Steel rail polishing device and steel rail polishing method

Abstract

The invention relates to a steel rail grinding device and a steel rail grinding method.The steel rail grinding device comprises an equipment body, a detection unit, a control unit and a connecting mechanism, and the control unit achieves accurate positioning of the detection unit in the first direction and the second direction through a first moving assembly and a second moving assembly correspondingly; according to the device, the optimal measuring distance between the detection probe and the steel rail is guaranteed, non-contact measurement of the profile of the steel rail is achieved through the detection unit integrated on the device body by adopting the laser section scanning technology, and comprehensive acquisition of the surface state information of the steel rail is achieved in combination with the special corrugation detection module and the surface crack detection module. The device is compact in overall structure, and all the functional modules work cooperatively, so that continuous and stable detection of the surface state of the steel rail can be completed in the train running state, accurate data support is provided for subsequent steel rail maintenance, and the detection efficiency and reliability are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of railway engineering technology, and in particular to a rail grinding device and a rail grinding method. Background Technology

[0002] In recent years, with the development of railway transportation towards high speed and heavy load, the working environment of rails, as the most critical load-bearing component of the track structure, has become increasingly harsh. Under the dynamic interaction between train wheels and rails, the rail surface is subjected to extremely high contact stress and complex alternating loads. Combined with the effects of natural environmental erosion and material fatigue, various forms of damage and defects appear on the rail surface. These defects not only reduce the safety and comfort of train operation but also significantly shorten the service life of the rails and increase railway maintenance costs.

[0003] To address this challenge, rail grinding technology has become a widely adopted maintenance method in the international railway industry. This technology, by precisely reshaping the rail profile, effectively eliminates surface defects and optimizes wheel-rail contact, thereby preventing disease development and extending the service life of the rails. With the development of modern inspection technology, rail condition inspection equipment based on advanced sensing technologies such as machine vision and laser measurement has been gradually applied in the railway inspection field, providing more accurate data support for rail maintenance.

[0004] However, current rail inspection and maintenance technologies still suffer from significant technological gaps. On the one hand, existing inspection systems are mostly limited to single-function condition monitoring, failing to form a closed-loop linkage with subsequent grinding operations. On the other hand, traditional grinding operations still rely heavily on manual experience to determine grinding parameters, lacking intelligent decision-making capabilities based on real-time inspection data. This disconnect between inspection and maintenance makes it difficult to achieve optimal management of the entire rail lifecycle, hindering further improvements in railway maintenance efficiency. Summary of the Invention

[0005] In view of the problems existing in the prior art, one of the objectives of the present invention is to provide an on-board rail surface condition detection device, comprising: Equipment body; The detection unit is fixed on the main body of the equipment. The detection unit includes a rail profile detection module, a corrugation detection module, and a surface crack detection module. The rail profile detection module performs dynamic detection of the rail cross-section using laser. The corrugation detection module is used to perform dynamic measurement of the rail. The surface crack detection module is used to detect cracks in the rail. The control unit is fixed to the main body of the device and includes a first moving component and a second moving component. The first moving component is used to adjust the position of the detection unit along a first direction, and the second moving component is used to adjust the position of the detection unit along a second direction. The connection mechanism includes a first connection component and a second connection component. One end of the first connection component is fixedly connected to the main body of the device, and the other end is fixedly connected to the vehicle body. The second connection component is fixed to the first connection component, and the detection unit is fixed to the second connection component. The second connection component is used to buffer the vibration of the vehicle body. The first direction is the vertical direction, and the second direction is the horizontal direction.

[0006] In one embodiment, the first connecting assembly includes a base, a shock-absorbing assembly, and a manual lifting mechanism. The base is used to fix the device to the vehicle body, the shock-absorbing assembly is fixed to the side of the base facing the vehicle body, and the manual lifting mechanism is fixed between the base and the device body. The manual lifting mechanism is capable of driving the device body away from or towards the vehicle body.

[0007] In one embodiment, the second connecting component includes a rotating mechanism, a shock-absorbing module, and a detection unit mounting mechanism. The rotating mechanism is fixedly connected to the main body of the device. The shock-absorbing module is disposed between the rotating mechanism and the detection unit mounting mechanism. The detection unit mounting mechanism is used to fix the detection unit. The rotating mechanism enables the detection unit to deflect along a first direction.

[0008] In one embodiment, the first moving component includes a first electric cylinder and a first slider assembly. The first electric cylinder is fixed to the first connecting component. The first slider assembly includes a first guide rail and a first slider. The first guide rail is fixed to the first connecting component along a first direction. The first slider is fixedly connected to the second connecting component. The first guide rail is slidably connected to the first slider. The first electric cylinder is used to drive the second connecting component to move along the first guide rail, so that the detection unit moves along the first direction.

