CN113609239A

CN113609239A - Management map system of rail flaw detection vehicle

Info

Publication number: CN113609239A
Application number: CN202110893238.1A
Authority: CN
Inventors: 杨四清; 张东方; 张雷; 凌浩东; 祝长春; 彭耀旺
Original assignee: Zhuzhou CSR Times Electric Co Ltd
Current assignee: Zhuzhou CRRC Times Electric Co Ltd
Priority date: 2021-08-04
Filing date: 2021-08-04
Publication date: 2021-11-05
Anticipated expiration: 2041-08-04
Also published as: CN113609239B

Abstract

The invention discloses a rail flaw detection vehicle management map system, which comprises: a ground map computer and a vehicle map computer. The ground map computer is used for editing and establishing a railway line database, managing the running path of the steel rail flaw detection vehicle, collecting track lines formed by the vehicle-mounted map computer of the steel rail flaw detection vehicle and generating a railway line vector map. The steel rail flaw detection playback analysis computer calls a ground map computer through communication to automatically position the B-type map flaw in the steel rail flaw detection. The vehicle-mounted map computer obtains satellite positioning data and mileage pulse data through a positioning measurement system, a track line is formed by the satellite positioning data, and the mileage pulse data is associated with the B-type map positioning of steel rail flaw detection. The invention can solve the technical problems that the manual labor intensity is high, the positioning error is large and the field rechecking and missing report often occur because the existing flaw detection vehicle depends on manual input of a reference object for positioning in each operation.

Description

Management map system of rail flaw detection vehicle

Technical Field

The invention relates to the technical field of rail engineering, in particular to a management map system applied to a steel rail flaw detection vehicle.

Background

The existing steel rail flaw detection vehicle forms a B-type diagram through ultrasonic flaw detection, and a manual keyboard is adopted to input reference objects such as rail-edge kilometer signs, electric poles, tunnels and the like and ground alignment marks in the detection operation process. And after the detection is finished, analyzing the B-type detection image on the ground, notifying field personnel to recheck after the damage is diagnosed, confirming whether the maintenance is carried out or not, and positioning the B-type detection image by depending on a reference object plus the range pulse distance. Because the rail flaw detection vehicle has high running speed, inaccurate positioning of a manually input reference object, large rechecking line range, high labor intensity of detection personnel and rechecking personnel and high flaw detection management difficulty.

In recent years, with the continuous promotion of railway informatization work, a large amount of self-developed software is developed in the field of railway engineering. In the process of software development in the railway industry, the display of the railway line position on a plane diagram is a very important link, and the method is the most direct means for displaying engineering information and knowing the line condition. The display of the railway line position on the map is performed by means of a Geographic Information System (GIS) technology, and if the development is performed under a professional GIS System, not only is the GIS software expensive to purchase and large in maintenance investment, but also the development difficulty and the requirements on developers are high. For small and medium-sized software systems developed autonomously, the cost of purchase, development and operation and maintenance is very difficult to bear. At present, many internet companies launch a civil GIS system, i.e., a map service, and provide an API (Application Programming Interface) for developers to perform secondary development. Many software are customized and developed by utilizing the API of the map service, and railway line positions are embedded into a third-party GIS map. However, this method is also limited, because the GIS map of the third party is not specifically oriented to the railway industry, the support for the representation method of the railway line plan is not perfect, and the line style and some railway specific information cannot be well represented in the line plan drawn by the API provided by the method. Moreover, since the map APIs of the respective companies are not compatible, all development work is re-done if it is desired to change to another company's map service.

At present, the technical solutions related to the present invention in the prior art mainly include the following:

the prior art 1 is a chinese invention application published by china railway design group ltd in 2018, 02/01, and in 2018, 09/21, with publication No. CN 108563673A. The invention discloses a method for embedding railway line positions on a GIS map, which comprises the following steps: starting, creating a map layer, creating a drawing layer, requesting map data, drawing a map, requesting drawing data, drawing key points, connecting key points, drawing railway information identification, drawing a building, superposing the layers and ending. The invention can lead the developer to draw the elements such as railway lines, railway information marks, buildings and the like in a standard mode on the drawing layer which is independent of the third-party service, and can lead the elements to respond to the events on the user interface so as to realize better and richer interaction effect. Another significant advantage is that when another map service provider is replaced, the development work on the drawing layer does not need to be performed again, and only the corresponding API of the map layer needs to be changed, so that the development flexibility is greatly improved, and the repeated workload of development is reduced. The invention provides a programming method for embedding line positions on a GIS map, and railways are connected by lines through key points, but the method has the defects of insufficient map precision due to few key points, and in addition, the map data has no railway line data.

Prior art 2 is the application of guangzhou national sidetongda scientific and technological development ltd in 22/05 in 2019 and the application of the invention disclosed in 09/08 in 2019 and published in chinese under CN 110110030A. The invention relates to the technical field of information processing, in particular to a special electronic map and a special electronic System for a railway, wherein the special electronic map with railway marks is formed by mapping railway milestones to railway line data in a digital map according to a longitude and latitude and/or GPS (Global Positioning System, short for Global Positioning System) real-time Positioning mode; by the aid of the method, the railway line fault information can be positioned in real time, known and processed in time, and a navigation function can be used for guiding a user to arrive in a most reasonable mode, so that efficiency of railway workers is greatly improved; unified management is carried out on all information of factory leaving, maintenance, inventory, age and managers of each professional equipment of the railway; the inventory of nearby facilities and accessories can be checked, the maintenance efficiency is improved, and a facility maintenance management record table is formed at the mobile phone end after maintenance to form a record; information is shared with facility manufacturers, and facilities are maintained together, so that the railway safety is guaranteed; the system can record the attendance of railway staff in real time and avoid the phenomenon of failure. The invention provides a method for forming a railway special electronic map with railway marks by utilizing a provided railway special electronic map and mapping railway milestones to digital map line data according to longitude and latitude or GPS real-time positioning. However, the method is to perform positioning on the existing electronic map, and does not provide a method for generating a railway-specific electronic map, only displays a positioning railway line map, and does not have a railway line data structure.

