CN113548068B - Rail surface irregularity detection device and detection method - Google Patents
Rail surface irregularity detection device and detection method Download PDFInfo
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- CN113548068B CN113548068B CN202110840908.3A CN202110840908A CN113548068B CN 113548068 B CN113548068 B CN 113548068B CN 202110840908 A CN202110840908 A CN 202110840908A CN 113548068 B CN113548068 B CN 113548068B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/08—Railway inspection trolleys
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B11/00—Measuring arrangements characterised by the use of optical techniques
- G01B11/30—Measuring arrangements characterised by the use of optical techniques for measuring roughness or irregularity of surfaces
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Transportation (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
- Length Measuring Devices By Optical Means (AREA)
Abstract
The invention discloses a rail surface irregularity detection device and a rail surface irregularity detection method, belongs to the field of rail parameter detection, and aims to improve detection accuracy and detection range. Measuring and detecting vertical vibration acceleration A (t) of the trolley body and vertical displacement D (L) of the rail detection beam relative to the top surface of the rail by utilizing an inertia detection packet on the rail detection beam to obtain a track P (L) of the top surface of the rail; measuring the relative displacement between the detection trolley body and the wheel axle by using a detection beam I and a detection beam II which are additionally arranged at the bottom of the detection trolley to obtain a track irregularity chord measurement value; and superposing the track on the track top surface and the track irregularity chord measurement value. According to the invention, the inertial method and the chord measurement method are combined in a mode of additionally installing two rail detection beams, so that the problems of insufficient measurement range and insufficient measurement accuracy are solved. The accuracy and the range of measurement are improved, and the short wave and the long wave can be effectively measured.
Description
Technical Field
The invention belongs to the field of track parameter detection, and particularly relates to a track gauge detection device and a track gauge detection method.
Background
With the increase of urban traffic demand, the continuous development of transportation means is promoted. In recent years, high-speed railways, urban subways and light rail technologies are greatly developed, and the development of rail transit is becoming urgent. The train operation comfort and safety of the rail transit are not neglected all the time, and the plane precision of the rail and the geometric precision inside the rail are extremely important.
The rail has the defects of rail irregularity, surface abrasion and the like of various factors under the action of power. The unsmooth upward of the track can cause the change of the running stability and comfort level of the vehicle, and even cause malignant events such as derailment, overturning and the like; the rail fastener is loosened and infrastructure under the rail is destroyed when the rail fastener is downward; for the rail, rail cracks can be generated, and finally the rail is broken, so that the service life of the steel rail is shortened.
The track detection vehicle is one of large dynamic monitoring devices for checking track diseases, guiding track maintenance and guaranteeing driving safety, and is an important means for realizing scientific management and maintenance of the track, wherein the track detection vehicle has extremely important contribution to the monitoring of the abrasion condition of a track plane and the irregularity of the track plane and the restoration of the track surface.
The irregularity of the rail surface refers to the longitudinal fluctuation of the left and right rail surface due to rail surface wear or other imperfections. At present, the detection of the irregularity of the rail surface is completed through a sensor arranged on a rail detection beam at the bottom of a rail detection vehicle, the main principle is that a rail detection Liang Guanxing element is utilized to detect the attitude of the whole rail detection beam, an inclination angle between the rail detection beam and the ground is detected by an inclinometer, the shaking of the rail detection beam is detected by a shaking head gyroscope, the lateral rolling of the rail detection beam is detected by a side rolling gyroscope, the acceleration of the rail detection beam corresponding to the left rail top surface and the right rail top surface is further obtained, the relative inertial displacement is obtained through twice integration, the vertical displacement of the upper point of the left rail detection beam and the right rail detection beam relative to the rail surface is obtained through difference, and short waves, medium waves and partial long waves are obtained through filtering.
