple ways to determine whether there are safety hazards at the measuring point, based on the analysis of the displacement and stress values of the rail at the measuring point. Displacement data can be directly obtained through the detection vehicle, while stress values need to be calculated based on displacement data, temperature data, and ultrasonic velocity.
[0040] Specifically, the stress value is calculated as follows: First, based on the ultrasonic velocity and temperature data, the temperature stress change value of the rail is obtained. Then, based on the laser displacement data, the actual released stress values on the outer, inner, and top surfaces of the rail are obtained. Finally, based on the temperature stress change value and the released stress values, the actual stress values on the outer, inner, and top surfaces of the rail are calculated.
[0041] The method for calculating the temperature stress change value of the rail is as follows: A data model based on experimental data is retrieved, which includes ultrasonic velocity, temperature change, and temperature stress change values. Based on the temperature data, the temperature stress change value corresponding to the temperature data and ultrasonic velocity data is matched from the data model.
[0042] The process of obtaining the actual released stress values of the rail on the outer, inner, and top surfaces based on laser displacement data includes: acquiring rail parameters, such as cross-sectional area and rail type, to calculate the stress values. Based on Hooke's Law, the released stress value per unit displacement of the rail can be calculated using these parameters. Then, based on the displacement of the rail on the outer, inner, and top surfaces after the start of the detection, the corresponding released stress values are calculated.
[0043] Once the released stress value is obtained, the actual stress values on the outer, inner, and top surfaces of the rail are calculated based on the temperature stress change value and the released stress value.
[0044] Finally, it is determined whether the rail displacement data exceeds the preset first safety displacement value of the corresponding surface. If it exceeds the first safety displacement value, it indicates abnormal rail deformation and a potential safety hazard.
[0045] Determine whether the actual stress value of the rail exceeds the preset first safety stress value of the corresponding surface. If it exceeds the first safety stress value, it means that the stress value of the rail is abnormal and there is a safety hazard.
[0046] Determine whether the rail displacement data exceeds the second safe displacement value of the corresponding surface and whether the actual stress value exceeds the second safe stress value of the corresponding surface. If both exceed the second safe displacement value and the actual stress value, it indicates that the rail displacement on this surface is sufficiently large and the stress value is excessive, posing a safety hazard.
[0047] In one embodiment, if stress testing of the rail under test is required when a train is traveling through it, a target detection point needs to be set at each end of the rail to receive excited laser ultrasound and measure its velocity. Specifically, an ultrasonic transducer can be set at each end of the rail as a target detection point. Furthermore, an array laser ultrasound excitation source, such as a pulsed laser, is set between the two target detection points to generate an array of laser ultrasound in the rail under test. It should be noted that when performing stress testing on a rail with a moving train, the train's speed will interfere with the transmission and reception of the laser ultrasound, thus affecting the accuracy and results of stress testing using laser ultrasound. Therefore, the influence of the train's speed should be excluded during stress testing.
[0048] Further, it is determined whether a train is traveling on the rail being inspected. If a train is traveling on the rail, an array of laser ultrasound is excited on the rail using a preset pulsed laser. The detection speed at which the laser ultrasound is received is then obtained at two target detection points (this detection speed is affected by the train's speed). In the direction of train travel, the detection speed at the preceding target detection point is V0-V1, and the detection speed at the following target detection point is V0+V1. Here, V0 represents the actual speed of the laser ultrasound in the rail being inspected; V1 represents the train's speed. The two detection speeds are then summed to obtain a sum of 2V0. Finally, dividing the sum by 2 determines the actual speed V0 after eliminating the influence of the train's speed.
