A vehicle-mounted railway rail profile detection device

Abstract

The utility model discloses a vehicle -mounted railway rail profile detection device, including image acquisition module, signal trigger module, mileage positioning module, data processing module and intelligent analysis display module, the mileage positioning module is connected with signal trigger module through data processing module, signal trigger module is connected with image acquisition module, image acquisition module all with data processing module connection of mileage positioning module, data processing module is connected with intelligent analysis display module, the utility model discloses through the fixed point detection of fixed row distance of mileage positioning module can be realized, obtains better detection effect to assist the work site to grasp the rail wear degree, to the optimization rail maintenance cycle, the guidance rail polishing, reduces the manual cost has very positive and important significance.

Description

Technical Field

[0001] This utility model relates to the field of rail inspection technology, specifically to a vehicle-mounted railway rail profile inspection device. Background Technology

[0002] Railway rail profile inspection is a crucial step in railway operation and maintenance, ensuring that the rail geometry meets safety standards and preventing derailment risks caused by wear, deformation, or cracks. The main objectives of the inspection include: wear monitoring: wear on the rail head, web, and base affects train stability; geometric parameter verification: including track gauge, rail head width, and vertical height; defect identification: surface damage such as wavy wear, spalling, and thickened edges; and preventative maintenance: predicting rail lifespan and optimizing replacement cycles based on data.

[0003] Currently, commonly used inspection technologies both domestically and internationally mainly include contact measurement and non-contact measurement. Contact measurement generally uses mechanical calipers, profilometers, and other measuring tools for manual measurement, which is suitable for small-scale sampling inspections but not for long-term monitoring of rail profiles. Non-contact measurement includes laser ranging and point cloud reconstruction methods, structured light and image matching methods, and machine vision-based image recognition methods. Most of these methods are based on the principle of structured light, using an area array camera to capture the intersection of a line laser emitter and the rail to obtain the rail profile. This type of inspection is generally timed, that is, setting an interval between adjacent inspection points and performing multiple inspections at fixed intervals to achieve the purpose of inspecting the entire rail. However, because the speed of the flaw detection vehicle varies throughout the inspection process, it is common for some rails to be missed due to excessive speed and long travel time within the interval, or for some rails to be re-inspected due to insufficient travel time within the interval, which greatly affects the inspection results.

[0004] In view of the above-mentioned defects, the creator of this utility model has finally obtained this utility model after a long period of research and practice. Summary of the Invention

[0005] To address the aforementioned technical deficiencies, the present invention provides a vehicle-mounted railway rail profile detection device, comprising an image acquisition module, a signal triggering module, a mileage positioning module, a data processing module, and an intelligent analysis and display module. The mileage positioning module is connected to the signal triggering module via the data processing module, the signal triggering module is connected to the image acquisition module, both the image acquisition module and the mileage positioning module are connected to the data processing module, and the data processing module is connected to the intelligent analysis and display module.

[0006] Preferably, the image acquisition module includes a 3D vision component, which is fixedly mounted on one side of the bogie of the flaw detection vehicle via a connecting seat, and the two 3D vision components are symmetrically arranged on both sides of the same rail.

[0007] Preferably, the connector is provided with a dust cover, and the 3D vision component is disposed inside the dust cover.

[0008] Preferably, the 3D vision component includes a 3D profilometer, which is disposed within a housing. The housing is fixedly mounted on the connector. The housing is provided with a connection hole, a laser lens, and a camera lens. The connection hole is used for a connection cable connecting the 3D profilometer to an external source. The laser lens is positioned corresponding to the laser emission port of the 3D profilometer, and the camera lens is positioned corresponding to the receiving port of the 3D profilometer.

[0009] Preferably, the signal triggering module includes a signal conditioning circuit and a controller unit, the signal conditioning circuit being connected to each of the 3D profilometers through the controller unit, and the odometer positioning module being connected to the signal conditioning circuit.

[0010] Preferably, the mileage positioning module includes an axle-end encoder, a mileage positioning unit, and a serial communicator. The axle-end encoder is mounted on the axle of the flaw detection vehicle and is connected to the signal triggering module. The mileage positioning unit is connected to the main control system of the flaw detection vehicle. Both the axle-end encoder and the mileage positioning unit are connected to the data processing module through the serial communicator.

