CN111319655B - Track damage detection method and device and computer readable storage medium - Google Patents
Track damage detection method and device and computer readable storage medium Download PDFInfo
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- 238000001514 detection method Methods 0.000 title claims abstract description 249
- 238000003860 storage Methods 0.000 title claims description 12
- 230000035939 shock Effects 0.000 claims abstract description 121
- 238000000034 method Methods 0.000 claims abstract description 30
- 238000009826 distribution Methods 0.000 claims abstract description 26
- 230000007547 defect Effects 0.000 claims description 20
- 230000002159 abnormal effect Effects 0.000 claims description 14
- 238000005070 sampling Methods 0.000 claims description 13
- 238000004590 computer program Methods 0.000 claims description 11
- 238000012216 screening Methods 0.000 claims description 8
- 238000004364 calculation method Methods 0.000 claims description 6
- 238000010586 diagram Methods 0.000 description 13
- 238000003466 welding Methods 0.000 description 5
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- 230000001133 acceleration Effects 0.000 description 3
- 238000004458 analytical method Methods 0.000 description 2
- 238000004422 calculation algorithm Methods 0.000 description 2
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
- B61L23/044—Broken rails
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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
- B61K9/10—Measuring installations for surveying permanent way for detecting cracks in rails or welds thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
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Abstract
The embodiment of the invention discloses a rail damage detection method, a rail damage detection device and a rail damage detection medium, which are used for acquiring detection signals of wheels in the running process of a train. And presetting wheel set matching rules according to the wheel set signal distribution rule under the fault track. And when the target detection signal which accords with the wheel pair matching rule exists, the track is indicated to have a fault. When a train runs on a fault track, the original stable detection signal is suddenly changed, namely, shock waves are generated, and the forms of the shock waves caused by different types of track faults are different. The number of the shock waves contained in the target detection signal can be counted, and the fault type of the track can be determined according to the pre-established corresponding relation between the number of the shock waves and the fault type. In the technical scheme, the detection signals acquired in real time are analyzed according to the wheel set matching rules, so that the track fault can be found in time. And the specific fault type of the track can be accurately identified depending on the distribution form of the shock wave in the detection signal.
Description
Technical Field
The present invention relates to the field of fault diagnosis technologies, and in particular, to a method and an apparatus for detecting rail damage, and a computer-readable storage medium.
Background
With the continuous development of cities, rail transit becomes a choice for more and more people. The rail is used as a driving foundation of rail transit, and the quality and the working state of the rail have direct influence on the whole line and driving safety.
In the daily train operation process, along with the oppression and the impact repeatedly of train wheel pair, vertical and horizontal dynamic deformation and permanent deformation will appear in the track for various potential safety hazards appear in the track, seriously threaten the operation security of train and passenger's travelling comfort, therefore have important meaning to the track fault diagnosis.
In the prior art, a rail is detected by using hardware equipment such as a rail inspection vehicle or a flaw detector. The detection mode needs to be implemented when the rail has no train, so that the detection real-time performance is poor, and the rail damage cannot be found and repaired in time. In order to improve the real-time performance of track detection, a track image can be obtained through a visual instrument on the train, and then the track image is analyzed to realize the track detection. However, the cost of the analysis and detection by a visual instrument is high, and the detection accuracy is low, for example, a fine crack on the surface of the rail cannot be detected.
Therefore, how to improve the efficiency and accuracy of rail fault detection is a problem to be solved by those skilled in the art.
Disclosure of Invention
Embodiments of the present invention provide a method, an apparatus, and a computer-readable storage medium for detecting a rail defect, which can improve accuracy of rail fault detection.
In order to solve the above technical problem, an embodiment of the present invention provides a rail damage detection method, including:
acquiring a detection signal of a wheel in the running process of a train;
judging whether the detection signal of the wheel conforms to the wheel pair matching rule or not; the wheel set matching rule is set according to a wheel set signal distribution rule under a fault track;
when a target detection signal which accords with the wheel pair matching rule exists, counting the number of shock waves contained in the target detection signal;
and determining the fault type of the track according to the pre-established corresponding relation between the number of the shock waves and the fault type.
Optionally, the determining whether the detection signal of the wheel conforms to the wheel pair matching rule includes:
screening out a detection signal to be analyzed with an abnormal signal cluster from the detection signals of each wheel;
judging whether a signal energy value of a target detection signal to be analyzed and a detection signal of the coaxial wheel exceed a preset threshold value at the same moment or not; the target detection signal to be analyzed is any one detection signal to be analyzed in all detection signals to be analyzed;
if not, judging whether the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceeds a preset threshold value; and when the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceeds a preset threshold value, taking the target detection signal to be analyzed as a target detection signal.