At present, the detection of the irregularity of the rail surface mainly comprises an inertial reference method and a chord measurement method;
the inertial reference method is to establish an inertial reference standard in a moving car body by a measuring system, and to measure the relative position of a rail relative to the standard by using a displacement sensor, so as to obtain the relative position of the top surface of the steel rail in an inertial coordinate system. The rail inspection system based on the inertial reference method can detect the common long wave irregularity of the rail surface, but for the short wave irregularity of the rail surface, the amplitude is usually less than 2mm, the wavelength is less than 1m, the wavelength and the amplitude are very small, but the impact on the wheel rail is caused, and the irregularity with extremely destructive force is caused by vibration and noise. The detection precision and the detectable wavelength range of the method do not meet the detection requirement of short wave detection.
Disclosure of Invention
The invention aims to solve the problem that the existing inertial reference method cannot detect short waves, and provides a rail surface irregularity detection method which improves the detection precision and range.
The technical scheme adopted by the invention is as follows: the rail surface irregularity detection device comprises a detection trolley and a rail detection beam arranged on a wheel bogie at the bottom of the detection trolley, wherein an inertia detection packet, a first 2D laser profile sensor and a second 2D laser profile sensor are arranged on the rail detection beam; three pairs of wheel bogies are arranged at the bottom of the detection trolley; the bottom of the vehicle body of the detection trolley is also provided with a first detection beam and a second detection beam, and the first detection beam and the second detection beam are transversely arranged on the wheel bogies of the other two pairs along the detection trolley; a 2D laser profile sensor III for scanning one of the two rails and a 2D laser profile sensor IV for scanning the other rail are arranged on the first detection beam; a 2D laser profile sensor five for scanning one of the two rails and a 2D laser profile sensor six for scanning the other rail are arranged on the detection beam two.
Further, the rail inspection beam is positioned between the first inspection beam and the second inspection beam.
Further, the rail inspection beam, the inspection beam one and the inspection Liang Erdeng are arranged at intervals.
The rail surface irregularity detection method comprises a detection trolley, wherein a rail detection beam is arranged on a wheel bogie at the bottom of a trolley body of the detection trolley, the rail detection beam is transversely arranged along the detection trolley, and a first 2D laser profile sensor for centering a left steel rail, a second 2D laser profile sensor for centering a right steel rail and a set of inertia detection packet are arranged on the rail detection beam;
three groups of wheels are arranged at the bottom of the vehicle body of the detection trolley, and three wheel bogies are correspondingly arranged;
step one, mounting a first detection beam on one of two pairs of wheel bogies outside the rail detection beam, and mounting a third 2D laser profile sensor for centering a left steel rail and a fourth 2D laser profile sensor for centering a right steel rail on the first detection beam; a detection Liang Er is arranged on the other pair of wheel steering frames, and a 2D laser profile sensor five of a centering left steel rail and a 2D laser profile sensor six of a centering right steel rail are arranged on the detection beam II; the first detection beam and the second detection beam are transversely arranged along the detection trolley; and the distance between two adjacent beams is equal in the first detection beam, the detection Liang Er and the rail detection Liang San beams, and the distance is s/2;
measuring and detecting vertical vibration acceleration A (t) of the trolley body and vertical relative displacement D (L) between the trolley body and the wheel shaft by utilizing an inertia detection packet on the rail detection beam to obtain a track P (L) of the top surface of the rail;
measuring and detecting the relative displacement between the trolley body and the wheel axle by utilizing a 2D laser profile sensor III and a 2D laser profile sensor IV on the first detection beam; measuring and detecting the relative displacement between the trolley body and the wheel axle by utilizing a 2D laser profile sensor five and a 2D laser profile sensor six on a detection beam II; measuring and detecting the relative displacement between the trolley body and the wheel axle by utilizing a first 2D laser profile sensor and a second 2D laser profile sensor on the rail detection beam; obtaining a track irregularity chord measurement value through the relative displacement between the wheel and the wheel axle measured by the first detection beam, the Liang Er detection beam and the track detection beam;
and step four, superposing the track on the top surface of the track obtained in the step two with the track irregularity chord measured value obtained in the step three.
Further, the rail inspection beam is positioned between the first inspection beam and the second inspection beam.
Further, s/2 is less than or equal to 1m and less than or equal to 2m.