Disclosure of Invention

In view of the above, the present invention provides a rail flaw detection vehicle management map system, so as to solve the technical problems that the existing flaw detection vehicle needs to rely on manual input of reference object for positioning each time, so that the labor intensity of manual work is large, the positioning error is large, and field rechecking and missing report often occurs.

In order to achieve the above object, the present invention specifically provides a technical implementation scheme of a rail flaw detection vehicle management map system, which includes: the system comprises a ground map computer and a vehicle-mounted map computer, wherein the same railway line database is established in the ground map computer and the vehicle-mounted map computer. The ground map computer inputs the data of the railway line database, and the ground map computer issues the data of the railway line database to the vehicle-mounted map computer. The vehicle-mounted map computer receives the data of the railway line database and displays a line map. And the ground map computer issues a flaw detection planned path to the vehicle-mounted map computer, and the vehicle-mounted map computer displays the flaw detection planned path. And the vehicle-mounted map computer receives the positioning data, forms a track according to the positioning data, and performs track correction display. And the vehicle-mounted map computer judges the position, broadcasts the position of the reference object, and sends site information to the steel rail flaw detection system when passing through the site. The steel rail flaw detection system records a driving path and a flaw detection B-type diagram. And when the flaw detection plan is finished, the vehicle-mounted map computer updates the railway line database and uploads the railway line database to the ground map computer. And after the ground map computer finishes updating the database, updating the database of each vehicle-mounted map computer. The steel rail flaw detection playback analysis computer positions and calls a ground map through communication, and the linkage display of a flaw detection B-type map and the map is realized.

Further, the vehicle-mounted map computer can input and add reference object identification when the rail flaw detection vehicle runs.

Further, the ground map computer displays the damage positioning map, copies and sends the damage positioning map to on-site line maintenance personnel.

Further, the ground map computer establishes and inputs a steel rail flaw detection vehicle number database, the vehicle-mounted map computer comprises the vehicle steel rail flaw detection vehicle number, and the ground map computer is matched with the vehicle-mounted map computer through wireless communication according to the steel rail flaw detection vehicle number.

Furthermore, the vehicle-mounted map computer can work on line under wireless communication and can also work off line under the condition of no wireless communication. In an off-line working mode, the vehicle-mounted map computer dumps the data of the railway line database with the ground map computer through a mobile storage device.

Further, the same railway line database is established in the ground map computer and the vehicle-mounted map computer, and the database comprises the following structures:

the ground map computer establishes a railway line database, and the input data comprises line data and station data;

the line data comprises line names, line station name sequences and junction stations, and a railway line network structure is formed; the station name sequence in the line data corresponds to the railway descending direction from top to bottom;

the station data comprises geographical coordinates, kilometers posts and station index information of each station; the station coordinates are coordinates of the center of the railway station on a map line track and are intersection points of the center point of the railway station and a perpendicular line of the line track; the site index information is used for searching stored site picture files and site name voice files.

Furthermore, the planned path table edited by the ground map computer and the vehicle-mounted map computer is composed of a line name and a station sequence, and the line change can be realized only through the same junction station.

Further, the ground map computer issues the data of the railway line database to the vehicle map computer through communication. And the ground map computer issues a flaw detection planned path to the vehicle-mounted map computer through communication. The vehicle-mounted map computer can compile and modify a flaw detection plan path table.

Further, the vehicle-mounted map computer acquires positioning measurement data in any one of the following two ways:

the rail flaw detection vehicle satellite positioning data obtained from the satellite positioning data receiver and the mileage pulse number obtained from the rail flaw detection system;

the rail flaw detection vehicle satellite positioning data obtained from the satellite positioning data receiver, the kilometer post obtained from the locomotive monitoring and recording device and the mileage pulse number obtained from the rail flaw detection system.

Furthermore, the ground map computer and the vehicle-mounted map computer display the positions of the stations according to the geographical coordinates of the stations provided by the railway line database, and display the lines between the stations according to the railway line network structure. The track file in the railway line database provides track data, the track data line adopts a solid line to display a track line, and the track-free data line adopts a dotted line to display a network line representing the connection relation of the stations. The sectors without positioning data are indicated by dashed lines, and the position on the line is determined by the number of mile pulses. The line display color is determined according to the functional requirements and is divided into a basic color, a plan color and a driving color.

Further, the vehicle-mounted map computer performs track deviation correction and reference object position judgment when the steel rail flaw detection vehicle runs. When the vehicle-mounted map computer runs on the existing track line, the detection error of the detection positioning system is set as the deviation correction error, the track deviation correction is carried out, and the satellite positioning data of the steel rail flaw detection vehicle and the existing track distance are within the deviation correction error, and then the satellite positioning data are displayed on the existing track line. And the vehicle-mounted map computer judges the position of the reference object, sets a position deviation value larger than the deviation correction error value before operation, judges that the satellite positioning data passes through the reference object when the distance between the satellite positioning data and the reference object is within the position deviation value, and carries out reminding display and voice broadcast according to the index information of the reference object. And when the distance between the positioning data and the station is the minimum value, the positioning data of the station is used as station information and sent to a steel rail flaw detection system.