Optionally, the counting the number of shock waves included in the target detection signal includes:
calculating the amplitude range of the target detection signal according to a preset threshold value, an amplitude deviation proportion value and the highest peak value of the target detection signal;
counting the number of maximum values of the target detection signal in the amplitude range;
and taking the number of the maximum values as the number of shock waves of the target detection signal.
Optionally, the determining the fault type of the track according to the pre-established correspondence between the number of the shock waves and the fault type includes:
when the number of the shock waves is larger than or equal to a first preset threshold value, judging that the track is a fracture fault;
when the number of the shock waves is equal to a second preset threshold value, judging that the track is in flatness defect fault;
and when the number of the shock waves is less than or equal to a third preset threshold value, judging that the track is an internal crack fault.
Optionally, after determining the fault type of the track according to the pre-established correspondence between the number of the shock waves and the fault type, the method further includes:
acquiring the running speed of the train when the shock wave appears in the target detection signal;
and checking whether the running speed and the number of the shock waves are matched with the determined fault type or not according to the preset number and speed distribution rule.
Optionally, after determining the fault type of the track according to the pre-established correspondence between the number of the shock waves and the fault type, the method further includes:
counting shock wave values corresponding to different driving speed ranges under the same fault type;
and checking whether the fault type is correct or not according to a preset distribution rule of the magnitude and the speed.
Optionally, after determining the fault type of the track according to the pre-established correspondence between the number of the shock waves and the fault type, the method further includes:
and determining the position information of the track fault according to the running speed of the train and the time of the sampling point when the shock wave appears in the target detection signal.
The embodiment of the invention also provides a track damage detection device, which comprises an acquisition unit, a judgment unit, a statistic unit and a determination unit;
the acquisition unit is used for acquiring detection signals of wheels in the running process of the train;
the judging unit is used for judging whether the detection signal of the wheel conforms to the wheel pair matching rule or not; the wheel set matching rule is set according to a wheel set signal distribution rule under a fault track;
the statistical unit is used for counting the number of shock waves contained in a target detection signal when the target detection signal which accords with the wheel pair matching rule exists;
and the determining unit is used for determining the fault type of the track according to the pre-established corresponding relation between the number of the shock waves and the fault type.
Optionally, the judging unit includes a screening subunit, a first judging subunit, a second judging subunit and a serving subunit;
the screening subunit is used for screening out a detection signal to be analyzed with an abnormal signal cluster from the detection signals of each wheel;
the first judging subunit is used for judging whether the signal energy value of the target detection signal to be analyzed and the detection signal of the coaxial wheel exceeds a preset threshold value at the same moment or not; the target detection signal to be analyzed is any one detection signal to be analyzed in all detection signals to be analyzed; if not, triggering the second judgment subunit;
the second judging subunit is configured to judge whether the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceed a preset threshold value;
and the serving subunit is used for taking the target detection signal to be analyzed as the target detection signal when the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceed a preset threshold value.
Optionally, the statistical unit comprises a calculation subunit and a calculation subunit;
the calculating subunit is configured to calculate an amplitude range of the target detection signal according to a preset threshold value, an amplitude deviation ratio value, and a highest peak value of the target detection signal;
the serving subunit is configured to count the number of maximum values of the target detection signal within the amplitude range; and taking the number of the maximum values as the number of shock waves of the target detection signal.
Optionally, the determining unit comprises a first judging subunit, a second judging subunit and a third judging subunit;
the first judging subunit is configured to judge that the track is a fracture fault when the number of the shock waves is greater than or equal to a first preset threshold;
the second judging subunit is configured to judge that the track is a flatness defect fault when the number of the shock waves is equal to a second preset threshold;
and the third judging subunit is used for judging that the track is an internal crack fault when the number of the shock waves is less than or equal to a third preset threshold value.
Optionally, the system further comprises an obtaining unit and a checking unit;
the acquisition unit is used for acquiring the running speed of the train when the shock wave appears in the target detection signal;
and the checking unit is used for checking whether the running speed and the number of the shock waves are matched with the determined fault type or not according to the preset number and speed distribution rule.
Optionally, the statistical unit is further configured to count shock wave values corresponding to different driving speed ranges under the same fault type;
the checking unit is also used for checking whether the fault type is correct or not according to a preset distribution rule of the magnitude and the speed.
Optionally, a position determination unit is further included;
and the position determining unit is used for determining the position information of the track fault according to the running speed of the train and the sampling point time when the shock wave appears in the target detection signal.
