CN109017867B - Dynamic measuring method for rail corrugation - Google Patents
Dynamic measuring method for rail corrugation Download PDFInfo
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- CN109017867B CN109017867B CN201810863148.6A CN201810863148A CN109017867B CN 109017867 B CN109017867 B CN 109017867B CN 201810863148 A CN201810863148 A CN 201810863148A CN 109017867 B CN109017867 B CN 109017867B
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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
- G01B11/303—Measuring arrangements characterised by the use of optical techniques for measuring roughness or irregularity of surfaces using photoelectric detection means
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Abstract
The invention discloses a dynamic measurement method for rail corrugation, which comprises the following steps: (1) and constructing an auxiliary plane vertical to the longitudinal direction of the track by utilizing the characteristic that the connecting line of the jaw points of the plurality of measurement profiles is parallel to the longitudinal direction of the track, and projecting the measurement profiles onto the auxiliary plane for distortion calibration. (2) The registration of the contour by layering is aligned step by step with the reference contour. (3) The measuring point is accurately positioned by utilizing the characteristic that the distance between the circular center of the rail web and the corrugation measuring point along the track direction is a fixed value, and the distance between the circular center of the rail web and the corrugation measuring point in the vertical direction is used as the corrugation value of the section. The method can effectively solve the problem of low precision of the rail corrugation dynamic detection method.
Description
Technical Field
The invention relates to the field of steel rail measurement, in particular to a dynamic measurement method for a rail corrugation.
Background
After the steel rail is put into use, the phenomenon of regular unevenness on the rail tread surface along the longitudinal direction is called wave-shaped abrasion of the steel rail, which is called rail wave grinding for short. Rail corrugation is one of the main causes of squeal when a train runs and contact resonance of a wheel rail in a natural frequency range, and aggravates damage of rail structural components and endangers driving safety. Therefore, the high-precision rail corrugation dynamic detection technology is an important guarantee for the railway transportation safety.
At present, the rail corrugation measurement methods mainly include three methods: manual caliper method, inertial reference method and chord measuring method. The manual caliper method uses the fluctuation change of a vernier caliper which is in contact with the surface of the track along the 1m ruler walking belt as the corrugation curve of the section. This method is inefficient and the position of the zero point of contact of the straightedge with the track surface, affected by rail distortion and surface damage, is usually not in the same horizontal plane, affecting the accuracy of the measurement. The inertial reference method is usually used for high-speed rail inspection vehicles, and is characterized in that an accelerometer is mounted on a vehicle body, a photoelectric displacement meter is mounted on an axle box, and the displacement of the axle box relative to an acceleration fixed point is measured to be used as the corrugation of the point. The method can accurately describe the rail corrugation with the wavelength from 100mm to 50m, but the measurement accuracy is greatly influenced by the running speed and the irregularity of the wheel tread. The chord measuring method utilizes the inherent transfer function relationship between the chord measuring value and the corrugation value constructed by a plurality of displacement sensors, and carries out secondary processing on the chord measuring value by designing a corresponding inverse filter, so that the output waveform approximates to the real appearance of the orbital corrugation. Compared with an inertia reference method, the measurement value is not influenced by the running speed of the vehicle body, but because the vehicle body can randomly vibrate in multiple degrees of freedom in the advancing process, the measurement point is difficult to be ensured to be always positioned in the effective range of the rail top.
Disclosure of Invention
The invention aims to solve the technical problem of providing a dynamic measurement method of the rail corrugation, aiming at the defects of the prior art,
in order to solve the technical problems, the technical scheme adopted by the invention is as follows: a rail corrugation dynamic measurement method comprises the following steps:
1) extracting the profiles of the sections of a plurality of steel rails;
2) constructing an auxiliary plane perpendicular to the longitudinal direction of the rail;
3) projecting the profile of the section of the steel rail on the auxiliary plane to eliminate profile distortion, thereby obtaining an accurate profile of the section;
4) gradually and accurately aligning the accurate profile of the section with the reference profile through the layered profile registration;
5) accurately positioning a corrugation measuring point, and obtaining a corrugation value of a section profile;
6) and (5) repeating the steps 1) to 5), and connecting after sampling in sequence along the longitudinal direction of the rail to obtain the corrugation value of the steel rail to be detected.