Further, the steel rail flaw detection system receives station information in the vehicle-mounted map computer, records a running path, performs flaw detection, and records a B-type flaw detection map.

Furthermore, when the steel rail flaw detection vehicle runs, the vehicle-mounted map computer can input and add reference object identification at the current line position through a keyboard, or add reference object identification through communication with automatic reference object detection equipment.

Further, after the steel rail flaw detection vehicle passes through the stations, the vehicle-mounted map computer forms an inter-station track file, calculates the inter-station kilometer sign distance and the mileage pulse distance, the kilometer sign distance is obtained through the absolute value of the difference value of kilometer signs of the two stations, the mileage pulse distance is obtained through the absolute value of the difference value of mileage pulse numbers of the two stations, and the vehicle-mounted map computer stores the track file, the kilometer sign distance and the mileage pulse distance to the inter-station line database. And when the flaw detection plan is finished, the vehicle-mounted map computer sends the updated railway line database to the ground map computer.

Further, after receiving the update information of the vehicle-mounted map computer, the ground map computer collects the update information in a database of the vehicle-mounted map computer to generate a ground map general map. The route of the ground map can be edited, and when the route between certain sites needs to be deleted, the track file of the route is deleted firstly, and then the site name of the route is deleted.

Further, the ground map computer records the database version of the vehicle-mounted map computer of all the steel rail flaw detection vehicles and issues the database version to the vehicle-mounted map computers of other steel rail flaw detection vehicles of the non-current version.

Furthermore, the steel rail flaw detection playback analysis computer positions and calls a ground map through communication, and linkage display of a detection B-type map and the map is achieved. And when the steel rail flaw detection playback analysis computer analyzes the detection result, displaying a detection B-type graph by taking the mileage pulse number as a coordinate, wherein the detection B-type graph comprises a driving path record. The steel rail flaw detection playback analysis computer sends the current mileage pulse number N and the driving path information to the ground map computer, and the ground map is called to position and display the position of the corresponding line of the current driving path. The ground map computer takes the latest passing site as a position synchronization point and calculates the position S of the current point N in the map according to the following formula_N：

Wherein recently the passing site kilometers is marked as S₁The number of mileage pulses is N₁The kilometer scale distance of the front and rear stations is delta S, and the mile pulse distance is delta N.

When the steel rail flaw detection playback analysis computer sends the information for displaying or clearing the driving path to the ground map computer, the map line display is correspondingly updated. After the ground map computer displays the driving path, the current point is dragged in the driving path, the ground map computer sends the number N of the corresponding mileage pulses to the steel rail flaw detection playback analysis computer, and the B-type image is detected to move to the current starting point position for display.

Further, the steel rail flaw detection playback analysis computer analyzes the flaw, and the ground map computer displays a flaw positioning map, copies and sends the flaw positioning map to on-site rechecking personnel.

By implementing the technical scheme of the steel rail flaw detection vehicle management map system provided by the invention, the following beneficial effects are achieved:

(1) according to the steel rail flaw detection vehicle management map system, a railway line track map is automatically generated through a program according to positioning data of the steel rail flaw detection vehicle during actual operation, and multiple parameters such as kilometer posts, mile pulse numbers and the like can be synchronously provided, so that the steel rail flaw detection vehicle can be conveniently and automatically positioned accurately, ground line reference objects do not need to be marked repeatedly, and the labor intensity of operators is greatly reduced;

(2) according to the rail flaw detection car management map system, multi-parameter synchronous positioning is realized through various modes such as satellite positioning data receiver positioning, locomotive monitoring device kilometer post positioning, mileage pulse number positioning and the like, a means is provided for fine line management, and missing detection caused by technical and management flaws is avoided;

(3) the invention relates to a steel rail flaw detection vehicle management map system, which divides a management map into a vehicle-mounted map and a ground map, wherein the vehicle-mounted map is used for generating a railway track map, the ground (management) map is used for collecting a regional map formed by the vehicle-mounted map of each steel rail flaw detection vehicle, a nationwide management map is comprehensively formed, and the updated nationwide management map is issued to the vehicle-mounted map, so that the synchronous update of the vehicle-mounted map and the ground map data can be realized;

(4) the rail flaw detection vehicle management map system provides conditions for automatic detection operation of the rail flaw detection vehicle line through map line positioning, prompts the attention of operators in a voice broadcasting mode, is beneficial to standardization of a rail flaw detection flow, and realizes digitization and imaging of rail line management, detection tasks and visualization of detection results.

Drawings

For reference and clarity, the terms, abbreviations or abbreviations used hereinafter are as follows:

mileage pulse count: the shaft end of the steel rail flaw detection wheel pair is provided with a rotary encoder, a wheel with the radius of R rotates for one circle, the running distance is 2 pi R, the number of pulses N output corresponding to one circle of rotation of the encoder is N, and as the encoder reaches the mm-level precision and is used for detecting the distance of a flaw detection vehicle, the pulse distance (2 pi R/N) is taken as a positioning basic unit, and the mileage is expressed by the number of pulses;

line kilometer scale: the kilometer post of the line represents the continuous mileage calculated from the starting point of the railway line, and is set one per kilometer;

track: when the rail flaw detection vehicle runs, the rail flaw detection vehicle is formed by connecting a satellite positioning data coordinate point sequence of the rail flaw detection vehicle;

b type graph: the damage is displayed in an image form based on the ultrasonic detection result.