The embodiment of the invention also provides a rail damage detection device, which comprises:
a memory for storing a computer program;
a processor for executing the computer program to implement the steps of the rail damage detection method as described in any one of the above.
An embodiment of the present invention further provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the track damage detection method according to any one of the above-mentioned embodiments are implemented.
According to the technical scheme, the detection signals of the wheels in the running process of the train are obtained. When the wheels of the train pass through the fault track, the detection signals of the wheels are abnormal, and wheel set matching rules are preset according to the wheel set signal distribution rules under the fault track. After the detection signals of the wheels are obtained, whether the detection signals of the wheels accord with the wheel pair matching rules can be judged. And when the target detection signal which accords with the wheel pair matching rule exists, the track is indicated to have a fault. When a train runs on a track with faults, the original stable detection signal is suddenly changed, namely, shock waves occur, and the forms of the shock waves caused by the faults of the different types of tracks are different. In order to further determine the fault type of the track, the number of shock waves contained in the target detection signal may be counted, and the fault type of the track may be determined according to a pre-established correspondence between the number of shock waves and the fault type. In the technical scheme, the detection signals acquired in real time are analyzed according to the wheel set matching rules, so that the track fault can be found in time. And the specific fault type of the track can be accurately identified depending on the distribution form of the shock wave in the detection signal.
Drawings
In order to illustrate the embodiments of the present invention more clearly, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings can be obtained by those skilled in the art without inventive effort.
Fig. 1 is a flowchart of a rail damage detection method according to an embodiment of the present invention;
FIG. 2a is a schematic waveform diagram of a detection signal generated when a train passes through a broken track at a traveling speed of 120r/min according to an embodiment of the present invention;
FIG. 2b is a schematic waveform diagram of a detection signal generated when a train passes through a broken track at a running speed of 240r/min according to an embodiment of the present invention;
FIG. 2c is a schematic waveform diagram of a detection signal generated when a train passes through a broken track at a running speed of 450r/min according to an embodiment of the present invention;
FIG. 3a is a schematic waveform diagram of a detection signal generated when a train passes through a track with a flatness defect fault at a running speed of 120r/min according to an embodiment of the present invention;
FIG. 3b is a schematic waveform diagram of a detection signal generated when a train passes through a track with a flatness fault at a running speed of 240r/min according to an embodiment of the present invention;
FIG. 3c is a schematic waveform diagram of a detection signal generated when a train passes through a track with a flatness fault at a running speed of 450r/min according to an embodiment of the present invention;
FIG. 4a is a schematic waveform diagram of a detection signal generated when a train passes through a track with an internal crack fault at a running speed of 120r/min according to an embodiment of the present invention;
FIG. 4b is a schematic waveform diagram of a detection signal generated when a train passes through a track with an internal crack fault at a running speed of 240r/min according to an embodiment of the present invention;
FIG. 4c is a schematic waveform diagram of a detection signal generated when a train passes through a track with an internal crack fault at a running speed of 450r/min according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of a rail damage detection apparatus according to an embodiment of the present invention;
fig. 6 is a schematic hardware structure diagram of a rail damage detection apparatus according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present invention without any creative work belong to the protection scope of the present invention.
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
Next, a track damage detection method according to an embodiment of the present invention will be described in detail. Fig. 1 is a flowchart of a rail damage detection method according to an embodiment of the present invention, where the method includes:
s101: and acquiring a detection signal of a wheel in the running process of the train.
The detection signal reflects the energy signal generated by the train when travelling on the track. In the embodiment of the invention, a sensor can be arranged on a wheel of the train to acquire the detection signal.
In an embodiment of the present invention, the detection signal may include a vibration acceleration signal and/or a shock signal.
The impact signal is generally that the smoothness of a contact surface is influenced by a fault when equipment runs, the resonance of a component is excited, and the resonance signal is represented as a cluster of abnormal waveforms. Sensor resonance or electronic tracking resonance can also be used to extract the shock signal in the vibration acceleration signal.
S102: and judging whether the detection signal of the wheel conforms to the wheel pair matching rule.
When a train runs on a stable track, corresponding detection signals of the train generally show stable distribution; when a train runs on a track with faults, detection signal abnormalities can be caused, for example, shock waves occur when the detection signals which are originally distributed smoothly suddenly change.
In the embodiment of the invention, the wheel pair matching rule can be preset according to the wheel pair signal distribution rule under the fault track.
In a specific implementation, a detection signal to be analyzed with an abnormal signal cluster can be screened from detection signals of each wheel.
The abnormal signal cluster is represented by the sudden rise of the signal energy value of the detection signal, so when the signal energy value in the detection signal exceeds a preset threshold value, the abnormal signal cluster is represented in the detection signal.