The beneficial effects of the invention are as follows: according to the invention, the combination of the inertia method and the chord measurement method is realized by adding two detection beams, so that the problems of insufficient measurement range and insufficient measurement accuracy are solved on the original basis, the measurement accuracy and range are improved, and the short wave and long wave can be effectively measured.
Drawings
FIG. 1 is a schematic side view of a rail surface irregularity detecting apparatus;
FIG. 2 is a schematic diagram of a rail inspection beam installation forward;
FIG. 3 is a schematic view of the forward direction of the installation of the first or second inspection beams;
FIG. 4 is a graph of rail surface irregularities.
In the figure, a detection trolley 1, a wheel bogie 1A, a rail detection beam 2, a 2D laser profile sensor I2A, a 2D laser profile sensor II 2B, an inertia detection package 2C, a detection beam I3, a 2D laser profile sensor III 3A, a 2D laser profile sensor IV 3B, a detection beam II 4, a 2D laser profile sensor V4A and a 2D laser profile sensor V4B.
Detailed Description
The invention is further described below with reference to the accompanying drawings:
the rail surface irregularity detection device comprises a detection trolley 1 and a rail detection beam 2 arranged on a wheel bogie 1A at the bottom of the detection trolley 1, wherein the rail detection beam 2 is provided with an inertia detection packet 2C, a 2D laser profile sensor I2A and a 2D laser profile sensor II 2B; three groups of wheels at the bottom of the detection trolley 1 are provided, and three wheel bogies 1A are arranged corresponding to the three groups of wheels; the bottom of the vehicle body of the detection trolley 1 is also provided with a first detection beam 3 and a second detection beam 4, and the first detection beam 3 and the second detection beam 4 are transversely arranged on the other two pairs of wheel bogies 1A along the detection trolley 1; a detection beam I3 is provided with a 2D laser profile sensor III 3A for scanning one rail of the two rails and a 2D laser profile sensor IV 3B for scanning the other rail; a 2D laser profile sensor five 4A for scanning one of the two rails and a 2D laser profile sensor six 4B for scanning the other rail are mounted on the second detection beam 4.
According to the rail surface irregularity detection device disclosed by the invention, the inertial detection packet 2C on the rail detection beam 2 acquires detection data of an inertial reference method, so as to obtain the relative position of the rail top surface in an inertial coordinate system and acquire the track of the rail top surface. The first detection beam 3, the second detection beam 4 and the rail detection beam 2 are arranged in rows and are transversely arranged along the detection trolley 1 to form a measuring system of a chord measurement method, and the relative displacement between the wheel shaft and the trolley body is measured to obtain the real irregularity of the rail. The wheel axle is the rotating shaft of the wheel. By fusing the two sets of measurement systems together, the measurement precision and the measurement range are improved, and the short wave and the long wave can be effectively measured.
The rail surface irregularity detection device can realize detection by only installing two detection beams and matching with the original rail detection beam 2 without disassembling the original system structure, thereby protecting the integrity of a detection system. And the added detection beam has light weight, low cost and small influence on the space of the vehicle bottom.
The first detection beam 3 may be arranged between the first detection beam 2 and the second detection beam 4, but in order to make the layout of the beams more rational, it is preferable that the first detection beam 2 is located between the first detection beam 3 and the second detection beam 4.
In order to ensure the detection accuracy, it is preferable that the rail inspection beam 2, the inspection beam one 3, and the inspection Liang Er 4 are arranged at equal intervals.