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, from which other embodiments can be derived by a person skilled in the art without inventive effort.

FIG. 1 is a block diagram schematically illustrating the system structure of a rail vehicle management map system according to an embodiment of the present invention;

FIG. 2 is a block diagram schematically illustrating the structure of a flaw detection playback analysis system according to an embodiment of the rail flaw detection vehicle management map system of the present invention;

FIG. 3 is a flowchart of a method for mapping rail vehicle management based on the system of the present invention;

FIG. 4 is a schematic block diagram of a positioning and measuring system of an embodiment of the rail vehicle management map system of the present invention;

FIG. 5 is a schematic diagram of a display interface of a network structure of a railway track according to an embodiment of the rail vehicle management map system of the present invention;

FIG. 6 is a schematic diagram of a line display interface of a vehicle-mounted map in an embodiment of the rail vehicle management map system of the present invention;

FIG. 7 is a schematic diagram of a deviation rectifying method for a vehicle-mounted map according to an embodiment of the map system for managing a rail vehicle according to the present invention;

FIG. 8 is a schematic diagram of a method for determining a location of a station in a vehicle-mounted map according to an embodiment of the rail vehicle management map system of the present invention;

FIG. 9 is a schematic view of an initial display interface of a vehicle-mounted map in an embodiment of the rail vehicle management map system of the present invention;

FIG. 10 is a schematic view of a display interface of the vehicle-mounted map after the detection is completed in one embodiment of the rail vehicle management map system of the present invention;

FIG. 11 is a schematic view of a final display interface for vehicle-mounted map formation in an embodiment of the rail vehicle management map system of the present invention;

in the figure: the method comprises the following steps of 1-a steel rail flaw detection vehicle management map system, 2-a ground map computer, 3-a vehicle-mounted map computer, 4-a steel rail flaw detection system, 40-a steel rail flaw detection playback analysis computer, 5-a locomotive monitoring and recording device, 6-a satellite positioning data receiver, 7-an existing track, 8-a deviation correction error, 9, 11-a boundary point meeting the deviation correction error, 10-a steel rail flaw detection vehicle position after deviation correction, 12-a steel rail flaw detection vehicle running track, 13-a position deviation value, 14, 16-a boundary point meeting the position deviation value, 15-a station position after deviation correction, and 17-an electric pole.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, 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. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1 to 11, a specific embodiment of a rail-flaw detection vehicle management map system according to the present invention is shown, and the present invention is further described with reference to the drawings and the specific embodiment.

Example 1

As shown in fig. 1, an embodiment of a rail flaw detection vehicle management map system 1 according to the present invention is used for assigning a flaw detection planning task, a vehicle-mounted map forms a track map, a rail flaw detection system 4 records a detection B-type map, and a rail flaw detection playback analysis computer 40 performs flaw location analysis, so as to achieve fine maintenance of a railway line. The rail flaw detection vehicle management map system 1 specifically includes: the ground map computer 2 and the vehicle-mounted map computer 3, and the ground map computer 2 and the vehicle-mounted map computer 3 are computer-based devices. The ground map computer 2 is used for storing, managing, applying and displaying ground maps, and the vehicle-mounted map computer 3 is used for storing, managing, applying and displaying vehicle-mounted maps. The concrete working process of the rail flaw detection vehicle management map system 1 comprises the following steps: the ground map computer 2 records therein the data of the railroad line database as shown in table 1 below. The ground map computer 2 issues the data of the railway line database to the vehicle map computer 3. The on-board map computer 3 receives the railway line database data and displays a line map. The ground map computer 2 edits and issues a flaw detection planned path to the vehicle map computer 3, the planned path is composed of passed stations and a line name sequence, as shown in the following table 2, a starting station and an end station are not necessarily in the positions of railway stations, and mileage relative to the stations needs to be provided. The on-board map computer 3 displays the flaw detection planned path as shown in fig. 5. When the steel rail flaw detection vehicle runs, the vehicle-mounted map computer 3 receives the positioning data, and the vehicle-mounted map computer 3 forms a track by the satellite positioning data and performs track deviation correction display. The in-vehicle map computer 3 inputs the added reference object identification. The vehicle-mounted map computer 3 judges the position, broadcasts the position of the reference object, and transmits station positioning information to the steel rail flaw detection system 4 when the station passes through. The steel rail flaw detection system 4 records the driving path and the flaw detection B-type diagram. The on-board map computer 3 updates the railroad track database and uploads it to the ground map computer 2. The rail flaw detection vehicle management map system 1 comprises n vehicle-mounted map computers 3 (namely the vehicle-mounted map computers 1 to n, n is more than or equal to 1). After the ground map computer 2 completes the data update, the data update is performed for each vehicle-mounted map computer 3. As shown in the attached figure 2, a steel rail flaw detection playback analysis computer 40 positions and calls a ground map in a ground map computer 2 through communication to realize linkage display of a detection B-type map and the map, a mouse is moved to a flaw position in the detection B-type map, the ground map computer 2 displays the flaw positioning map, and the flaw positioning map is copied and sent to a field rechecker terminal device (such as a mobile phone). The rail flaw detection vehicle management map system 1 described in embodiment 1 can automatically form a rail track vector map, call rail track data, display a specific path, and realize fine automatic positioning of a rail flaw detection vehicle detection result by combining high-resolution mileage pulses, thereby solving the technical problems that the existing flaw detection vehicle needs to rely on manual input of reference object positioning during each operation, which causes high manual labor intensity, large positioning error and frequent field recheck and missed report.