In the embodiment of the present invention, an example is given by taking any one of all to-be-analyzed detection signals, that is, a target to-be-analyzed detection signal.
The rail fault types may include a break fault, a flatness fault, and an internal crack fault. For fracture faults and internal crack faults, in practical application, the track laying distance is long, normal joints or welding seams exist between every two sections of rails, and the normal joints or welding seams can cause abnormal signal clusters in detection signals.
Therefore, in order to avoid the misjudgment of the normal seam or welding seam of the rail on the rail fault, whether the signal energy value of the target detection signal to be analyzed and the detection signal of the coaxial wheel exceeds the preset threshold value at the same moment can be judged.
The target detection signal to be analyzed has a corresponding wheel. The wheels of the train are installed in pairs and are symmetrically distributed on two sides of the train through axles, and the coaxial wheel refers to another wheel which is located on the same axle and corresponds to a target detection signal to be analyzed.
When the signal energy value of the target detection signal to be analyzed and the signal energy value of the detection signal of the coaxial wheel exceed the preset threshold value at the same time, it is indicated that an abnormal signal cluster in the target detection signal to be analyzed is caused by a normal seam or welding seam between rails, so that the target detection signal to be analyzed can be filtered, because the seam or the welding seam generally exists symmetrically and simultaneously on the left rail and the right rail.
When the signal energy value of the target detection signal to be analyzed and the detection signal of the coaxial wheel do not exceed the preset threshold value at the same time, it is indicated that an abnormal signal cluster in the target detection signal to be analyzed may be caused by a track fault, but may also be generated by the wheel or other components.
Specifically, it can be determined whether the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceed the preset threshold value.
The wheels on the same side can be adjacent wheels on the same side or non-adjacent wheels on the same side.
For the rotational speed tracking sampling, the preset time delay may be a preset number of sampling points.
For the flatness defect fault of the track, the wheels on the same side of the train pass through the track with the flatness defect fault successively, so that the signal energy value of the front wheel and the rear wheel exceeds the preset threshold value, and only compared with the front wheel, the time when the signal energy value of the rear wheel exceeds the preset threshold value is delayed slightly.
Therefore, when the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceeds the preset threshold value, a fault occurs on the track, and at the moment, the target detection signal to be analyzed can be used as the target detection signal.
S103: and when the target detection signal which accords with the wheel pair matching rule exists, counting the number of shock waves contained in the target detection signal.
And when a target detection signal which accords with the wheel pair matching rule exists, the track is indicated to have a fault.
When a train runs on a track with faults, the originally stable detection signal is suddenly changed, namely, shock waves are formed in the detection signal. And the form of the shock wave caused by different types of rail faults varies. In order to further determine the fault type of the track, the number of shock waves contained in the target detection signal can be counted.
In the embodiment of the present invention, the number of maximum values included in a signal whose signal energy value exceeds a preset threshold value in the target detection signal may be used as the number of shockwaves.
It is considered that the target detection signal is slightly jittered in a process of being smoothed, and a maximum value is generated. In order to count the number of shock waves more accurately, in a specific implementation, the amplitude range of the target detection signal can be calculated according to a preset threshold value, an amplitude deviation ratio value and the highest peak value of the target detection signal; counting the number of maximum values of the target detection signal in the amplitude range; and taking the number of the maximum values as the number of shock waves of the target detection signal.
The predetermined threshold value may be considered the lowest signal energy value for determining whether a shock wave is present. And when the number of the maximum values is counted, the waveforms of which the signal energy values are smaller than the preset threshold value in the target detection signal are not considered.
The amplitude deviation ratio refers to the ratio to the highest peak value.
In the embodiment of the present invention, the value of the amplitude deviation ratio value may be set according to actual requirements, and is not limited herein, for example, the amplitude deviation ratio value may be set to 50% and 120%.
In a specific implementation, the product of the highest peak value of the target detection signal and the amplitude deviation ratio value can be used as an amplitude range; the amplitude deviation proportion value comprises a lower limit proportion value and an upper limit proportion value, and correspondingly, the amplitude range comprises an initial amplitude lower limit value and an initial amplitude upper limit value. And when the value of the initial amplitude lower limit value is larger than the preset threshold value, the amplitude range of the target detection signal is from the initial amplitude lower limit value to the amplitude upper limit value. And when the value of the initial amplitude lower limit value is less than or equal to the preset threshold value, the amplitude range of the target detection signal is from the preset threshold value to the amplitude upper limit value.