[0049] By determining the actual speed of the laser ultrasound in the rail under test using this method, the stress test results of the rail under test are determined based on the actual speed. The specific determination process is as follows: The incident depth of narrowband laser ultrasonic surface waves at different incident depths is calculated based on the incident depth of the narrowband laser ultrasonic surface waves. The formula for the incident depth of the laser ultrasonic wave is: h=2αλ Where h is the incident depth of the ultrasonic surface wave (mm), and α is the correction factor; The formula relating the velocity, wavelength, and frequency of laser ultrasound is: c = λf Where c is the laser ultrasonic surface wave velocity (m / s), λ is the laser ultrasonic surface wave wavelength (nm), and f is the laser ultrasonic surface wave frequency (MHz). The residual stress distribution of the sample under test is calculated based on the velocity of narrowband laser ultrasonic surface waves at different incident depths and the incident depth of the narrowband laser ultrasonic surface waves, combined with acoustoelastic theory. The formula for calculating the residual stress is as follows: σ-σ0=K(t-t0) or Δσ=KΔt, where: σ represents the residual stress of the sample under test, σ0 represents zero stress, t represents the ultrasonic propagation time corresponding to the residual stress σ of the sample under test, and t0 represents the ultrasonic propagation time corresponding to zero stress σ0. Δσ -- The change in residual stress (stress difference), Δσ = σ - σ0, Δt -- the change in propagation time (sound time difference), Δt = t - t0, K -- Stress coefficient, which is related to the material of the component to be tested and the detection distance of the laser (101), and can be obtained by tensile testing. This is existing technology and will not be described in detail here.
[0050] In another embodiment, when the detection vehicle is currently detecting the rail to be inspected, its current location is determined by a preset GPS module. Then, based on the cached stress detection history, the types of stress hazards that have appeared in the historical stress detection of the rail to be inspected are obtained. The occurrence frequency of each stress hazard type is counted. If the occurrence frequency exceeds a preset threshold, the corresponding stress hazard type is identified as a key hazard type, i.e., a stress hazard type that is prone to occur in the rail to be inspected. Next, based on the above stress detection history, the historical locations where each key hazard type has appeared in the rail to be inspected are determined. The occurrence frequency of each historical location is counted. If the occurrence frequency exceeds a preset frequency threshold, the corresponding historical location is identified as a key location corresponding to that key hazard type. The stress detection history includes, but is not limited to, the location and type of stress hazard detected. For example, the stress hazard type can be thermal stress hazard, residual stress hazard, etc.
[0051] Further, a first weight is determined for each key hazard type, which is the ratio of the frequency of occurrence of each key hazard type to the sum of the frequencies of occurrence of all key hazard types. Then, a second weight is determined for each key location corresponding to each key hazard type, which is the ratio of the frequency of occurrence of a single key location corresponding to a key hazard type to the sum of the frequencies of occurrence of all corresponding key locations. The first product of the first weight for each key hazard type and the second weight for each corresponding key location is calculated. The larger the first product, the more likely the key hazard type is to occur at the corresponding key location. The first products corresponding to the same key location are summed to obtain a first summation result. The larger the first summation result, the greater the probability of stress hazard occurring at the corresponding key location. Finally, if the first summation result is greater than a preset threshold, the corresponding key location is identified as a location of interest. From these locations of interest, a first position and a second position are selected. The first position is the nearest location of interest along the rail as the detection vehicle moves forward, and the second position is the nearest location of interest along the rail as the detection vehicle moves backward.
[0052] Furthermore, the portion of the rail between the actual position of the detection vehicle and the first position is defined as the first rail, and the portion of the rail between the actual position and the second position is defined as the second rail. The key positions included in the first rail are defined as reference positions. If a reference position exists among the key positions corresponding to a key hazard type, then the corresponding key hazard type is defined as a reference hazard type. The second product of the first weight of each reference hazard type and the second weight of the corresponding reference position is calculated. The sum of these second products yields a second summation result. The larger the second summation result, the greater the overall probability of stress hazards appearing in the first rail. Similarly, a third summation result corresponding to the second rail can be determined. If the second summation result is greater than the third summation result, it indicates a higher overall probability of stress hazards appearing in the rails along the path of the detection vehicle to the first position. Therefore, the first position is defined as the final detection position of the current detection vehicle. This not only allows for targeted detection of the first position with higher stress hazards but also enables the detection of potential stress hazards in the first rail during the journey, thereby improving the efficiency of stress hazard detection.