TABLE 1

TABLE 2

Serial number	Start station	Relative mileage	Terminal station	Relative mileage	Line name
						1	F	X1	I		FK
2	I		C		IC communication
						3	C		D	X2	AE

The ground map computer 2 establishes and inputs a steel rail flaw detection vehicle number database, the vehicle-mounted map computer 3 comprises the vehicle steel rail flaw detection vehicle number, and the ground map computer 2 is matched with the vehicle-mounted map computer 3 through wireless communication according to the steel rail flaw detection vehicle number.

The ground map computer 2 and the vehicle-mounted map computer 3 establish the same railway line database, and the database further comprises the following structures:

the logging data includes line data and site data.

The line data comprises line names, line station name sequences and junction stations, and a railway line network structure is formed. The station name sequence in the line data corresponds to the railway descending direction from top to bottom.

The site data comprises geographic coordinates, kilometers posts and site index information of each site. The station coordinates are coordinates of the center of the railway station on the map track and are intersection points of the center point of the railway station and the perpendicular line of the track. The site index information is used for searching stored site picture files and site name voice files.

The planned route table edited by the ground map computer 2 and the vehicle map computer 3 is composed of a route name and a station sequence, and can be realized only by the same intersection station when changing routes. The ground map computer 2 issues the data of the railway line database to the vehicle map computer 3 through communication. The ground map computer 2 issues a flaw detection planned path to the vehicle map computer 3 through communication. The vehicle-mounted map computer 3 can compile and modify a flaw detection plan path table.

The rail flaw detection vehicle management map system 1 adopts a positioning measurement system shown in fig. 4 to obtain positioning data, and comprises a satellite positioning data receiver 6, a locomotive monitoring and recording device 5 (which is an option), and a rail flaw detection system 4. Receiving rail-defect-detecting vehicle positioning data further comprises:

A) the rail flaw detection vehicle position Satellite positioning data is obtained from a Satellite positioning (GNSS, Global Navigation Satellite System, short for Global Navigation Satellite System) data receiver 6 through serial port communication.

B) Through serial port communication, the kilometer post obtained from the locomotive monitoring and recording device 5 realizes higher-precision reference positioning (which is an unnecessary item) relative to A).

C) The number of mileage pulses obtained from the rail flaw detection system 4 is determined by ethernet communication.

The vehicle-mounted map computer 3 can receive the positioning data of the rail flaw detection vehicle by adopting any one of the A + B + C and the A + C. The rail flaw detection vehicle adopts the mileage pulse number of the mode C) as a basic metering unit of detection data, zero is set at the beginning of detection, and the ground positioning data obtained by the mode A) or the mode B) needs to be timed and recorded synchronously. Mode a) uses satellite positioning data, and mode B) uses (line number + kilometer post + relative distance) positioning. The mode B) and the ground railway line fixed-point correction have higher precision compared with the mode A).

The ground map computer 2 and the vehicle-mounted map computer 3 display the site positions according to the site geographical coordinates provided by the railway line database, and display the lines between the sites according to the railway line network structure. The track file in the railway line database provides track data, the track data line adopts a solid line to display a track line, and the track-free data line adopts a dotted line to display a network line representing the connection relation of the stations. The sectors without positioning data are indicated by dashed lines, and the position on the line is determined by the number of mile pulses. The line display color is determined according to the functional requirements and is divided into a basic color, a plan color and a driving color. The on-board map computer 3 forms a trajectory route from the satellite positioning data, and as shown in fig. 6, displays a network route indicated by a corresponding broken line instead.

And the vehicle-mounted map computer 3 performs track correction and reference object position judgment when the steel rail flaw detection vehicle runs. When the vehicle-mounted map computer 3 runs on the existing track line, the detection error of the detection positioning system is set to be a deviation correction error, track deviation correction is carried out, and the distance between the satellite positioning data of the steel rail flaw detection vehicle and the existing track is within the deviation correction error, and then the satellite positioning data is displayed on the existing track line. The vehicle-mounted map computer 3 judges the position of the reference object, sets a position deviation value larger than the deviation correction error value before operation, judges that the satellite positioning data passes through the reference object when the distance between the satellite positioning data and the reference object is within the position deviation value, and carries out reminding display and voice broadcast according to the index information of the reference object. When passing through the station, the positioning data is further accurately positioned, the distance between the positioning data and the station is calculated, and when the distance is the minimum value, the positioning data of the station is used as station information and sent to the steel rail flaw detection system 4. Such as: the system is provided with a position deviation value 13 which is larger than the deviation correction error value, when the distance between the positioning data and the reference object is within the position deviation value 13, the positioning data and the reference object are considered to pass through the reference object, and reminding display and voice broadcast are carried out according to the index information of the reference object. When the rail flaw detection vehicle passes through a station, the rail flaw detection vehicle is further accurately positioned, as shown in fig. 8, if the running track 12 of the rail flaw detection vehicle is from left to right, if the coordinates of the station D have errors and are not on the track, when the distance between a positioning point on the running track 12 of the rail flaw detection vehicle and the station D is calculated to be smaller than the position deviation value 13, the rail flaw detection vehicle enters the station at a position 14 (meeting the boundary point of the position deviation value) for position judgment, and exits the station at a position 16 (meeting the boundary point of the position deviation value). When the distance is the minimum value, the positioning value 15 (the position of the corrected station) is obtained and is used as station information to be sent to the steel rail flaw detection system 4, and the steel rail flaw detection system 4 records the running path.