The rail surface irregularity detection method comprises a detection trolley 1, wherein a rail detection beam 2 is arranged at the bottom of a trolley body of the detection trolley 1, the rail detection beam 2 is transversely arranged along the detection trolley 1, and a 2D laser profile sensor 1 2A for centering a left steel rail, a 2D laser profile sensor 2B for centering a right steel rail and a set of inertia detection packet 2C are arranged on the rail detection beam 2;
step one, mounting a detection beam I3 on one of two pairs of wheel bogies 1A outside a rail detection beam 2, and mounting a 2D laser profile sensor III 3A for centering a left steel rail and a 2D laser profile sensor IV 3B for centering a right steel rail on the detection beam I3; a second detection beam 4 is arranged on the other pair of wheel bogies 1A, and a fifth 2D laser profile sensor 4A for centering the left steel rail and a sixth 2D laser profile sensor 4B for centering the right steel rail are arranged on the second detection beam 4; the first detection beam 3 and the second detection beam 4 are transversely arranged along the detection trolley 1; the distance between every two adjacent beams is equal in the three beams of the first detection beam 3, the second detection beam 4 and the rail detection beam 2, and the distance is s/2;
measuring and detecting vertical vibration acceleration A (t) of a trolley body of the trolley 1 and vertical relative displacement D (L) between the trolley body and a wheel shaft by utilizing an inertia detection packet 2C on the rail detection beam 2 to obtain a track P (L) of the top surface of the rail;
measuring the relative displacement between the body of the detection trolley 1 and the wheel shaft by utilizing a 2D laser profile sensor III 3A and a 2D laser profile sensor IV 3B on the detection beam I3; measuring the relative displacement between the body of the detection trolley 1 and the wheel shaft by utilizing a five 4A 2D laser profile sensor and a six 4B 2D laser profile sensor on the detection beam II 4; measuring and detecting the relative displacement between the trolley body of the trolley 1 and the wheel axle by utilizing a first 2A and a second 2B of the 2D laser profile sensors on the rail detection beam 2; obtaining a track irregularity chord measurement value through the relative displacement between the wheel and the wheel shaft measured by the first detection beam 3, the second detection beam 4 and the track detection beam 2;
and step four, superposing the track on the top surface of the track obtained in the step two with the track irregularity chord measured value obtained in the step three.
In the second step, the inertia detection package 2C includes an inertial element for detecting the attitude of the rail detection beam 2, an inclinometer for measuring the included angle between the rail detection beam 2 and the ground, a shaking gyro for measuring the shaking of the rail detection beam 2, a side rolling gyro for measuring the lateral rolling of the rail detection beam 2, and the like. The vertical vibration acceleration a (t) of the detection beam 2 is measured by the inertial detection package 2C, corrected by the system, and after the adverse factors such as the weight component are removed, the measured vertical acceleration is integrated twice to obtain the vertical displacement of the detection beam 2 itself. The vertical displacement of the detection beam 2 is subtracted by the vertical relative displacement D (L) between the vehicle body and the wheel axle, so as to obtain the track P (L) of the track top surface. The budget expression is: p (L) = ≡≡c a (t) (dL/dt) dt 2 -D (L). Wherein t is the moment, and L is the distance from the wheel axle to the vehicle body. DL/dt is the vehicle body running speed.
And thirdly, establishing a coordinate system by taking the longitudinal extending direction of the track as an X axis and taking the vertical direction as a Y axis. After the detection trolley 1 enters the track, the horizontal coordinate of the position on the track surface corresponding to the track detection beam 2 is x, the vertical coordinate is f (x), and f (x) is the actual track of the track top surface; the abscissa of the position on the rail surface corresponding to the first detection beam 3 is x-s/2, and the ordinate is f (x-s/2); the abscissa of the position on the rail surface corresponding to the second detection beam 4 is x+s/2, and the ordinate is f (x+s/2); the system measurement is y (x).
Assuming that the system chord measurement is y (x), the expression is:
when the track irregularity is a sine wave, namely:
then the first time period of the first time period,
where H (λ) is called the "transfer function", F0 is the amplitude, and λ is the wavelength.
And step four, the track of the track top surface obtained in the step two and the track irregularity value obtained in the step three are subjected to drop-adding, namely the track irregularity value measured in the step three and the track irregularity value measured in the step four are added at the same position of the track surface, or the final track surface irregularity is obtained.
The rail surface irregularity is detected on a certain track by adopting an inertial reference method, a chord measurement method and a method disclosed by the invention, and the result is shown in the following table 1, and the rail surface irregularity curve chart is shown in fig. 4.