[0009] In one embodiment, the second moving component includes a second electric cylinder and a second slider assembly. The second electric cylinder is fixed to the second connecting component. The second slider assembly includes a second guide rail and a second slider. The second guide rail is fixed to the second connecting component along a second direction. The second slider is fixedly connected to the detection unit. The second guide rail is slidably connected to the second slider. The second electric cylinder is used to drive the detection unit to move along the second guide rail.

[0010] In one embodiment, the device further includes a calculation and analysis unit and a manual protection mechanism. The calculation and analysis unit is disposed within the main body of the device and is electrically connected to the detection unit. The calculation and analysis unit is used to process detection data in real time. The manual protection mechanism is fixed within the main body of the device and is used to apply emergency braking to the control unit.

[0011] Secondly, the present invention also provides a rail grinding method, employing the aforementioned vehicle-mounted rail surface condition detection device, comprising the following steps: S100 Measurement: Dynamically collect data on rail profile, corrugation, and cracks using detection devices installed at the front and rear of the grinding train; S200, Analysis: Generate the optimal polishing solution based on actual measurement data; S300, Execution: Transmit the grinding plan to the grinding control system and adjust the grinding wheel parameters to perform the operation; S400 Feedback: Compare the actual shape after polishing with the theoretical shape, and dynamically adjust the subsequent polishing strategy.

[0012] In one implementation, the analysis step includes: Enter the measured profile data and select the target profile; Calculate the profile difference and construct the feature profile; Based on the pattern library, simulated grinding is used to generate the optimal combination of grinding patterns.

[0013] In one implementation, the feature profile generation process includes: Calculate the rail head profile similarity index (PSI) to evaluate the grinding effect;

[0014] Eddy current testing data is used to dynamically adjust the grinding mode to eliminate crack defects.

[0015] In one implementation, it further includes: The sanding capability feedback adjustment corrects the basic sanding area, making the theoretical sanding profile closer to the actual sanding result. Correction coefficients are calculated for rail top, inner side, and outer side zones to optimize grinding precision. Compared with the prior art, the advantages of this invention are that the embodiments of this application provide a rail grinding device and a rail grinding method. The rail grinding device includes a main body, a detection unit, a control unit, and a connecting mechanism. The control unit, through a first moving component and a second moving component, respectively achieves precise positioning of the detection unit in a first direction and a second direction, ensuring that the detection probe maintains the optimal measurement distance from the rail. Furthermore, the detection unit integrated on the main body uses laser cross-section scanning technology to achieve non-contact measurement of the rail profile. Combined with a dedicated corrugation detection module and surface crack detection module, comprehensive acquisition of rail surface condition information is achieved. The device has a compact overall structure, and all functional modules work collaboratively, enabling continuous and stable detection of the rail surface condition while the train is in operation. This provides accurate data support for subsequent rail maintenance, significantly improving detection efficiency and reliability. Attached Figure Description

[0016] The invention will now be described in more detail with reference to embodiments and the accompanying drawings.

[0017] Figure 1 This is a schematic diagram of the structure of a rail grinding device installed at the bottom of a grinding vehicle, according to some embodiments of this application.

[0018] Figure 2 This is a schematic diagram of the structure of a rail grinding device provided in some embodiments of this application.

[0019] Figure 3 This is a front view of a rail grinding device provided in some embodiments of this application.

[0020] Figure 4 This is a system architecture diagram of a rail grinding device provided in some embodiments of this application.

[0021] Figure 5 This is a flowchart of a rail grinding method provided in some embodiments of this application.

[0022] Figure label: 1-2. Bottom body structure of GMC-96B front end; 1-3. Bottom body structure of GMC-96B rear end; 1-4. Left rail surface condition detection device; 1-5. Right rail surface condition detection device; 1-6. Rail. 2-1. Manual lifting mechanism; 2-2. First connecting assembly; 2-3. Calculation and analysis unit; 2-4. First electric cylinder; 2-5. First slider assembly; 2-6. Housing; 2-7. Detection unit; 3-1. Cable tray; 3-2. Inspection window; 3-3. Second connecting assembly; 3-4. Second electric cylinder; 3-5. Second slider assembly; 3-6. Traveling wheel; 3-7. Traveling wheel; X, the first direction; Y, the second direction. Detailed Implementation

[0023] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0024] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0025] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0026] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or a joint; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0027] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0028] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0029] The invention will now be further described with reference to the accompanying drawings.

[0030] Firstly, see Figures 1-3 An embodiment of this application provides a vehicle-mounted rail surface condition detection device, which includes a main body, detection units 2-7, a control unit, and a connecting mechanism.