The steel rail flaw detection system 4 receives the station information in the vehicle-mounted map computer 3, records the running path, performs flaw detection, and records a B-type flaw detection map. After the rail flaw detection vehicle passes through the stations, the vehicle-mounted map computer 3 forms an inter-station track file, as shown in fig. 6 (where X1 is a starting point and X2 is an end point), calculates the inter-station kilometer sign distance and the mileage pulse distance, the kilometer sign distance is obtained through the absolute value of the difference between the kilometer signs of the two stations, the mileage pulse distance is obtained through the absolute value of the difference between the mileage pulses of the two stations, and the vehicle-mounted map computer 3 stores the track file, the kilometer sign distance and the mileage pulse distance into the inter-station line database. When the flaw detection plan is completed, the on-board map computer 3 transmits the updated railway line database to the ground map computer 2. Such as: and (4) forming a track file IC _ IC.TRA after the site I passes through the site C, and calculating to obtain the kilometer marking distance and the mileage pulse distance between the site I and the site C. Tra, and calculating to obtain a track file AE _ cd after the site C passes through the site D, wherein the track file name is described by "line name _ site section", and the index information, the kilometer mark distance, and the mile pulse distance are stored in a database, as shown in the column "line information between sites" in table 3.

TABLE 3

In the detection and operation process of the steel rail flaw detection vehicle, when a new reference object is met, the vehicle-mounted map computer 3 can input an additional reference object mark at the current line position through a keyboard, or add a reference object mark through communication with automatic reference object detection equipment, such as an electric pole 17 mark shown in fig. 6.

After the flaw detection task is completed, the vehicle-mounted map computer 3 uploads the updated railway line database, and the ground map computer 2 updates the railway line database.

The ground map computer 2 records the database version of the vehicle-mounted map computer 3 of all the rail flaw detection vehicles, issues an updated railway line database, and updates the railway line databases of other vehicle-mounted map computers 3.

After receiving the updated information from the on-board map computer 3, the ground map computer 2 generates a total map of the ground map in a database. The route of the ground map can be edited, and when the route between certain sites needs to be deleted, the track file of the route is deleted firstly, and then the site name of the route is deleted.

The steel rail flaw detection playback analysis computer 40 positions and calls the ground map computer 2 through communication to realize linkage display of the detection B-type map and the map, so that maintenance personnel can position the steel rail flaw in the steel rail flaw detection B-type map in the map conveniently.

When the steel rail flaw detection playback analysis computer 40 analyzes the detection result, the steel rail flaw detection B-type chart is displayed with the number of mile pulses as coordinates. And setting the current point as N, wherein the B-shaped graph of the steel rail flaw detection comprises a driving path record. The steel rail flaw detection playback analysis computer 40 sends the mileage pulse number N and the actual driving path information to the ground map computer 2, and calls the ground map to quickly locate and display the position of the current point on the corresponding line. After the ground map computer 2 displays the driving path, the current point is dragged in the driving path, the ground map computer 2 sends the corresponding mileage pulse number N to the steel rail flaw detection playback analysis computer 40, and the steel rail flaw detection B-type graph moves to the current point position for display.

The ground map computer 2 calculates the position S of the current point N in the ground map computer 2 according to the following formula with the latest passing station as the position synchronization point_N：

Wherein, let the kilometer of the nearest passing station be marked as S₁The number of mileage pulses is N₁The kilometer scale distance of the front and rear stations is delta S, and the mile pulse distance is delta N.

When the steel rail flaw detection playback analysis computer 40 sends the information for displaying or clearing the driving path to the ground map computer 2, the map line display is correspondingly updated.

After the ground map computer 2 displays the driving path, dragging the current point in the driving path, the ground map computer 2 sends the number N of the corresponding mileage pulses to the steel rail flaw detection playback analysis computer 40, and the B-type image is detected to move to the current starting point position for display.

After the rail flaw detection playback analysis computer 40 confirms the flaw, the flaw B type map and the corresponding positioning map are copied and sent to the on-site rechecker terminal equipment (such as a mobile phone).

Compared with the prior art that roadside reference object marks (including kilometer marks) are mainly input manually during operation of the rail flaw detection vehicle, the rail flaw detection vehicle is calibrated with the ground position, is greatly influenced by human factors, has large positioning error, damages, repairs and wastes labor, frequently generates missing detection, needs to manually input the reference object marks during operation every time, cannot be reused, and increases the labor intensity of detection personnel. The rail flaw detection vehicle management map system 1 described in embodiment 1 of the present invention divides a management map into a vehicle-mounted map and a ground map. The vehicle-mounted map computer 3 is used for automatically generating a railway track map according to data of the steel rail flaw detection vehicle during actual operation, the ground map computer 2 is used for collecting a regional map formed by the vehicle-mounted map of each steel rail flaw detection vehicle, comprehensively forming a nationwide management map, and issuing the updated nationwide management map to the vehicle-mounted map computer 3, so that synchronous updating of the vehicle-mounted map and the ground map data is realized. The rail-flaw detection vehicle management map system 1 described in embodiment 1 automatically generates a rail track map through a program according to positioning data of a rail-flaw detection vehicle during actual operation, and synchronously provides multiple parameters such as kilometer posts and mileage pulse numbers, so that fine automatic positioning of rail-flaw detection vehicle damage is facilitated, ground line reference objects do not need to be repeatedly marked, and labor intensity of operators is greatly reduced. Meanwhile, multi-parameter synchronous positioning is realized through various modes such as satellite positioning data receiver positioning, locomotive monitoring device kilometer post positioning, mileage pulse number positioning and the like, a means is provided for fine line management, and missing detection caused by technical and management loopholes is avoided. The rail flaw detection vehicle management map system 1 described in embodiment 1 provides conditions for automatic detection operation of a rail flaw detection vehicle line by map line positioning, prompts operator's notice in a voice broadcast manner, is beneficial to standardization of a rail flaw detection flow, and realizes digitization and imaging of rail line management, visualization of detection tasks and detection results.