Wherein, the unit of kilometer scale is kilometer. The measured rail surface irregularity is in millimeters. As can be seen from the data in Table 1 and the graph in FIG. 4, the measuring method disclosed by the invention can effectively measure both short waves and long waves, and the measuring precision and the measuring range are improved.
Claims (3)
1. The rail surface irregularity detection method comprises the steps that a detection trolley (1) is arranged on a wheel bogie (1A) at the bottom of a trolley body of the detection trolley (1), the rail detection beam (2) is transversely arranged along the detection trolley (1), and a first 2D laser profile sensor (2A) for centering a left steel rail, a second 2D laser profile sensor (2B) for centering a right steel rail and a set of inertia detection packets (2C) are arranged on the rail detection beam (2);
the method is characterized in that: three groups of wheels are arranged at the bottom of the vehicle body of the detection trolley (1), and three wheel bogies (1A) are correspondingly arranged;
step one, mounting a first detection beam (3) on one of two pairs of wheel bogies (1A) outside a rail detection beam (2), and mounting a third 2D laser profile sensor (3A) for centering a left steel rail and a fourth 2D laser profile sensor (3B) for centering a right steel rail on the first detection beam (3); a detection Liang Er (4) is arranged on the other auxiliary wheel bogie (1A), and a 2D laser profile sensor five (4A) for centering the left steel rail and a 2D laser profile sensor six (4B) for centering the right steel rail are arranged on the detection Liang Er (4); the first detection beam (3) and the detection Liang Er (4) are transversely arranged along the detection trolley (1); and the distance between two adjacent beams is equal in the three beams of the first detection beam (3), the Liang Er detection beam (4) and the rail detection beam (2), and the distance is s/2;
measuring and detecting vertical vibration acceleration A (t) of a trolley body of the trolley (1) and vertical relative displacement D (L) between the trolley body and a wheel shaft by utilizing an inertia detection packet (2C) on the rail detection beam (2), and obtaining a track P (L) of the top surface of the rail;
measuring the relative displacement between the body of the detection trolley (1) and the wheel shaft by utilizing a third 2D laser profile sensor (3A) and a fourth 2D laser profile sensor (3B) on the detection beam I (3); measuring the relative displacement between the body of the detection trolley (1) and the wheel axle by using a fifth 2D laser profile sensor (4A) and a sixth 2D laser profile sensor (4B) on the detection Liang Er (4); measuring and detecting the relative displacement between the trolley body of the trolley (1) and the wheel axle by utilizing a first 2D laser profile sensor (2A) and a second 2D laser profile sensor (2B) on the rail inspection beam (2); obtaining a track irregularity chord measurement value through the relative displacement between the wheel and the wheel shaft measured by the first detection beam (3), the Liang Er detection beam (4) and the track detection beam (2);
superposing the track on the top surface of the track obtained in the second step and the track irregularity chord measured value obtained in the third step;
in the third step, a coordinate system is established by taking the longitudinal extending direction of the track as an X axis and taking the vertical direction as a Y axis; after the detection trolley 1 enters the track, the horizontal coordinate of the position on the track surface corresponding to the track detection beam 2 is x, the vertical coordinate is f (x), and f (x) is the actual track of the track top surface; the abscissa of the position on the rail surface corresponding to the first detection beam 3 is x-s/2, and the ordinate is f (x-s/2); the abscissa of the position on the rail surface corresponding to the second detection beam 4 is x+s/2, and the ordinate is f (x+s/2); the system measurement value is y (x);
if the system chord measurement is y (x), the expression is:
when the track irregularity is a sine wave, namely:
then the first time period of the first time period,
where H (λ) is called the "transfer function", F0 is the amplitude, and λ is the wavelength.
2. The rail surface irregularity detecting method of claim 1, characterized in that: the rail inspection beam (2) is positioned between the inspection beam I (3) and the inspection beam Liang Er (4).
3. The rail surface irregularity detecting method of claim 1 or 2, characterized in that: s/2 is less than or equal to 1m and less than or equal to 2m.
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