[0031] The detection unit 2-7 is fixed to the main body of the equipment. The detection unit 2-7 includes a rail profile detection module, a corrugation detection module, and a surface crack detection module. The rail profile detection module performs dynamic detection of the cross-section of the rail 1-5 using laser. The corrugation detection module is used to perform dynamic measurement of the rail 1-5. The surface crack detection module is used to detect cracks in the rail 1-5. The control unit is fixed to the main body of the equipment and includes a first moving component and a second moving component. The first moving component is used to adjust the position of the detection unit 2-7 along a first direction X, and the second moving component is used to adjust the position of the detection unit 2-7 along a second direction. The connecting mechanism includes a first connecting component 2-2 and a second connecting component 3-3. One end of the first connecting component 2-2 is fixedly connected to the main body of the equipment, and the other end is fixedly connected to the vehicle body. The second connecting component 3-3 is fixed to the first connecting component 2-2, and the detection unit 2-7 is fixed to the second connecting component 3-3. The second connecting component 3-3 is used to buffer the vibration of the vehicle body.

[0032] The vehicle-mounted rail surface condition detection device provided in this embodiment uses a control unit to precisely position the detection unit 2-7 in the first direction X and the second direction Y through a first moving component and a second moving component, respectively. This ensures that the detection probe maintains the optimal measurement distance between itself and the rail 1-5. Furthermore, the detection unit 2-7, integrated into the main body of the device, employs laser cross-section scanning technology to achieve non-contact measurement of the rail profile. Combined with specialized corrugation detection and surface crack detection modules, comprehensive acquisition of surface condition information of the rail 1-5 is achieved. The device has a compact overall structure, with each functional module working collaboratively. This enables continuous and stable detection of the rail 1-5 surface condition while the train is in operation, providing accurate data support for subsequent rail 1-5 maintenance and significantly improving detection efficiency and reliability.

[0033] In addition, the first connecting component 2-2 achieves a stable connection between the equipment and the vehicle body, while the buffering function of the second connecting component 3-3 effectively isolates the impact of vehicle body vibration on the testing process.

[0034] It should be noted that in this embodiment of the application, the first direction X is the vertical direction, and the second direction is the horizontal direction.

[0035] Specifically, such as Figure 1 As shown, the car body includes the bottom body structure 1-1 of the front of the GMC-96B and the bottom body structure 1-2 of the rear of the GMC-96B. Both the bottom of the bottom body structure 1-1 of the front of the GMC-96B and the bottom body structure 1-2 of the rear of the GMC-96B are equipped with rail grinding devices. In addition, the rail 1-5 includes two rails. The detection unit 2-7 includes the left rail surface condition detection device 1-3 and the right rail surface condition detection device 1-4.

[0036] like Figures 1-3 As shown, in some embodiments, the first connecting component 2-2 includes a base, a shock-absorbing component, and a manual lifting mechanism 2-1. The base is used to fix to the vehicle body, the shock-absorbing component is fixed to the side of the base facing the vehicle body, and the manual lifting mechanism 2-1 is fixed between the base and the device body. The manual lifting mechanism 2-1 can drive the device body away from or towards the vehicle body.

[0037] The base in the first connecting component 2-2 is rigidly connected to the car body, providing a stable installation foundation for the entire detection system. In addition, the shock absorption component is placed between the base and the car body, which can effectively absorb and buffer the vibration and impact generated during train operation, ensuring that the detection unit 2-7 can maintain stable measurement accuracy in dynamic environments.

[0038] In addition, the manual lifting mechanism 2-1 is a key safety redundancy design in this application. By setting the manual lifting mechanism 2-1, the relative position of the main body of the equipment and the vehicle body can be quickly adjusted mechanically in the event of a power system failure. On the one hand, this facilitates daily maintenance and repair, and on the other hand, it ensures that the detection unit 2-7 can be removed from the working position in an emergency to avoid equipment damage or affecting driving safety.

[0039] The connection structure design consisting of the base, shock absorption components, and manual lifting mechanism 2-1 not only enhances the vibration resistance of the device but also greatly improves the safety and maintainability of the system, providing a reliable guarantee for continuous and accurate detection of the surface condition of rails 1-5.

[0040] In some embodiments, the manual lifting mechanism 2-1 includes a lifting screw, a handwheel assembly, and a mechanical locking pin. The lifting screw is fixed to the base via a bearing seat, the handwheel assembly meshes with the lifting screw via a bevel gear, and the mechanical locking pin is used to fix the lifting position of the base.

[0041] In some embodiments, the damping assembly includes rubber dampers and hydraulic dampers. The rubber dampers include four rubber dampers symmetrically arranged at the four corners of the base frame, and the hydraulic dampers include two hydraulic dampers installed on both sides of the base along the train travel direction.