In the step 1), extracting the sub-pixel image coordinates of the light bar center of the steel rail image by adopting a Steger method, and finally completing the three-dimensional reconstruction process from a pixel coordinate system to a world coordinate or a camera coordinate system.
In the step 2), constructing an auxiliary plane vertical to the longitudinal direction of the track by utilizing the characteristic that the connecting line of the jaw points of the plurality of section profiles is parallel to the longitudinal direction of the track in the constructed three-dimensional coordinate.
The specific implementation process of the step 3) comprises the following steps:
1) obtaining n section profiles L1、L2…、LnThe coordinates of the jaw point under the camera coordinate system are respectively C1(x1,y1,z1)、C2(x2,y2,z2)…、Cn(xn,yn,zn) Fitting a space straight line L by a least square method to be used as the longitudinal direction of the steel rail, wherein the equation of the straight line satisfies
Wherein (n)x,ny,nz) Being the direction vector of the equation of a straight line, point P0(x0,y0,z0) Is any point on the straight line L;
2) passing point P0Making an auxiliary plane T perpendicular to the straight line L, the plane equation of T is nx(x-x0)+ny(y-y0)+nz(z-z0)＝0；
3) A cross-sectional profile LiProjecting the image onto an auxiliary plane T to eliminate profile distortion and obtain a projection profile LtLet a profile L of the cross sectioniAny point Pl(xl,yl,zl) The corresponding point projected onto the auxiliary surface T is Pt(xt,yt,zt) Then P islPtThe connecting line is parallel to the straight line L, namely:
4) obtaining a projection profile LtThen, L is puttAnd rotating to be vertical to the Z axis to obtain a two-dimensional plane section profile curve.
The specific implementation process of the step 4) comprises the following steps:
1) in a two-dimensional plane section contour curve, constructing a rotation translation matrix according to the translation amount of a rail jaw point and the slope of a rail side straight line, and performing preliminary registration with a standard contour;
2) the accurate segmentation and positioning of the two arcs are realized by utilizing the inherent vertical distance relationship between the jaw point and the starting and stopping points of the two arcs, and then the conventional double-circle center method is used for accurate registration with the standard contour.
And 5) precisely positioning the corrugation measuring point by utilizing the characteristic that the distance between the center of the circular arc of the rail web and the corrugation measuring point along the track distance direction is a fixed value, and taking the distance between the center of the circular arc of the rail web and the corrugation measuring point in the vertical direction as a corrugation value to be measured.
Compared with the prior art, the invention has the beneficial effects that: the invention can effectively inhibit the influence of the vibration of the vehicle body on the measurement data, the difference between the dynamic detection result and the static detection result of the corrugation rule is not more than 11.2 percent, and the invention has certain engineering application value.
Drawings
FIG. 1 is a block diagram of a measurement system;
FIG. 2 is a light bar centerline extraction;
FIG. 3 is a three-dimensional reconstruction result;
FIG. 4 is a mathematical model of structured light vision measurement;
FIG. 5 is a projection correction of a cross-sectional profile;
FIG. 6 is a two-dimensional measurement profile after distortion correction;
FIG. 7 is a standard section profile of a 60Kg/m rail
Fig. 8(a) is the profile preliminary registration, and fig. 8(b) is the profile fine registration;
FIG. 9 is a schematic view of the positioning of the corrugation measurement points;
FIG. 10 is a flow diagram of a measurement system of the present invention;
FIG. 11 is a corrugation curve for each wavelength range;
fig. 12(a) to 12(c) are RMS value comparisons in each wavelength range window.
Detailed Description
The dynamic detection system comprises a multi-line contour acquisition platform consisting of a plurality of line lasers and an area-array camera, a data processing platform consisting of a comprehensive processing computer and a speedometer, a result output platform consisting of a printer and a display and the like, and the block diagram of the system is shown in figure 1.
The structured light plane projected by the line laser during operation is intersected with the steel rail, and a plurality of laser light bar curves containing steel rail profile information are formed on the surface of the steel rail. Meanwhile, the train axle rotates to drive the photoelectric encoder to rotate to output a trigger signal, and the area-array cameras on the two sides are driven to finish synchronous acquisition of the light stripe images at equal intervals. After the image is transmitted to a computer for concentration through a switch, the corrugation information of the measuring point is finally obtained through operations of light bar central line extraction, conversion from an image coordinate system to a camera coordinate system, distortion contour projection correction, contour registration, corrugation measuring point positioning and the like. After the corrugation data of a plurality of measurement points at equal intervals along the longitudinal direction of the track are sequentially collected, the corrugation data are connected to obtain the corrugation curve of the section of the line, and then the corrugation curve is decomposed to different frequency bands according to requirements to analyze the abrasion degree and output the measurement result.