Assuming that the threshold value 50sv, the amplitude deviation ratio values are 50% and 120%, and the maximum peak value of the target detection signal is 80sv, the upper amplitude limit value is 80 × 1.2% ═ 96sv, the lower initial amplitude limit value is 80 × 50% ═ 40sv, 40sv is less than 50sv, and thus the amplitude range of the target detection signal is [50sv, 96sv ]. Where sv represents the unit of the signal energy value of the detection signal.
In consideration of the difference of the forms of the shock waves formed when the train passes through the fault track at different running speeds, in the embodiment of the invention, the values of the preset threshold value and the amplitude deviation proportion value can be dynamically adjusted according to different running speed ranges, so that the calculated amplitude range of the target detection signal is more suitable for the actual requirement.
S104: and determining the fault type of the track according to the pre-established corresponding relation between the number of the shock waves and the fault type.
The number of the shock waves contained in the detection signal is different under different fault types. In the embodiment of the invention, the corresponding relation between the number of the shock waves and the fault type can be obtained in advance in a calculation simulation mode.
For a break fault, the greater the width of the rail break, the greater the number of shock waves formed in the detection signal as the wheels of the train pass the broken rail. In a specific implementation, when the number of the shock waves is greater than or equal to a first preset threshold value, the rail is determined to be a fracture fault.
Fig. 2a, 2b and 2c are schematic waveforms of detection signals formed when a train passes through a broken track at different running speeds in the event of a track break fault. According to the simulation result, in the embodiment of the present invention, the value of the first preset threshold may be set to 3.
The abscissa in fig. 2a, 2b and 2c is the sampling point. The sampling points refer to sampling point serial numbers during data sampling, a corresponding sensor needs to be installed to acquire a vibration acceleration signal or an impact signal in a driving process, and a digital signal is acquired through AD sampling for computer storage and analysis.
The ordinate in fig. 2a, fig. 2b and fig. 2c is the signal energy value of the detection signal, the signal energy value may be g, voltage, or sv, and in the embodiment of the present invention, the unit of the signal energy value used is sv.
For flatness defect faults, when a wheel of a train passes over a track having a flatness defect fault, the rolling of the wheel into and out of the zone will produce an impact, respectively. In a specific implementation, therefore, the flatness defect fault may be determined for the rail when the number of shock waves is equal to a second preset threshold.
Fig. 3a, 3b and 3c are schematic waveforms of detection signals formed when a train passes through a track with a flatness defect failure at different driving speeds when the flatness defect failure is a track surface defect. According to the simulation result, in the embodiment of the present invention, the value of the second preset threshold may be set to 2. The horizontal and vertical coordinates of fig. 3a, 3b and 3c are the same as those of fig. 2a, 2b and 2c, and are not described again here.
For internal crack faults, when wheels of a train pass through a track with the internal crack faults, the internal crack faults of the track are usually expressed as 1 obvious impact at low rotating speed and are expressed obviously only at low rotating speed, and the impact information of the track crack faults is not obvious at high rotating speed. In a specific implementation, therefore, the rail may be determined to be an internal crack fault when the number of shock waves is less than or equal to a third preset threshold.
Fig. 4a, 4b and 4c are schematic waveforms of detection signals formed when a train passes through a track with an internal crack fault at different traveling speeds when the train has an internal crack fault, i.e., a track crack. According to the simulation result, in the embodiment of the present invention, the value of the third preset threshold may be set to 1. The horizontal and vertical coordinates of fig. 4a, 4b and 4c are the same as the horizontal and vertical coordinates of fig. 2a, 2b and 2c, and are not described again here.
According to the technical scheme, the detection signals of the wheels in the running process of the train are obtained. When the wheels of the train pass through the fault track, the detection signals of the wheels are abnormal, and wheel set matching rules are preset according to the wheel set signal distribution rules under the fault track. After the detection signals of the wheels are obtained, whether the detection signals of the wheels accord with the wheel pair matching rules can be judged. And when the target detection signal which accords with the wheel pair matching rule exists, the track is indicated to have a fault. When a train runs on a track with faults, the original stable detection signal is suddenly changed, namely, shock waves occur, and the forms of the shock waves caused by the faults of the different types of tracks are different. In order to further determine the fault type of the track, the number of shock waves contained in the target detection signal may be counted, and the fault type of the track may be determined according to a pre-established correspondence between the number of shock waves and the fault type. In the technical scheme, the detection signals acquired in real time are analyzed according to the wheel set matching rules, so that the track fault can be found in time. And the specific fault type of the track can be accurately identified depending on the distribution form of the shock wave in the detection signal.