Example 2

As shown in fig. 3, an embodiment of a method for forming a rail flaw detection vehicle management map based on the system described in embodiment 1 can automatically form a rail track vector map, call rail track data, display a specific path, and combine high-resolution mileage pulses to realize fine automatic positioning of a rail flaw detection vehicle detection result, thereby solving the technical problems that the existing flaw detection vehicle needs to rely on manual input of reference object positioning during each operation, which results in high manual labor intensity, large positioning error and frequent field recheck and missed report. The method specifically comprises the following steps:

s100) the ground map computer 2 establishes a railway line database: the source of the railroad track database is the updated data after the workflow of example 1 is completed, as shown in table 3.

S101) the ground map computer 2 issues the data of the railway line database to the vehicle-mounted map computer 3.

Step S101) further includes:

the vehicle-mounted map computer 3 establishes communication with the ground map computer 2 through the vehicle number, and the ground map computer 2 issues the railway line database data to the vehicle-mounted map computer 3.

S102) the vehicle-mounted map computer 3 receives the data of the railway line database, the vehicle-mounted map can work normally, and the line map is displayed in basic color, as shown in figure 9. And displaying the site positions according to the site geographical coordinates provided by the railway line database, and displaying lines among the sites according to the railway line network structure. The track data is provided by track files in a railway line database, when the track data is displayed, a solid line is adopted to display track lines, such as IC and CD which are represented by the solid line, and a non-track data line is displayed by a dotted line to represent network lines of a station connection relation, such as BC and DE which are represented by a dotted line segment. The line color is the base color.

S103) the ground map computer 2 issues a flaw detection planned path to the vehicle-mounted map computer 3 according to the following steps:

s1) the ground map computer 2 edits a planned route table composed of a sequence of passed sites and route names, as shown in table 4 below;

s2) displaying the flaw detection planning path circuit diagram in a planning color by the ground map;

s3) the ground map computer 2 issues a flaw detection schedule to the vehicle-mounted map computer 3, and the ground map restores the basic color to display a circuit diagram.

TABLE 4

S104) the in-vehicle map computer 3 displays the flaw detection plan according to the following steps:

s4), receiving the flaw detection plan table, and editing and modifying the flaw detection plan path table by the vehicle-mounted map computer 3;

s5) displays the planned flaw detection route map based on the planned route table.

S105) when the steel rail flaw detection vehicle runs, the steel rail flaw detection vehicle management map system 1 executes the following steps in parallel:

s6) continuously detecting by a steel rail flaw detection system to form a flaw detection B-type diagram data file;

s7) the vehicle-mounted map computer 3 adopts a positioning measurement system as shown in figure 4 to obtain positioning data, and comprises a satellite positioning data receiver 6, a rail flaw detection vehicle monitoring and recording device 5 (which is an option), and a rail flaw detection system 4.

Receiving positioning measurement system data in step S7) further comprises:

B) Through serial port communication, the kilometer post obtained from the rail flaw detection vehicle monitoring and recording device 5 realizes higher-precision reference positioning (which is an unnecessary item) relative to A).

S106) the vehicle-mounted map computer 3 forms a track by the positioning data according to the step S8), and performs track deviation correction display according to the step S9).

Step S8) the process of forming a trajectory from the satellite positioning data further includes:

the on-board map computer 3 forms a track line from the satellite positioning data, and as shown in fig. 11, displays a network line ED in place of the corresponding dotted line, and performs a track correction display when running on the line DC of the existing track.

Step S9), the process of performing trajectory deviation rectification display further includes:

when the positioning and measuring system runs on a line with an existing track, the detection error of the positioning and measuring system is set as a deviation correction error, and positioning deviation correction calculation is carried out, as shown in the attached figure 7. The operation positioning data point P of the rail flaw detection vehicle is not on the existing track 7, the distance between the calculation point P and the existing track 7 is smaller than the set deviation correction error 8, and when the distance is the minimum value, the obtained position 10 is used as positioning data to be displayed on the existing track. When the distance between the point P and the existing track 7 is larger than the deviation error 8, only the point P is displayed, and the track exceeding the deviation error 8 is not displayed.

S107) when the rail flaw detection vehicle runs, the vehicle-mounted map computer 3 inputs the mark of the added reference object at the current position of the track. The object markers may be input in the same library as the site data in the ground map computer 2.