[0011] Preferably, the data processing module includes a data acquisition controller and an image preprocessing unit, wherein the data acquisition controller is connected to each of the 3D profilometers; the data acquisition controller is connected to the image preprocessing unit, and the image preprocessing unit is connected to the intelligent analysis and display module.

[0012] Preferably, the intelligent analysis and display module includes a human-computer interaction terminal, a comparison unit, a report generation unit, and a data storage unit. The image preprocessing unit is connected to the comparison unit, the comparison unit is connected to the data storage unit, the report generation unit is connected to the data storage unit, and the human-computer interaction terminal is connected to the data storage unit and the data processing module.

[0013] Compared with the prior art, the beneficial effects of this utility model are as follows: This utility model can realize fixed-point detection with fixed row spacing through the mileage positioning module, and obtain better detection results, thereby assisting the engineering site to grasp the degree of rail wear. It has a very positive and important significance for optimizing the rail maintenance cycle, guiding rail grinding, and reducing labor costs. Attached Figure Description

[0014] Figure 1 This is a connection diagram of the vehicle-mounted railway rail profile detection device; Figure 2 This is a structural diagram of the 3D vision component setup; Figure 3 This is a flowchart illustrating the operation of the vehicle-mounted railway rail profile detection device. Figure 4 This is a structural view of the 3D vision component.

[0015] The numbers in the diagram represent: 1-Image acquisition module; 2-Signal triggering module; 3-Mileage positioning module; 4-Data processing module; 5-Intelligent analysis and display module; 6-Flaw detection vehicle; 7-Rail; 11-3D vision component; 31-Shaft end encoder; 32-Mileage positioning unit; 33-Serial communication device; 61-Connecting seat; 62-Bogie; 63-Dust cover; 111-3D profilometer; 112-Connecting wire hole; 113-Laser perspective lens; 114-Camera perspective lens. Detailed Implementation

[0016] The above-mentioned and other technical features and advantages of this utility model will be described in more detail below with reference to the accompanying drawings. Example 1

[0017] like Figure 1 As shown, Figure 1 This is a connection diagram of the vehicle-mounted railway rail profile detection device.

[0018] The vehicle-mounted railway rail profile detection device of this utility model includes an image acquisition module 1, a signal triggering module 2, a mileage positioning module 3, a data processing module 4, and an intelligent analysis and display module 5. The mileage positioning module 3 is connected to the signal triggering module 2 through the data processing module 4. The signal triggering module 2 is connected to the image acquisition module 1. The mileage positioning module 3 provides a trigger signal to activate the image acquisition module 1 to capture image information. The data processing module 4 records the trigger signal provided by the mileage positioning module 3. Both the image acquisition module 1 and the mileage positioning module 3 are connected to the data processing module 4 to match the mileage positioning information of the flaw detection vehicle with the image information obtained by the image acquisition module 1, and process the image information to obtain the real-time rail profile. The data processing module 4 is connected to the intelligent analysis and display module 5, which compares the real-time rail profile with the standard rail profile to obtain a detection report and complete the detection.

[0019] Specifically, the image acquisition module 1 includes a 3D vision component 11, such as... Figure 2 As shown, Figure 2The diagram shows the structure of the 3D vision component. The 3D vision component 11 is fixedly mounted on one side of the bogie 62 of the flaw detection vehicle 6 via a connecting seat 61. The two 3D vision components 11 are symmetrically arranged on both sides of the same rail 7, so that the 3D vision components 11 can scan the two sides of the rail 7 respectively to obtain the overall profile point cloud image of the rail 7, which meets the clearance requirements and adapts to different track environments and lighting conditions.

[0020] Generally, a dust cover 63 is provided on the connector 61, and the 3D vision component 11 is disposed inside the dust cover 63 to avoid the influence of smoke and dust on the imaging of the 3D vision component 11.