The invention is realized as follows:
the first step is as follows: extracting a measurement profile
The extraction of the central line of the light bar is shown in figure 2. The classical Steger method can be adopted to extract the coordinates of the sub-pixel image in the center of the light bar,
② the three-dimensional reconstruction is shown in figure 3. I.e. the conversion from the pixel coordinate system to the world coordinate system is done.
The mathematical model of structured light vision measurement is shown in FIG. 4, where ocxcyczcAs a camera coordinate system, ocThe point being the optical centre of the camera, zcIs the optical axis of the camera, ouuv is the pixel coordinate system, o1Is the intersection of the optical axis and the image plane, o1xuyuIs an image plane coordinate system expressed in physical units, owxwywzwIs a world coordinate system.
Suppose a homogeneous coordinate of a spatial point in a world coordinate system is pw＝(xw,yw,zw,1)THomogeneous coordinate in the camera coordinate system is pc＝(xc,yc,zc,1)TThe homogeneous coordinate in the pixel coordinate system is p ═ (u, v,1)T。
According to a pinhole camera model, there are
ρp＝AMpw (1)
Where ρ is a scale factor and A is an internal parameter matrix of the camera
Wherein f isx、fyRespectively at x for camerasuAxis and yuEffective focal length of axis, (c)x,cy) Are the principal point coordinates.
M is the external parameter matrix of the camera,
wherein R and T are respectively a rotation matrix and a translation matrix of the world coordinate system to the camera coordinate system.
From formula (1) we can obtain ray ocThe equation for p. When point p iswWhen the light source is positioned on the light plane, the space equation of the light plane under a world coordinate system needs to be satisfied:
axw+byw+czw+d＝0 (4)
wherein a, b, c and d are coefficients of the light plane equation. The joint type (1) and the formula (4) are mathematical calculation models of the structured light vision measurement,
the world coordinate of any point on the structured light stripe can be calculated by the formula (5), and the three-dimensional reconstruction process from the pixel coordinate system to the world coordinate system or the camera coordinate system is completed. When the model is used for calculation, firstly, the internal parameters of the camera and the light plane equation need to be calibrated in advance.
The second step is that: constructing auxiliary planes and performing distortion calibration
As shown in FIG. 5, n cross-sectional profiles L are obtained by a vision measurement model1、L2…、LnThe coordinates of the jaw point under the camera coordinate system are respectively C1(x1,y1,z1)、C2(x2,y2,z2)…、Cn(xn,yn,zn) Fitting a space straight line L by a least square method to be used as the longitudinal direction of the steel rail, wherein the equation of the straight line satisfies
Wherein (n)x,ny,nz) Being the direction vector of the equation of a straight line, point P0(x0,y0,z0) Is any point on the straight line L. Passing point P0Making an auxiliary surface T perpendicular to the straight line L, and then making a plane equation of T as
nx(x-x0)+ny(y-y0)+nz(z-z0)＝0
It is clear that the auxiliary surface T is perpendicular to the longitudinal axis of the track, thus profiling the cross-section LiProjecting the image on an auxiliary surface T to eliminate the profile distortion and obtain a normal profile Lt. Setting a section profile LiAny point Pl(xl,yl,zl) The corresponding point projected onto the auxiliary surface T is Pt(xt,yt,zt) Then P islPtThe line being parallel to the line L, i.e. satisfies
Obtaining the projection profile L from the above formulatThen, L is puttThe rotation is made to be perpendicular to the Z-axis, resulting in the two-dimensional plane profile shown in fig. 6.
The third step: contour hierarchical registration
The standard section profile of a 60Kg/m steel rail is shown in figure 7 and is divided into three parts, namely a rail head, a rail web and a rail bottom. The point A of the rail head area is the middle point of the rail top, the point B is the starting point of a straight line with the ratio of 1:20 on the rail side, and the point C is the terminal point of the straight line (namely the jaw point); the rail waist region is two arcs, DE is R400mm arc, EF is R20mm arc, the two arcs are cut at a point E, and a point K is the center of the R20 arc; the foot regions FG and GH are 1:3 and 1:9 lines, respectively, intersecting at point G.