For the same track fault type, the number of shock waves formed in the detection signal is different under different running speeds of the train, so that in order to verify the determined track fault type, the running speed of the train when the shock waves appear in the target detection signal can be acquired after the track fault type is determined according to the pre-established corresponding relation between the number of the shock waves and the fault type; and checking whether the running speed and the number of the shock waves are matched with the determined fault type or not according to the preset number and the distribution rule of the speed.
For a break fault, the higher the listed travel speed, the greater the number of shock waves formed in the detection signal.
With reference to fig. 2a, 2b and 2c, the number of corresponding shock waves when the train has a running speed below 240r/min may be set to 3; and 4, setting the corresponding shock wave number to be 4 when the running speed of the train is more than 450r/min and 450 r/min.
For example, when the rail is determined to be a fracture fault, if the running speed of the train is 200r/min and the corresponding shock wave number is 3, it is determined that the running speed and the shock wave number are matched with the determined fault type.
For flatness defect faults, regardless of the speed of travel of the train, when the wheels of the train pass over the track having the flatness defect fault, the wheels impact when rolling into and out of the zone. When the flatness defect fault of the track is determined, the determined fault type is verified without the distribution rule of the preset number and speed.
For internal crack faults, the internal crack faults of the track are usually expressed as 1 obvious impact at low rotating speed, and are only expressed at low rotating speed, and the impact information of the track crack faults at high rotating speed is not obvious.
In conjunction with fig. 4a, 4b and 4c, it can be seen that as the train running speed increases, the amplitude of the shock wave becomes smaller and smaller, and when the running speed is large enough, the detection signal may only slightly jitter. In practical application, the corresponding shock wave number can be set to 1 when the running speed of the train is below 450 r/min.
For example, when the rail is determined to be an internal crack fault, if the running speed of the train is 400r/min and the corresponding shock wave number is 1, it is determined that the running speed and the shock wave number are matched with the determined fault type.
According to the difference of the number of the impact waves at different running speeds, the judgment result of the fault type is further verified, and the accuracy of determining the fault type is improved.
For the fracture fault and the flatness defect fault, when the running speed of the train is higher, the value of the highest peak value of the shock wave in the detection signal is higher; for the internal crack fault, when the running speed of the train is higher, the value of the highest peak value of the shock wave in the detection signal is smaller, so in the embodiment of the invention, the judgment result of the fault type can be verified according to the variation trend of the shock wave value of the detection signal under different running speeds.
Specifically, after the fault type of the track is determined according to the pre-established corresponding relation between the number of the shock waves and the fault type, the shock wave values corresponding to different running speed ranges under the same fault type can be counted; and checking whether the fault type is correct or not according to a preset distribution rule of the magnitude and the speed.
According to actual requirements, the speed of different trains running on the same track is different. For example, the running speed of the train A on the same track is 120 r/min; the running speed of the train B is 240 r/min; the running speed of the train C is 450 r/min. As shown in table 1, the statistical table shows the shock wave values corresponding to the fault types of the train at different running speeds.
The shock wave value can be the value of the highest peak value of the shock wave in the detection signal.
TABLE 1
| Speed of travel | Failure to break | Flatness defectFault of | Internal crack failure |
| 120r/min | 52.66 | 12.01 | 106.9 |
| 240r/min | 65.18 | 199.3 | 9.004 |
| 450r/min | 78.85 | 213.52 | 1.72 |
When the fault type is determined to be a fracture fault or a flatness defect fault, if the running speed of the train is higher, the value of the highest peak value of the shock wave in the detection signal is higher, and the judgment result of the fault type is verified. When the fault type is determined to be an internal crack fault, when the running speed of the train is higher, the value of the highest peak value of the shock wave in the detection signal is smaller, and the judgment result of the fault type is verified.
According to the change trend of the shock wave quantity value under different driving speeds, the judgment result of the fault type is further verified, and the accuracy of determining the fault type is improved.
The running information of the train is relatively fixed, for example, what time period and speed the train runs on which track belongs to the relatively fixed information. Therefore, in the embodiment of the invention, after the fault type of the track is determined according to the pre-established corresponding relation between the number of the shock waves and the fault type, the position information of the track fault can be determined according to the running speed of the train and the time of the sampling point when the shock waves appear in the target detection signal.
The current track on which the train runs can be determined according to the sampling point time, the track position corresponding to the shock wave can be determined by combining the running speed of the train, and the track position is the position information of the track fault.
After the track fault type is determined, the fault position can be quickly positioned by a manager conveniently by calculating the position information of the track fault, so that the track fault position can be maintained in time.