[0042] like Figures 1-3 As shown, in some embodiments, the second connecting component 3-3 includes a rotating mechanism, a shock-absorbing module, and a mounting mechanism for the detection unit 2-7. The rotating mechanism is fixedly connected to the main body of the device. The shock-absorbing module is disposed between the rotating mechanism and the mounting mechanism for the detection unit 2-7. The mounting mechanism for the detection unit 2-7 is used to fix the detection unit 2-7. The rotating mechanism enables the detection unit 2-7 to deflect along the first direction X.

[0043] The rotating mechanism enables the detection unit 2-7 to adaptively deflect in the horizontal plane, thereby effectively compensating for the impact of the serpentine motion during train operation on the detection accuracy. In addition, the shock absorption module adopts a multi-directional buffer structure, forming a flexible connection between the rotating mechanism and the mounting mechanism of the detection unit 2-7, thereby further isolating the vibration interference transmitted by the car body.

[0044] In addition, the mounting mechanism of the detection unit 2-7 is fixed above the second moving component using a quick-release clamp structure. The mounting mechanism of the detection unit 2-7 includes a positioning pin hole and a shock-resistant connector. The positioning pin hole ensures the installation accuracy of the detection unit 2-7, and the shock-resistant connector is used to integrate electrical and signal interfaces.

[0045] The mounting mechanism of detection unit 2-7, through rigid positioning and quick assembly / disassembly, ensures both the spatial positioning accuracy of detection unit 2-7 and facilitates routine maintenance and replacement. The composite connection structure of the second connecting component 3-3 combines mechanical compensation with active vibration damping, significantly improving the stability of detection unit 2-7 in dynamic environments. This ensures accurate and reliable data for precision operations such as laser measurement and crack detection, providing solid technical support for the condition assessment and maintenance decisions of rail 1-5.

[0046] The shock absorption module includes air springs, rubber buffer blocks, and shock absorbers. The air springs are arranged at the four corners of the rotating platform; the rubber buffer blocks are installed along the direction perpendicular to rails 1-5; and the longitudinal shock absorbers are arranged along the direction of rails 1-5.

[0047] like Figures 1-3 As shown, in some embodiments, the first moving component includes a first electric cylinder 2-4 and a first slider assembly 2-5. The first electric cylinder 2-4 is fixed to the first connecting component 2-2. The first slider assembly 2-5 includes a first guide rail and a first slider. The first guide rail is fixed to the first connecting component 2-2 along a first direction X. The first slider is fixedly connected to the second connecting component 3-3. The first guide rail is slidably connected to the first slider. The first electric cylinder 2-4 is used to drive the second connecting component 3-3 to move along the first guide rail, so that the detection unit 2-7 moves along the first direction X.

[0048] The first electric cylinder 2-4 is fixed to the first connecting assembly 2-2 as a driving component, and the rigid connection ensures the reliability of power transmission. In addition, the first slider assembly 2-5 adopts a structure in which a guide rail and slider cooperate, allowing the second connecting assembly 3-3 to slide smoothly in the vertical direction, effectively avoiding swaying and offset during movement. This guide rail and slider design not only ensures the vertical positioning accuracy of the detection unit 2-7, but also enables rapid and stable height adjustment via electric cylinder drive, allowing the detection unit 2-7 to flexibly adjust its measurement position according to different working conditions. Furthermore, the cooperation between the guide rail and slider significantly reduces motion resistance, greatly extending the service life of the mechanism, while ensuring that the detection unit 2-7 maintains a constant optimal distance from the surface of the rail 1-5 during dynamic measurement, providing reliable mechanical assurance for obtaining accurate data on the profile and surface condition of the rail 1-5.

[0049] In some embodiments, the first moving component further includes a displacement sensor and a limit protection device. The displacement sensor is mounted on the guide rail and is used to monitor the first X position of the detection unit 2-7 in real time and feed it back to the control unit, thereby adjusting the first X position of the detection unit 2-7 more accurately. The limit protection device includes upper and lower limit position sensors and mechanical stops, thereby preventing the detection unit 2-7 from being damaged due to overtravel.

[0050] like Figures 1-3 As shown, in some embodiments, the second moving component includes a second electric cylinder 3-4 and a second slider assembly 3-5. The second electric cylinder 3-4 is fixed to the second connecting assembly 3-3. The second slider assembly 3-5 includes a second guide rail and a second slider. The second guide rail is fixed to the second connecting assembly 3-3 along a second direction. The second slider is fixedly connected to the detection unit 2-7. The second guide rail is slidably connected to the second slider. The second electric cylinder 3-4 is used to drive the detection unit 2-7 to move along the second guide rail.