[0053] This application provides a laser ultrasonic stress detection system, which adopts the following technical solution: Reference Figure 2 A laser ultrasonic stress detection system, comprising: The location acquisition module 201 is used to acquire the location information of the measuring points on the rail to be inspected. The drive control module 202 is used to control the probe vehicle to move to the measurement point corresponding to the measurement point location information.
[0054] The detection module 203 is used to acquire laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points; or, it can acquire these data using a pre-set handheld detection device. The laser displacement data includes displacement data of the outer, inner, and top surfaces of the rail at the measuring point.
[0055] The data analysis module 204 is used to determine whether there are any abnormalities in the stress values and displacement data of the outer side, inner side and top surface of the rail at the measuring point, based on the laser displacement data, ultrasonic velocity data and temperature data.
[0056] Figure 3 A schematic diagram of a terminal suitable for implementing embodiments of this application is shown.
[0057] like Figure 3As shown, the terminal includes a Central Processing Unit (CPU) 301, which can perform various appropriate actions and processes based on programs stored in Read-Only Memory (ROM) 302 or programs loaded from storage into Random Access Memory (RAM) 303. The RAM 303 also stores various programs and data required for system operation. The CPU 301, ROM 302, and RAM 303 are interconnected via a bus 304. An Input / Output (I / O) interface 305 is also connected to the bus 304.
[0058] The following components are connected to I / O interface 305: an input section 306 including a keyboard, mouse, etc.; an output section 307 including a cathode ray tube (CRT), liquid crystal display (LCD), and speakers, etc.; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN card and a modem, etc. The communication section 309 performs communication processing via a network such as the Internet. A drive 310 is also connected to I / O interface 305 as needed. A removable medium 311, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 310 as needed so that computer programs read from it can be installed into storage section 308 as needed.
[0059] Specifically, according to embodiments of this application, the above reference flow Figure 1 The described process can be implemented as a computer software program. For example, embodiments of this application include a computer program product comprising a computer program carried on a machine-readable medium, the computer program containing program code for performing the methods shown in the flowchart. In such embodiments, the computer program can be downloaded and installed from a network via communication section 309, and / or installed from removable medium 311. When the computer program is executed by central processing unit (CPU) 301, it performs the functions defined in the system of this application.
[0060] It should be noted that the computer-readable medium shown in this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. The transmitted data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, register file (RF), etc., or any suitable combination thereof.
[0061] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.
[0062] The units or modules described in the embodiments of this application can be implemented in software or hardware. The described units or modules can also be housed in a processor; for example, a processor may be described as including a position acquisition module 201, a drive control module 202, a detection module 203, and a data analysis module 204. The names of these units or modules do not necessarily constitute a limitation on the unit or module itself.
[0063] In another aspect, this application also provides a computer-readable storage medium, which may be included in the terminal described in the above embodiments; or it may exist independently and not assembled into the terminal. The aforementioned computer-readable storage medium stores one or more programs that, when used by one or more processors, execute the laser ultrasonic stress detection method described in this application.
[0064] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the foregoing disclosed concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.
Claims
1. A laser ultrasonic stress detection method, characterized in that, include: Obtain the location information of the measuring points on the rail to be inspected; Control the probe vehicle to travel to the measurement point corresponding to the measurement point location information; Acquire laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points; or, acquire laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points using a preset handheld detection device, wherein the laser displacement data includes displacement data of the outer side, inner side, and top surface of the rail at the measuring point; Based on the laser displacement data, ultrasonic velocity data, and temperature data, determine whether there are any abnormalities in the stress values and displacement data of the outer side, inner side, and top surface of the rail at the measuring point.
2. The laser ultrasonic stress detection method according to claim 1, characterized in that, Acquire laser displacement data, ultrasonic velocity data, and temperature data collected at different measuring points, including: Obtain displacement data of the outer, inner, and top surfaces of the rail after the detection vehicle begins detection; Obtain the temperature change curve of the rail after the detection vehicle begins inspection; Ultrasonic waves are emitted toward the rail to obtain ultrasonic velocity data of the rail after the detection vehicle begins detection.