[0021] In the early stage, a track simulation platform was built in the laboratory environment. The encoder was used to generate a trigger signal, and the relative position between the two symmetrical 3D vision components 11 was calibrated using a standard calibration block to obtain the profile of the standard rail 7. The relative position between the two 3D vision components 11 was kept unchanged, and the actual installation was carried out on the flaw detection vehicle 6.

[0022] like Figure 3 As shown, Figure 3 This is a flowchart illustrating the operation of the vehicle-mounted railway rail profile detection device. The 3D vision component 11 is connected to the signal triggering module 2 via a communication line. The power supply line of the 3D vision component 11 is connected to the vehicle power supply, and data is transmitted to the data processing module 4 via a network port. The 3D vision component 11 collects image and point cloud data of the rail 7 area. The trigger signal is provided by the mileage positioning module 3, ensuring that the data acquisition interval is not affected by train speed. After preprocessing, the collected point cloud image undergoes homography matrix transformation from point cloud to image to complete rail 7 profile correction and stitching, extracting the real-time rail 7 profile. Subsequently, it is matched and compared with the standard rail 7 profile to calculate geometric parameters such as rail head vertical wear and side wear. Then, the images and parameters of the areas where the parameter values ​​exceed the limits are fused with the mileage positioning information obtained from the query to generate a report, completing the detection.

[0023] This utility model enables fixed-point detection with a fixed row spacing through the mileage positioning module 3, achieving better detection results. This assists the engineering site in understanding the wear degree of the rails 7, which is of great positive and important significance for optimizing the maintenance cycle of the rails 7, guiding the grinding of the rails 7, and reducing labor costs. Generally, it can achieve technical indicators such as wear resolution ≤0.1 mm, profile detection accuracy ≤0.2 mm, detection speed up to 80 km / h, and detection interval ≤1 m, which can meet most detection environments. Example 2

[0024] like Figure 4 As shown, Figure 4This is a structural view of the 3D vision component 11. The 3D vision component 11 includes a 3D profilometer 111, which is housed within a housing. The housing is fixedly mounted on the connector 61. The housing is provided with a connecting wire hole 112, a laser lens 113, and a camera lens 114. The connecting wire hole 112 is used for connecting the 3D profilometer 111 to the outside via a connecting wire. The laser lens 113 is positioned corresponding to the laser emission port of the 3D profilometer 111, and the camera lens 114 is positioned corresponding to the receiving port of the 3D profilometer 111. This enables the 3D vision component 11 to acquire image information and provides dustproof, waterproof, and shockproof protection.

[0025] Specifically, the two 3D profilometers 111 are respectively arranged diagonally above the rail 7 and connected to the data processing module 4 via gigabit Ethernet ports, enabling simultaneous acquisition of multi-channel images and point cloud data and real-time transmission. The 3D profilometer 111 employs a line structured light scanning principle, acquiring target contour depth information through laser projection and receiving reflected light by a photosensitive unit, simultaneously outputting intensity maps, depth maps, and 3D point cloud data. The scanning rate of the 3D profilometer 111 ranges from 3.3 to 15 kHz. This rate represents the maximum contour scanning frequency under different Z-axis height regions of interest settings. Based on a common configuration for track inspection scenarios (approximately 4096 contour point lateral sampling density), the system can achieve continuous acquisition at train speeds not less than 80 km / h and meet the requirement of acquiring complete rail 7 contour data every 1 m.

[0026] The signal triggering module 2 includes a signal conditioning circuit and a controller unit. The signal conditioning circuit is connected to each of the 3D profilometers 111 through the controller unit. The mileage positioning module 3 is connected to the signal conditioning circuit. The signal conditioning circuit converts the pulse signal emitted by the mileage positioning module 3 into a trigger pulse and performs signal filtering and anti-jitter processing. After receiving the trigger pulse, the controller unit controls the 3D profilometers 111 to complete the acquisition of equidistant images and point clouds.

[0027] The controller unit is an industrial-grade 3D profilometer 111 controller, which adopts a fanless passive cooling structure. It has a 24V±10% DC input power supply, a 2A rated current, and a 48W peak power output capability. It can work stably in an ambient temperature range of 0~45℃ and has electromagnetic compatibility certifications such as CE / FCC / VCCI / KC. It can adapt to the vibration, dust, and temperature difference environments of rail vehicles.