[0051] The second electric cylinder 3-4, serving as the power source, is fixed to the second connecting assembly 3-3, ensuring effective transmission of driving force through a rigid connection. Furthermore, the second slider assembly 3-5 also employs a guide rail and slider cooperation structure, enabling the detection unit 2-7 to slide smoothly along the second Y direction of the rail 1-5. This eliminates jamming and vibration during movement, ensuring the horizontal positioning accuracy of the detection unit 2-7 and achieving rapid and stable adjustment of the second Y position. This allows the detection probe to accurately align with different measurement points on the rail 1-5. The cooperation between the guide rail and slider significantly improves movement stability, reduces mechanical wear, and extends service life. This second moving assembly ensures that the detection unit 2-7 accurately covers the entire cross-section of the rail 1-5 during dynamic measurement, providing reliable mechanical motion support for obtaining complete rail 1-5 profile and surface condition data, effectively improving the accuracy and consistency of the detection.

[0052] Similarly, the second moving component also includes a displacement sensor and a limit protection device, the specific settings and structure of which will not be described in detail here.

[0053] like Figures 1-3 As shown, in some embodiments, the vehicle-mounted rail surface condition detection device further includes a calculation and analysis unit 2-3 and a manual protection mechanism. The calculation and analysis unit 2-3 is disposed within the main body of the device and is electrically connected to the detection unit 2-7. The calculation and analysis unit 2-3 is used to process the detection data in real time. The manual protection mechanism is fixed within the main body of the device and is used to perform emergency braking on the control unit.

[0054] By setting up the calculation and analysis unit 2-3, multi-source data from the detection unit 2-7 can be processed in real time. High-speed computation enables online analysis and evaluation of the surface condition of rails 1-5, providing timely and reliable technical support for subsequent maintenance decisions. In addition, the manual protection mechanism can quickly trigger emergency braking in case of control system malfunctions, effectively preventing equipment damage and traffic safety hazards. The combination of the calculation and analysis unit 2-3 and the manual protection mechanism ensures both efficient data processing during the detection process and the system's emergency response capability in unexpected situations. This allows the entire detection device to maintain stable and reliable operation even under complex conditions, providing comprehensive technical support for the condition monitoring of rails 1-5.

[0055] In some embodiments, the rail profile detection module in detection units 2-7 adopts machine vision detection technology to achieve dynamic non-contact detection of the rail head profile of rail 1-5 by acquiring the laser cross-section of the rail 1-5 profile at high speed; the rail corrugation detection module adopts a one-dimensional laser displacement sensor and combines it with the four-point chord measurement method to achieve dynamic non-contact detection of the corrugation of rail 1-5; the surface crack detection module of rail 1-5 adopts the eddy current principle, and by arranging eight-channel probes and strictly fixing the lift-off value between the probes and rail 1-5, it achieves all-round coverage detection of surface cracks of rail 1-5 within the grinding angle of -10°~60°.

[0056] In some embodiments, the main body of the device also includes a housing 2-6. By providing the housing 2-6, the internal components can be further protected, and the service life of the components can be greatly extended.

[0057] In some embodiments, the main body of the device is also provided with a cable tray 3-1 and an inspection window 3-2.

[0058] By setting up cable trays 3-1 to neatly store and secure various cables, signal interference caused by messy wiring is avoided, and wear and tear on the cables due to train vibration is effectively prevented. Furthermore, the inspection window 3-2 allows maintenance personnel to quickly access critical internal components, significantly simplifying routine inspections, troubleshooting, and component replacement procedures. This ensures the long-term reliability of the equipment, reduces the difficulty and time cost of maintenance work, and guarantees that the testing device maintains optimal working condition in the complex railway operating environment.

[0059] In some embodiments, the detection unit 2-7 is further provided with traveling wheels 3-7 and guide wheels 3-6. The traveling wheels 3-7 are rotatable along the rail 1-5, and the guide wheels 3-6 are located on both sides of the rail 1-5. The traveling wheels 3-7 roll along the top surface of the rail 1-5, providing smooth movement guidance for the detection unit 2-7 and effectively reducing running resistance. In addition, the guide wheels 3-6 are symmetrically arranged on both sides of the rail 1-5, thereby forming a three-point contact stable structure, which can prevent the detection unit 2-7 from deviating in the second direction Y and can adapt to changes in the cross-section of the rail 1-5.

[0060] The traveling wheel 3-7 and the siding wheel 3-6 form a composite wheel system, which ensures that the detection unit 2-7 maintains a precise relative position with the rail 1-5 during dynamic detection, avoiding measurement errors caused by train vibration, reducing mechanical wear, and providing a stable motion reference for precision measurement operations such as laser scanning and crack detection, ensuring the accuracy and consistency of the detection data.

[0061] like Figure 4 As shown, in some embodiments, the vehicle-mounted rail surface condition detection device further includes a data acquisition industrial control computer, a power control system, a power supply system, a communication system, a data transmission system, and a motor synchronization control system.