Firstly, in a two-dimensional plane section contour curve, constructing a rotation translation matrix according to the translation amount of a rail jaw point C and the slope of a rail side straight line BC, and performing primary registration with a standard contour (as shown in fig. 8 (a));
secondly, the accurate segmentation and positioning of the two arcs are realized by utilizing the inherent vertical distance relationship between the rail jaw point C and the start and stop points D, E, F of the two arcs, and then the accurate registration is carried out by using a conventional double-circle center method and a standard contour (as shown in fig. 8 (b)).
The fourth step: positioning of corrugation measurement points
The center K of the circular arc of the rail waist R20 is taken as a reference origin. The distance between the point K and the middle point A of the top of the rail along the track distance direction is 30.10mm, so that the measuring point can be accurately positioned, and the distance between the circle center K and the middle point A of the top of the rail in the vertical direction is taken as the corrugation value of the section (as shown in figure 9).
The fifth step: corrugation measurement accuracy analysis
And after the data of the corrugation measurement points at different positions are obtained by sequentially sampling along the longitudinal direction of the track, the corrugation measurement points are connected to obtain a corrugation curve of the test line section, and then the corrugation curve is decomposed to different frequency bands according to requirements, so that the abrasion degree is analyzed and the measurement result is output.
Precision analysis of single measuring point
The rail vertical wear value at 1/3 rail head width position is measured by a 60-rail wear ruler as a reference value, and compared with the result w of repeated measurement 10 times (1 time when no vibration occurs, and 3 times respectively for nodding vibration, shaking head vibration, nodding vibration and shaking head vibration at different angles) at the same section position by the present corrugation detection system (during measurement, the position of the measurement point of the detection system is also moved to 1/3 rail head width position, and the measurement result is converted into the vertical distance from the corresponding point of the standard contour). The statistical results are shown in table 1, using the deviation d between the measurement data and the reference data before and after the profile calibration, the Root Mean Square Error (RMSE), and the experimental standard deviation(s) as evaluation indexes.
Wherein N is the number of measurements, xiIn order to be able to measure the value,
in order to be the true value of the value,
is the average of the measurements. Note: the abrasion rule measured a reference value of 0.65 mm.
As can be seen from Table 1, the deviation between the measured value and the reference value after the correction by the method is lower than 0.3mm, the root mean square error is reduced from 0.79mm to 0.21mm, the standard deviation of the experiment is reduced from 0.64mm to 0.20mm, and the system has higher measurement accuracy.
TABLE 1 Pre-and post-correction data deviation from reference data
TABLE 2 analysis Window Length and RMS tolerance limits for each wavelength range
Continuous measurement accuracy analysis
According to the measurement and evaluation standard of rail corrugation BS EN 13231-3: 2006, selecting a length of 5m on a 6m steel rail to be tested, with a sampling interval of 0.002m, pushing back and forth for 4 times, and acquiring 40m corrugation data in total. Meanwhile, the section of 5m steel rail is statically measured for 1 round by adopting a steel rail corrugation ruler, the period is prolonged to be equal to the number of the waveform points, and the unsmooth waveform under two measurement modes is obtained. Then, the wavefront wear curves with the wavelength ranges of 30-100 mm, 100-300 mm and 300-1000 mm are respectively decomposed by the FIR filters as shown in FIG. 11. The moving wave depth amplitude effective value average RMS and the overrun ratio in the measurement length shown in table 2 were used as evaluation indexes, the comparison results of the respective wavelength ranges are shown in fig. 12(a) to (c), and the overrun ratio and the overrun statistics are shown in table 3.