[0028] The controller unit is connected to the 3D profilometer 111 via a gigabit Ethernet interface, supports a 2.5 GigE high-speed data link, and can simultaneously connect to multiple camera sensor heads and synchronously acquire images and depth point cloud data. The controller unit supports single-ended and differential encoder inputs, has an optically isolated encoder interface, and can receive A / B / Z three-phase coded pulse signals to ensure the anti-interference capability and synchronization accuracy of the trigger signal. Example 3

[0029] The mileage positioning module 3 includes an axle-end encoder 31, a mileage positioning unit 32, and a serial communication device 33. The axle-end encoder 31 is installed on the axle of the flaw detection vehicle 6 and is connected to the signal triggering module 2 to generate pulse signals related to wheel rotation and send the pulse signals to the signal triggering module 2. The mileage positioning unit 32 is connected to the GYK main control system of the flaw detection vehicle 6 to acquire real-time mileage information and positioning data of the vehicle, i.e., mileage positioning information. Both the axle-end encoder 31 and the mileage positioning unit 32 are connected to the data processing module 4 through the serial communication device 33. When the axle-end encoder 31 outputs an output pulse, the data processing module 4 synchronizes the real-time mileage positioning information acquired by the mileage positioning unit 32 with the real-time image information acquired by the image acquisition module 1 and performs time synchronization and position matching. The output pulse provided by the axle-end encoder 31 is sent to the signal triggering module 2 via the data processing module 4, and the data processing module 4 records the number of output pulses.

[0030] The shaft-end encoder 31 outputs a pulse signal that is proportional to the wheel rotation angle in real time. It can stably collect wheel set rotation displacement information during high-speed train operation without shifting with vehicle speed. The output pulses are counted by the controller and used to calculate the vehicle's travel distance and sampling trigger interval.

[0031] The kilometer marker information output by the mileage positioning unit 32 is in meters and is represented by a 3-byte data format. The 23rd bit (b23) is the sign bit, where 0 indicates positive mileage and 1 indicates negative mileage; the 22nd bit (b22) is the direction bit, where 0 indicates decreasing mileage and 1 indicates increasing mileage; and bits b21 to b0 are the absolute values ​​of the kilometer marker (low byte first).

[0032] The serial communication unit periodically sends data frames to the data processing module 4, which parses the kilometer marker information and combines it with the pulse signal output by the shaft-end encoder 31 for time synchronization and position matching. The mileage positioning module 3 enables the shaft-end encoder 31 to accurately locate the sampling interval, and the mileage positioning unit 32 outputs absolute mileage information, achieving accurate mileage mapping. Through the above structural combination, it can be ensured that each frame of rail 7 contour data has an accurate spatial position identifier, and the continuity of detection data is maintained under high-speed operation, improving the data reliability of rail 7 wear monitoring.

[0033] The data processing module 4 includes a data acquisition controller and an image preprocessing unit. The data acquisition controller is connected to each of the 3D profilometers 111 to collect and save the image information of each of the 3D profilometers 111 and to correlate the mileage positioning information with the image information. The data acquisition controller is connected to the image preprocessing unit, which preprocesses the acquired image information to facilitate later comparison. The image preprocessing unit is connected to the intelligent analysis and display module 5.

[0034] Specifically, the data acquisition controller is an industrial computer containing a high-performance CPU (I9 series) and GPU (RTX3080) for high-speed image processing, data acquisition, and storage. The image preprocessing unit performs projection transformation, distortion correction, and grayscale enhancement on the original image information.