[0062] The data acquisition industrial control computer, as the core processing unit, can receive and process multi-source detection data in real time, ensuring efficient integration and analysis of measurement information. The power control system works in conjunction with the power supply system to provide stable and reliable power for each functional module, effectively coping with voltage fluctuations during train operation. The communication system enables high-speed data interaction between various units within the equipment, building a real-time response network. The data transmission system can reliably transmit detection results to the ground analysis platform. The motor synchronous control system precisely coordinates the timing of the actions of each moving part, ensuring the spatial positioning accuracy of the detection units on both sides, enabling the detection units on both sides to operate synchronously, and improving working accuracy.

[0063] Secondly, see as follows Figure 5 An embodiment of this application also provides a rail grinding method, which uses the above-mentioned vehicle-mounted rail surface condition detection device. The rail grinding method includes the following steps: S100 Measurement: Dynamically collect data on rail profile, corrugation, and cracks using detection devices installed at the front and rear of the grinding train; S200, Analysis: Generate the optimal polishing solution based on actual measurement data; S300, Execution: Transmit the grinding plan to the grinding control system and adjust the grinding wheel parameters to perform the operation; S400 Feedback: Compare the actual shape after polishing with the theoretical shape, and dynamically adjust the subsequent polishing strategy.

[0064] This application provides a rail grinding method that, in the measurement stage, dynamically collects rail surface condition data using end-to-end detection devices to comprehensively acquire information on the profile, corrugation, and cracks before and after grinding. Then, in the analysis stage, the optimal grinding plan is intelligently generated based on real-time detection data, ensuring the scientific validity and relevance of grinding parameters. In the execution stage, high-precision rail profile repair is achieved by precisely controlling the grinding wheel's operating parameters. Finally, in the feedback stage, subsequent grinding strategies are dynamically optimized by comparing the actual grinding effect with the theoretical target. This method organically combines detection, analysis, execution, and feedback to form a complete intelligent control closed loop, significantly improving the accuracy and efficiency of rail grinding. Simultaneously, through a data-driven dynamic adjustment mechanism, it effectively extends the service life of the rail, providing an intelligent technical solution for railway maintenance.

[0065] like Figure 5 As shown, in some embodiments, the analysis step includes: Enter the measured profile data and select the target profile; Calculate the profile difference and construct the feature profile; Based on the pattern library, simulated grinding is used to generate the optimal combination of grinding patterns.

[0066] By inputting measured profile data and intelligently comparing it with the target profile, the defect distribution and wear characteristics of the rail surface are accurately identified. This application's feature profile construction method transforms complex profile differences into quantifiable grinding requirements, providing an intuitive basis for subsequent decision-making. Furthermore, the simulation grinding process based on a pattern library uses intelligent algorithms to simulate the effects of different grinding strategies, automatically selecting the optimal pattern combination. This ensures that the grinding scheme meets both repair needs and operational efficiency. This data-driven analysis method significantly improves the scientific rigor and reliability of the grinding scheme, effectively avoiding the limitations of traditional manual experience-based judgment and providing precise decision support for rail maintenance.

[0067] like Figure 5 As shown, in some embodiments, the feature profile generation process includes: Calculate the rail head profile similarity index (PSI) to evaluate the grinding effect;

[0068] Eddy current testing data is used to dynamically adjust the grinding mode to eliminate crack defects.

[0069] Additionally, in the formula: Sin—the area formed by the difference curve and the envelope within the allowable envelope, calculated using the following formula: ; Sout—the area formed by the difference curve outside the allowable envelope and the envelope itself, calculated using the following formula: .

[0070] In some embodiments, the construction of the feature profile first involves aligning all measured profiles with the target profile. Then, using the x-axis of the original rail profile as the horizontal axis and the normal distance e between the measured profile and the target profile as the vertical axis, a normal profile difference curve is plotted in an orthogonal coordinate system. .

[0071] The measured rail profile is represented as a matrix. Similarly, the target rail profile can be represented as a matrix. Because the target profile is the same in a single grinding operation (generally 60D or 60N), the grinding angles are calculated based on the target profile by taking the tangent slopes of all points on the target profile as the basis. This set of grinding angles is denoted as... The calculation formula is as follows: ; Find the polishing angle The contact points between the corresponding grinding wheel and the measured profile and the target profile are respectively denoted as... and ;So, The corresponding normal distance can be expressed as: ; In the formula, This indicates that the measured profile at this angle is lower than the target profile, which is an "over-polished" area and does not require polishing. This indicates that the measured profile at this angle is higher than the target profile, which is an area that needs to be "under-polished" and requires special polishing.

[0072] Finally, the characteristic profile is calculated in reverse based on the average profile difference curve and the target profile coordinate curve. The calculation formula is as follows: .