TABLE 3 two detection modes overrun condition comparison table
Claims (4)
1. A rail corrugation dynamic measurement method is characterized by comprising the following steps:
1) extracting the profiles of the sections of a plurality of steel rails;
2) constructing an auxiliary plane perpendicular to the longitudinal direction of the rail: constructing an auxiliary plane vertical to the longitudinal direction of the track by utilizing the characteristic that the connecting line of the jaw points of a plurality of section profiles is parallel to the longitudinal direction of the track in the constructed three-dimensional coordinate;
3) projecting the profile of the section of the steel rail on the auxiliary plane to eliminate profile distortion, thereby obtaining an accurate profile of the section;
4) gradually and accurately aligning the accurate profile of the section with the reference profile through the layered profile registration; the specific implementation process comprises the following steps: constructing a rotation translation matrix according to the translation amount of a rail jaw point and the slope of a rail side straight line in a two-dimensional plane section profile curve of an accurate section profile, and performing preliminary registration with a reference profile; the method comprises the following steps of (1) realizing accurate segmentation and positioning of two arcs by utilizing the inherent vertical distance relationship between a jaw point and the start and stop of the two arcs in a rail waist area, and further accurately registering the two arcs with a reference contour by using a conventional double-circle-center method;
5) accurately positioning a corrugation measuring point, and obtaining a corrugation value of a section profile;
6) and (5) repeating the steps 1) to 5), and connecting after sampling in sequence along the longitudinal direction of the rail to obtain the corrugation value of the steel rail to be detected.
2. The dynamic rail corrugation measurement method according to claim 1, wherein in step 1), a Steger method is adopted to perform sub-pixel image coordinate extraction on a light bar center of a rail image, and finally a three-dimensional reconstruction process from a pixel coordinate system to a world coordinate system or a camera coordinate system is completed.
3. The rail corrugation dynamic measurement method of claim 1, wherein the specific implementation process of the step 3) comprises:
1) to obtainnProfile of bar sectionL 1 、L 2 、…、L n The coordinates of the jaw points in the camera coordinate system are respectivelyC 1(x 1,y 1,z 1)、C 2(x 2,y 2,z 2) 、…、C n (x n ,y n ,z n ) Fitting a spatial straight line by using a least square methodLThe linear equation satisfies the equation in the longitudinal direction of the rail
Wherein (a)n x ,n y ,n z ) Is the direction vector, point of the linear equation
Is a straight lineLAny point above;
2) passing pointP 0Perpendicular to a straight lineLAuxiliary plane ofTThen, thenTHas the plane equation of
；
3) Profile of cross sectionL i Projecting onto an auxiliary planeTEliminating contour distortion to obtain the projection contourL t Setting a profile of a cross sectionL i At any point
Projecting onto an auxiliary planeTThe corresponding point on isP t (x t ,y t ,z t ) Then, then
The line being parallel to the straight lineLNamely, the following conditions are satisfied:
4) obtaining a projected contourL t Then, willL t Rotate to andZthe axis is vertical, and a two-dimensional plane profile curve of the accurate profile is obtained.
4. The dynamic measurement method of the rail corrugation according to claim 1, wherein in the step 5), the corrugation measurement point is accurately positioned by using the characteristic that the distance between the center of the circular arc of the rail web and the corrugation measurement point along the track direction is a fixed value, and the distance between the center of the circular arc of the rail web and the corrugation measurement point in the vertical direction is used as the corrugation value to be measured.
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| CN109653045B (en) * | 2019-01-28 | 2021-03-12 | 武汉光谷卓越科技股份有限公司 | Track gauge measuring method and device |
| CN109798850B (en) * | 2019-02-01 | 2020-10-20 | 湖南大学 | Rail corrugation measuring method |
| CN110287555B (en) * | 2019-06-12 | 2023-04-18 | 重庆交通大学 | Method for inhibiting rail corrugation by multi-parameter fitting of rail supporting structure |
| CN110606103A (en) * | 2019-10-11 | 2019-12-24 | 中国铁道科学研究院集团有限公司 | Steel rail profile and abrasion detection system with calibration and calibration device |
| CN111882599A (en) * | 2020-07-31 | 2020-11-03 | 北斗国铁(武汉)智能科技有限公司 | Data processing method and device for steel rail abrasion and storage medium |
| CN112284256B (en) * | 2020-11-17 | 2022-06-10 | 深圳市道通科技股份有限公司 | Method and system for measuring plane abrasion of workpiece |
| CN115406356B (en) * | 2022-11-02 | 2023-01-13 | 湖南科天健光电技术有限公司 | Rail corrugation measuring method |
| CN115523869B (en) * | 2022-11-02 | 2023-03-14 | 湖南科天健光电技术有限公司 | Laser measurement system, corrugation measuring vehicle and operation train |
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