Fig. 5 is a schematic structural diagram of a rail damage detection apparatus according to an embodiment of the present invention, which includes an obtaining unit 51, a determining unit 52, a counting unit 53, and a determining unit 54;
an acquiring unit 51, configured to acquire a detection signal of a wheel during train running;
the judging unit 52 is configured to judge whether the detection signal of the wheel conforms to a wheel pair matching rule; the wheel set matching rule is set according to a wheel set signal distribution rule under a fault track;
the counting unit 53 is configured to count the number of shock waves included in a target detection signal when the target detection signal according with the wheel pair matching rule exists;
and the determining unit 54 is configured to determine the fault type of the track according to a pre-established correspondence between the number of the shock waves and the fault type.
Optionally, the judging unit includes a screening subunit, a first judging subunit, a second judging subunit and a serving subunit;
the screening subunit is used for screening out the detection signals to be analyzed with the abnormal signal clusters from the detection signals of each wheel;
the first judgment subunit is used for judging whether the signal energy value of the target detection signal to be analyzed and the detection signal of the coaxial wheel exceeds a preset threshold value at the same moment or not; the target detection signal to be analyzed is any one detection signal to be analyzed in all detection signals to be analyzed; if not, triggering a second judgment subunit;
the second judgment subunit is used for judging whether the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceed a preset threshold value or not;
and the sub-unit is used for taking the target detection signal to be analyzed as the target detection signal when the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceeds a preset threshold value.
Optionally, the statistical unit comprises a calculation subunit and as a subunit;
the calculation subunit is used for calculating the amplitude range of the target detection signal according to the preset threshold value, the amplitude deviation proportion value and the highest peak value of the target detection signal;
the sub-unit is used for counting the number of maximum values of the target detection signal in the amplitude range; and taking the number of the maximum values as the number of shock waves of the target detection signal.
Optionally, the determining unit comprises a first judging subunit, a second judging subunit and a third judging subunit;
the first judging subunit is used for judging that the track is a fracture fault when the number of the shock waves is greater than or equal to a first preset threshold value;
the second judging stator unit is used for judging the track to be a flatness defect fault when the number of the shock waves is equal to a second preset threshold value;
and the third judging subunit is used for judging the track as an internal crack fault when the number of the shock waves is less than or equal to a third preset threshold value.
Optionally, the system further comprises an obtaining unit and a checking unit;
the acquisition unit is used for acquiring the running speed of the train when the shock wave appears in the target detection signal;
and the checking unit is used for checking whether the running speed and the number of the shock waves are matched with the determined fault types or not according to the preset number and the distribution rule of the speed.
Optionally, the statistical unit is further configured to count shock wave values corresponding to different driving speed ranges under the same fault type;
the checking unit is also used for checking whether the fault type is correct according to the preset distribution rule of the magnitude and the speed.
Optionally, a position determination unit is further included;
and the position determining unit is used for determining the position information of the track fault according to the running speed of the train and the time of the sampling point when the shock wave appears in the target detection signal.
The description of the features in the embodiment corresponding to fig. 5 may refer to the related description of the embodiment corresponding to fig. 1, and is not repeated here.
According to the technical scheme, the detection signals of the wheels in the running process of the train are obtained. When the wheels of the train pass through the fault track, the detection signals of the wheels are abnormal, and wheel set matching rules are preset according to the wheel set signal distribution rules under the fault track. After the detection signals of the wheels are obtained, whether the detection signals of the wheels accord with the wheel pair matching rules can be judged. And when the target detection signal which accords with the wheel pair matching rule exists, the track is indicated to have a fault. When a train runs on a track with faults, the original stable detection signal is suddenly changed, namely, shock waves occur, and the forms of the shock waves caused by the faults of the different types of tracks are different. In order to further determine the fault type of the track, the number of shock waves contained in the target detection signal may be counted, and the fault type of the track may be determined according to a pre-established correspondence between the number of shock waves and the fault type. In the technical scheme, the detection signals acquired in real time are analyzed according to the wheel set matching rules, so that the track fault can be found in time. And the specific fault type of the track can be accurately identified depending on the distribution form of the shock wave in the detection signal.
Fig. 6 is a schematic hardware structure diagram of a rail damage detection apparatus 60 according to an embodiment of the present invention, including:
a memory 61 for storing a computer program;
a processor 62 for executing the computer program to implement the steps of the rail damage detection method as described in any of the embodiments above.
An embodiment of the present invention further provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the track damage detection method according to any of the above embodiments are implemented.