3. The laser ultrasonic stress detection method according to claim 2, characterized in that, Based on the laser displacement data, ultrasonic velocity data, and temperature data, determine whether there are any abnormalities in the stress values and displacement data of the outer, inner, and top surfaces of the rail at the measuring point, including: Based on the ultrasonic velocity and temperature data, the temperature stress change value of the rail is obtained; Based on the laser displacement data, the actual released stress values of the rail on the outer side, inner side, and top surface are obtained; Based on the temperature stress change value and the released stress value, calculate the actual stress values of the rail on the outer side, inner side and top surface; Based on the actual stress values and displacement data of the outer, inner, and top surfaces of the rail, determine whether there is any abnormal data.
4. The laser ultrasonic stress detection method according to claim 3, characterized in that, Based on the ultrasonic velocity and temperature data, the temperature stress change value of the rail is obtained, including: Retrieve data models of ultrasonic velocity, temperature change, and temperature stress change based on experimental data; Based on the temperature data, the temperature stress change values corresponding to the temperature data and ultrasonic velocity data are matched from the data model.
5. The laser ultrasonic stress detection method according to claim 3, characterized in that, Based on the laser displacement data, the actual released stress values of the rail on the outer, inner, and top surfaces are obtained, including: Obtain rail parameters; Calculate the stress value released by the rail under a unit displacement based on the rail parameters; Based on the displacement of the outer, inner, and top surfaces of the rail after the inspection begins, calculate the released stress value corresponding to the displacement magnitude.
6. The laser ultrasonic stress detection method according to claim 3, characterized in that, Based on the actual stress values and displacement data of the rail on its outer, inner, and top surfaces, determine whether there is any abnormal data, including: Determine whether the displacement data of the rail exceeds the preset first safe displacement value of the corresponding surface; Determine whether the actual stress value of the rail exceeds the preset first safety stress value of the corresponding surface; Determine whether the displacement data of the rail exceeds the second safe displacement value of the corresponding surface and whether the actual stress value exceeds the second safe stress value of the corresponding surface.
7. The laser ultrasonic stress detection method according to claim 1, characterized in that, Controlling the probe vehicle to travel to the measurement point corresponding to the measurement point location information includes: Obtain the location information of the probe vehicle; Send the location information of the measuring point corresponding to the measuring point to the detection vehicle; When the positioning information coincides with the measurement point location information, a detection command is sent to the detection vehicle.
8. The laser ultrasonic stress detection method according to claim 1, characterized in that, The method further includes: In cases where stress detection is required on the rail to be inspected while a train is in motion, it is determined whether a train is currently moving on the rail to be inspected. If present, an array of laser ultrasound is excited in the rail to be tested, and the detection speed of the laser ultrasound at the target detection point corresponding to the rail to be tested is obtained. A target detection point is preset at each of the front and rear ends of the rail to be tested. The detection velocities are summed to obtain a summation result, and the summation result is divided by 2 to obtain the actual speed of the laser ultrasonic in the rail to be tested. Based on the actual speed, the stress detection results of the rail under test during train movement are determined.
9. A laser ultrasonic stress detection system, characterized in that, include: The position acquisition module (201) is used to acquire the position information of the measuring points of the rail to be inspected; The drive control module (202) is used to control the probe vehicle to move to the measuring point corresponding to the measuring point location information; The detection module (203) is used to acquire laser displacement data, ultrasonic velocity data and temperature data collected at different measuring points; or, it can acquire laser displacement data, ultrasonic velocity data and temperature data collected at different measuring points through a preset handheld detection device, wherein the laser displacement data includes the displacement data of the outer side, inner side and top surface of the rail at the measuring point; The data analysis module (204) is used to determine whether there are any abnormalities in the stress values and displacement data of the outer side, inner side and top surface of the rail at the measuring point based on the laser displacement data, ultrasonic velocity data and temperature data.
10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 7.