[0035] The intelligent analysis and display module 5 includes a human-computer interaction terminal, a comparison unit, a report generation unit, and a data storage unit. The image preprocessing unit is connected to the comparison unit. The comparison unit performs comparative analysis of the real-time rail profile 7 and the standard rail profile 7. The comparison unit is also connected to the data storage unit to classify and store the analysis results, real-time rail profile 7 information, and corresponding mileage positioning information through the data storage unit. The report generation unit is connected to the data storage unit. The report generation unit automatically filters out out-of-limit data from the data storage unit and generates a detection report. The detection report includes the analysis results and the corresponding mileage positioning information. The detection report is stored in the data storage unit for subsequent querying and export. The human-computer interaction terminal is connected to the data storage unit and the data processing module 4 to retrieve and display image information, detection screens, and analysis results.

[0036] In use, this utility model is powered by the vehicle. The signal triggering module 2 is triggered by the mileage positioning module 3 based on the train's travel distance. The signal triggering module 2 controls the image acquisition module 1 to take pictures at fixed intervals. The data processing module 4 merges mileage information and other data to save the point cloud image information of the rail 7. The data files collected in the data processing module 4 are calculated and detected by the intelligent analysis and display module 5. After the detection is completed, the intelligent analysis and display module 5 automatically generates a detection report, which can be exported or uploaded via a terminal.

[0037] The above description is merely a preferred embodiment of the present utility model and is illustrative rather than restrictive. Those skilled in the art will understand that many changes, modifications, and even equivalents can be made within the spirit and scope defined by the claims of the present utility model, all of which will fall within the protection scope of the present utility model.

Claims

1. A vehicle-mounted railway rail profile detection device, characterized in that, It includes an image acquisition module, a signal triggering module, a mileage positioning module, a data processing module, and an intelligent analysis and display module. The mileage positioning module is connected to the signal triggering module through the data processing module. The signal triggering module is connected to the image acquisition module. The image acquisition module and the mileage positioning module are both connected to the data processing module. The data processing module is connected to the intelligent analysis and display module.

2. The vehicle-mounted railway rail profile detection device as described in claim 1, characterized in that, The image acquisition module includes a 3D vision component, which is fixedly mounted on one side of the bogie of the flaw detection vehicle via a connecting seat, and two 3D vision components are symmetrically arranged on both sides of the same rail.

3. The vehicle-mounted railway rail profile detection device as described in claim 2, characterized in that, The connector is equipped with a dust cover, and the 3D vision component is disposed inside the dust cover.

4. The vehicle-mounted railway rail profile detection device as described in claim 2, characterized in that, The 3D vision component includes a 3D profilometer, which is housed within a housing. The housing is fixedly mounted on the connector. The housing is provided with a connection hole, a laser lens, and a camera lens. The connection hole is used for connecting the 3D profilometer to an external device via a connection cable. The laser lens corresponds to the laser emission port of the 3D profilometer, and the camera lens corresponds to the receiving port of the 3D profilometer.

5. The vehicle-mounted railway rail profile detection device as described in claim 4, characterized in that, The signal triggering module includes a signal conditioning circuit and a controller unit. The signal conditioning circuit is connected to each of the 3D contour instruments through the controller unit, and the mileage positioning module is connected to the signal conditioning circuit.

6. The vehicle-mounted railway rail profile detection device as described in claim 5, characterized in that, The mileage positioning module includes an axle-end encoder, a mileage positioning unit, and a serial communication device. The axle-end encoder is installed on the axle of the flaw detection vehicle and is connected to the signal triggering module. The mileage positioning unit is connected to the main control system of the flaw detection vehicle. Both the axle-end encoder and the mileage positioning unit are connected to the data processing module through the serial communication device.

7. The vehicle-mounted railway rail profile detection device as described in claim 6, characterized in that, The data processing module includes a data acquisition controller and an image preprocessing unit. The data acquisition controller is connected to each of the 3D contour instruments. The data acquisition controller is connected to the image preprocessing unit, and the image preprocessing unit is connected to the intelligent analysis and display module.

8. The vehicle-mounted railway rail profile detection device as described in claim 7, characterized in that, The intelligent analysis and display module includes a human-computer interaction terminal, a comparison unit, a report generation unit, and a data storage unit. The image preprocessing unit is connected to the comparison unit, the comparison unit is connected to the data storage unit, the report generation unit is connected to the data storage unit, and the human-computer interaction terminal is connected to the data storage unit and the data processing module.

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