[0073] In some embodiments, the grinding pattern combination is based on a basic pattern library of a line grinding machine to simulate grinding of the feature profile. The grinding method is as follows: First, let the number of basic patterns be denoted as... , The initial value is set to 1. The first step is to find the highest point of the normal profile difference curve in the angular coordinate system. The angle corresponding to the highest point is denoted as . ; The second step is to find the basic pattern that contains that angle, denoted as... ; The third step is to use the basic model according to the algorithm of the forward model. The feature profile is simulated and polished, and the normal profile difference curve of the polished feature profile relative to the target profile is redrawn. Repeat the first three steps. Until the highest point of the normal profile difference curve is less than a certain threshold. Then stop polishing. Still take 0.3mm, The final value is denoted as ; The 12 basic patterns are grouped together and reassembled into a complete polishing pattern, with the number of polishing passes being: ; In the formula, if If the pattern is not divisible by 12, the final grinding mode is incomplete, which in actual field operations means that some motors do not work during the final grinding. Simulate grinding of the feature profile using patterns from the basic pattern library, and plot the profile and normal profile difference curves after the simulated grinding is completed.

[0074] In some embodiments, during on-site grinding operations, the construction window time is short, necessitating limiting the number of grinding passes to a certain range. Assuming the maximum number of grinding passes is N, if... Then the Index is the final polishing solution; if Then, N elements need to be selected from the Index matrix to form a new polishing scheme. The selection method is as follows: If N elements are selected from the matrix Index, there are a total of Various selection methods; Each method is used to simulate and refine the feature profile, and the PSI index of the theoretically refined profile and the target profile is calculated. The method with the highest PSI index is the best polishing solution.

[0075] like Figure 5 As shown, in some embodiments, it also includes: The sanding capability feedback adjustment corrects the basic sanding area, making the theoretical sanding profile closer to the actual sanding result. Correction coefficients are calculated for the top, inner, and outer sides of the rail to optimize grinding accuracy.

[0076] In some embodiments, the eddy current crack-adjustable grinding mode can automatically record the relative size and location of crack defects through a rail surface crack detection module. Based on the obtained rail surface crack depth and location, this invention investigates how to select and increase grinding modes to effectively remove rail surface cracks. The eddy current detection equipment can obtain the crack depth at various locations on the profile of a rail section before grinding, denoted as: ; In the formula, Xi represents the transverse position of the crack in the rail profile; Cri represents the crack depth at that position; and m is the number of cracks, only counting cases where the crack depth is greater than 0.1 mm. Based on the above simulation of the difference curve between the profile and normal profile after grinding, the grinding depth Hi corresponding to position Xi is calculated and denoted as . .

[0077] First, record the remaining polishing amount as... ,for Compare in turn and Size, like This indicates that when the designed grinding mode is completed, the surface cracks on the rail at that location have been removed simultaneously, and no additional grinding mode is needed. ; like This indicates that even after polishing using the designed polishing mode, some cracks at that location remain unremoved and further polishing is required. The remaining polishing amount is... .

[0078] Based on the basic pattern library, crack removal is performed on the rail profile after simulation grinding, as follows: Step 1, Calculation The corresponding angle in the rail profile is denoted as . ; The second step is to find the basic pattern that contains that angle, denoted as... ; The third step is to use the basic model according to the algorithm of the forward model. The simulated polished rail profile is then subjected to crack removal and polishing. The polishing depth is recorded as The number of polishing passes corresponding to this basic pattern is: ; In summary, location The crack at the location needs to be repaired. Basic patterns Eliminate it.

[0079] Fourth, similarly, group the 12 basic patterns together and... When the grinding pattern is combined into a complete pattern, it becomes the crack removal pattern. Crack removal is performed after the profile grinding is completed, depending on the situation on site.

[0080] In some embodiments, the principle of grinding capability feedback adjustment is to correct the basic grinding area so that the calculated result of the grinding wheel of the rail grinding vehicle approximates the actual operation result. This is because external influencing factors are random and complex, and the feedback adjustment module applies the influence results of all external factors uniformly to the basic grinding area. The formula for calculating the simulated grinding area is as follows: ; The formula for calculating the actual grinding area is: .

[0081] In the formula, This indicates the measured profile of the rail before grinding. This represents the simulated profile of the rail after grinding. This represents the measured profile of the rail after grinding. Therefore, the correction factor... It can be represented as .

[0082] The rail head is divided into rail top. inner side outer side There are three regions in total. Therefore, it is necessary to determine the integration range for each of these three regions to obtain the correction coefficient for each region. The corrected basic grinding area is expressed as follows: .

[0083] The theoretically polished profile, after being corrected by the feedback adjustment module, can reduce the amount of under-polishing in some areas compared to the original profile, thus making the theoretically polished profile closer to the target profile.