The track damage detection method, the track damage detection device and the computer-readable storage medium according to the embodiments of the present invention are described in detail above. The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in Random Access Memory (RAM), memory, Read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
Claims (8)
1. A rail flaw detection method is characterized by comprising the following steps:
acquiring a detection signal of a wheel in the running process of a train;
judging whether the detection signal of the wheel conforms to the wheel pair matching rule or not; the wheel set matching rule is set according to a wheel set signal distribution rule under a fault track;
when a target detection signal which accords with the wheel pair matching rule exists, counting the number of shock waves contained in the target detection signal;
determining the fault type of the track according to the pre-established corresponding relation between the number of the shock waves and the fault type;
the counting the number of shock waves contained in the target detection signal comprises:
calculating the amplitude range of the target detection signal according to a preset threshold value, an amplitude deviation proportion value and the highest peak value of the target detection signal;
counting the number of maximum values of the target detection signal in the amplitude range;
taking the number of the maximum values as the number of shock waves of the target detection signal;
the determining the fault type of the track according to the pre-established corresponding relationship between the number of the shock waves and the fault type comprises the following steps:
when the number of the shock waves is larger than or equal to a first preset threshold value, judging that the track is a fracture fault;
when the number of the shock waves is equal to a second preset threshold value, judging that the track is in flatness defect fault;
and when the number of the shock waves is less than or equal to a third preset threshold value, judging that the track is an internal crack fault.
2. The method of claim 1, wherein the determining whether the detection signal of the wheel complies with the wheel-set matching rule comprises:
screening out a detection signal to be analyzed with an abnormal signal cluster from the detection signals of each wheel;
judging whether a signal energy value of a target detection signal to be analyzed and a detection signal of the coaxial wheel exceed a preset threshold value at the same moment or not; the target detection signal to be analyzed is any one detection signal to be analyzed in all detection signals to be analyzed;
if not, judging whether the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceeds a preset threshold value;
and when the signal energy value of the target detection signal to be analyzed and the detection signal of the wheel on the same side after the preset time delay exceeds a preset threshold value, taking the target detection signal to be analyzed as a target detection signal.
3. The method according to claim 1, wherein after determining the fault type of the track according to the pre-established correspondence between the number of the shock waves and the fault type, the method further comprises:
acquiring the running speed of the train when the shock wave appears in the target detection signal;
and checking whether the running speed and the number of the shock waves are matched with the determined fault type or not according to the preset number and speed distribution rule.
4. The method according to claim 3, wherein after determining the fault type of the track according to the pre-established correspondence between the number of the shock waves and the fault type, the method further comprises:
counting shock wave values corresponding to different driving speed ranges under the same fault type;
and checking whether the fault type is correct or not according to a preset distribution rule of the magnitude and the speed.
5. The method according to any one of claims 1 to 4, wherein after determining the fault type of the track according to the pre-established correspondence between the number of shock waves and the fault type, the method further comprises:
and determining the position information of the track fault according to the running speed of the train and the time of the sampling point when the shock wave appears in the target detection signal.
6. A rail damage detection device is characterized by comprising an acquisition unit, a judgment unit, a statistic unit and a determination unit;
the acquisition unit is used for acquiring detection signals of wheels in the running process of the train;
the judging unit is used for judging whether the detection signal of the wheel conforms to the wheel pair matching rule or not; the wheel set matching rule is set according to a wheel set signal distribution rule under a fault track;
the statistical unit is used for counting the number of shock waves contained in a target detection signal when the target detection signal which accords with the wheel pair matching rule exists;
the determining unit is used for determining the fault type of the track according to the corresponding relation between the number of the shock waves and the fault type established in advance;
the statistical unit comprises a calculation subunit and a serving subunit;
the calculating subunit is configured to calculate an amplitude range of the target detection signal according to a preset threshold value, an amplitude deviation ratio value, and a highest peak value of the target detection signal;
the serving subunit is configured to count the number of maximum values of the target detection signal within the amplitude range; taking the number of the maximum values as the number of shock waves of the target detection signal;
the determining unit comprises a first judging subunit, a second judging subunit and a third judging subunit; the first judging subunit is configured to judge that the track is a fracture fault when the number of the shock waves is greater than or equal to a first preset threshold; the second judging subunit is configured to judge that the track is a flatness defect fault when the number of the shock waves is equal to a second preset threshold; and the third judging subunit is used for judging that the track is an internal crack fault when the number of the shock waves is less than or equal to a third preset threshold value.
7. A rail flaw detection device, comprising:
a memory for storing a computer program;
a processor for executing the computer program to carry out the steps of the method of rail damage detection according to any one of claims 1 to 5.
8. A computer-readable storage medium, having stored thereon a computer program which, when being executed by a processor, carries out the steps of the method of detecting track damage according to any one of claims 1 to 5.
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