[0084] Although the invention has been described with reference to preferred embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of the invention. In particular, the technical features mentioned in the various embodiments can be combined in any manner as long as there is no structural conflict. The invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A vehicle-mounted rail surface condition detection device, characterized in that, include: Equipment body; The detection unit is fixed on the main body of the equipment. The detection unit includes a rail profile detection module, a corrugation detection module, and a surface crack detection module. The rail profile detection module performs dynamic detection of the rail cross-section using laser. The corrugation detection module is used to perform dynamic measurement of the rail. The surface crack detection module is used to detect cracks in the rail. The control unit is fixed to the main body of the device and includes a first moving component and a second moving component. The first moving component is used to adjust the position of the detection unit along a first direction, and the second moving component is used to adjust the position of the detection unit along a second direction. The connection mechanism includes a first connection component and a second connection component. One end of the first connection component is fixedly connected to the main body of the device, and the other end is fixedly connected to the vehicle body. The second connection component is fixed to the first connection component, and the detection unit is fixed to the second connection component. The second connection component is used to buffer the vibration of the vehicle body. The first direction is the vertical direction, and the second direction is the horizontal direction.

2. The vehicle-mounted rail surface condition detection device according to claim 1, characterized in that, The first connecting component includes a base, a shock-absorbing component, and a manual lifting mechanism. The base is used to fix the device to the vehicle body. The shock-absorbing component is fixed to the side of the base facing the vehicle body. The manual lifting mechanism is fixed between the base and the device body. The manual lifting mechanism can drive the device body away from or towards the vehicle body.

3. The vehicle-mounted rail surface condition detection device according to claim 1, characterized in that, The second connecting component includes a rotating mechanism, a shock-absorbing module, and a detection unit mounting mechanism. The rotating mechanism is fixedly connected to the main body of the device. The shock-absorbing module is disposed between the rotating mechanism and the detection unit mounting mechanism. The detection unit mounting mechanism is used to fix the detection unit. The rotating mechanism enables the detection unit to deflect along a first direction.

4. The vehicle-mounted rail surface condition detection device according to claim 1, characterized in that, The first moving component includes a first electric cylinder and a first slider assembly. The first electric cylinder is fixed to the first connecting component. The first slider assembly includes a first guide rail and a first slider. The first guide rail is fixed to the first connecting component along a first direction. The first slider is fixedly connected to the second connecting component. The first guide rail is slidably connected to the first slider. The first electric cylinder is used to drive the second connecting component to move along the first guide rail, so that the detection unit moves along the first direction.

5. The vehicle-mounted rail surface condition detection device according to claim 1, characterized in that, The second moving component includes a second electric cylinder and a second slider assembly. The second electric cylinder is fixed to the second connecting component. The second slider assembly includes a second guide rail and a second slider. The second guide rail is fixed to the second connecting component along a second direction. The second slider is fixedly connected to the detection unit. The second guide rail is slidably connected to the second slider. The second electric cylinder is used to drive the detection unit to move along the second guide rail.

6. The vehicle-mounted rail surface condition detection device according to claim 1, characterized in that, It also includes a calculation and analysis unit and a manual protection mechanism. The calculation and analysis unit is disposed within the main body of the equipment and is electrically connected to the detection unit. The calculation and analysis unit is used to process detection data in real time. The manual protection mechanism is fixed within the main body of the equipment and is used to perform emergency braking on the control unit.

7. A method for grinding steel rails, characterized in that, Using the on-board rail surface condition detection device as described in any one of claims 1-6, the rail grinding method includes the following steps: S100 Measurement: Dynamically collect data on rail profile, corrugation, and cracks using detection devices installed at the front and rear of the grinding train; S200, Analysis: Generate the optimal polishing solution based on actual measurement data; S300, Execution: Transmit the grinding plan to the grinding control system and adjust the grinding wheel parameters to perform the operation; S400 Feedback: Compare the actual shape after polishing with the theoretical shape, and dynamically adjust the subsequent polishing strategy.

8. The rail grinding method according to claim 7, characterized in that, The analysis steps include: Enter the measured profile data and select the target profile; Calculate the profile difference and construct the feature profile; Based on the pattern library, simulated grinding is used to generate the optimal combination of grinding patterns.

9. The rail grinding method according to claim 8, characterized in that, The feature profile generation process includes: Calculate the rail head profile similarity index (PSI) to evaluate the grinding effect; Eddy current testing data is used to dynamically adjust the grinding mode to eliminate crack defects.

10. The rail grinding method according to claim 7, characterized in that, Also includes: The sanding capability feedback adjustment corrects the basic sanding area, making the theoretical sanding profile closer to the actual sanding result. Correction coefficients are calculated for the top, inner, and outer sides of the rail to optimize grinding accuracy.

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