And S108) the vehicle-mounted map computer 3 judges the position, sets a position deviation value larger than the deviation correction error value before operation, judges that the satellite positioning data passes through the reference object when the distance between the satellite positioning data and the reference object is within the position deviation value, and carries out reminding display and voice broadcast according to the index information of the reference object. When the distance between the satellite positioning data and the station is the minimum value, the positioning data is used as station information and sent to a steel rail flaw detection system. Such as: the system is provided with a position deviation value 13 which is larger than the deviation correction error, when the distance between the positioning data and the reference object is within the position deviation value, the positioning data and the reference object are considered to pass through the reference object, a reference object (such as an electric pole 17) mark is arranged on the line DC, and reminding display and voice broadcast are carried out according to the index information of the reference object. When the rail flaw detection vehicle passes through the station, the rail flaw detection vehicle is further accurately positioned, as shown in fig. 8, the direction of the running track 12 of the rail flaw detection vehicle is from left to right, if the coordinate of the station D has an error and is not on the track, when the distance between the calculated track position and the station D is smaller than the set position deviation value 13, the rail flaw detection vehicle enters the station position at the position 14 for judgment, and exits the station position at the position 16 for judgment. When the distance is the minimum value, the obtained position 15 is sent to the steel rail flaw detection system 4 as station information, and the steel rail flaw detection system 4 records the running path.

S109) the vehicle-mounted map computer 3 forms a track file between stations, after the track file between stations is formed, the kilometer marking distance and the mileage pulse distance between stations are calculated, the kilometer marking distance is obtained through the absolute value of the difference value of kilometer markings of the two stations, the mileage pulse distance is obtained through the absolute value of the difference value of the mileage pulse numbers of the two stations, and the track file, the kilometer marking distance and the mileage pulse distance are stored in a line database between stations. As shown in fig. 10, after passing through the site D, the site E forms a track file AE _ de.tra, and calculates to obtain a kilometer scale distance and a mile pulse distance between the site D and the site E, and after passing through the site B, the site C forms a track file AE _ bc.tra, and calculates to obtain a kilometer scale distance and a mile pulse distance between the site B and the site C. And storing the track file name line index information, the kilometer sign distance and the mile pulse distance to a corresponding position of a 'line information between stations' column in a line database of a table 5.

TABLE 5

S110) after the flaw detection task is finished, the vehicle-mounted map computer 3 uploads the updated line database, and the ground map computer 2 updates the railway line database.

Step S110) further includes the following processes:

the ground map computer 2 receives the update information from the on-vehicle map computer 3, and then generates a total ground map in a database. The route of the ground map can be edited, and when the route between certain sites needs to be deleted, the track file of the route is deleted firstly, and then the site name of the route is deleted.

And S111) the ground map computer 2 records the database versions of all the vehicle-mounted map computers 3, issues the updated railway line database, and updates the database by other vehicle-mounted map computers 3.

And S112) positioning and calling the ground map by the steel rail flaw detection playback analysis computer 40 through communication, and realizing linkage display of the detection B-type map and the map.

Step S112) further includes the following processes:

the steel rail flaw detection playback analysis computer 40 analyzes the detection result, and the B-type diagram of the steel rail flaw detection is displayed by taking the mileage pulse number as a coordinate. And setting the current point as N, wherein the B-shaped graph for steel rail flaw detection comprises a driving path record. The steel rail flaw detection playback analysis computer 40 sends the mileage pulse number N and the traveling path information to the ground map computer 2, and calls the ground map to quickly locate and display the position of the current point on the corresponding line. After the ground map displays the driving path, the current point is dragged in the driving path, the ground map computer 2 sends the corresponding mileage pulse number N to the steel rail flaw detection playback analysis computer 40, and the steel rail flaw detection B-shaped graph moves to the current point position for display.

In step S112), the most recently passed station is taken as the position synchronization point (e.g. in the trajectory E-D-C-B, the current point is between DC, and the D station is taken as the position synchronization point), and the position S of the current point N in the ground map is further calculated according to the following formula_N：

Wherein, the kilometer of the recently passed station in the recording path is marked as S₁The number of mileage pulses is N₁The distance corresponding to the kilometer post of the line is Δ S, and the mileage pulse distance is Δ N.

When the steel rail flaw detection playback analysis computer 40 sends the information for displaying or clearing the driving path to the ground map computer 2, the map line display is correspondingly updated. After the ground map computer 2 displays the driving path, the current point is dragged in the driving path, the ground map computer 2 sends the number N of the corresponding mileage pulses to the steel rail flaw detection playback analysis computer 40, and the steel rail flaw detection B-type graph moves to the current starting point position for display.

S113) the rail flaw detection playback analysis computer 40 confirms the flaw, the ground map computer 2 displays the flaw positioning map, copies it, and sends it to the on-site rechecker terminal device (for example: a cell phone).

Step S113) further includes the following processes:

after the on-site rechecking personnel recheck according to the damage positioning map, a confirmation result is returned to the ground map computer 2 through the terminal equipment, and the ground map computer 2 displays the steel rail damage point in a warning color.

In the method for forming the rail flaw detection vehicle management map described in embodiment 2, the ground map computer manages the vehicle-mounted map computer through wireless communication, conditions are provided for automatic detection operation of the rail flaw detection vehicle line, attention items of an operator are prompted in a reference object voice broadcast mode, for some special line points, if a turnout needs to be lifted, a probe wheel is prevented from being punctured by a rail tip, manual intervention in alignment of the probe wheel of the rail flaw detection system is needed for a small curve, attention items of the operator are prompted in time by using computer voice, standardization of a rail flaw detection flow is facilitated, digitization and imaging of rail line management are achieved, and detection tasks and detection results are visualized.

Example 3

A rail flaw detection vehicle management map system 1 based on embodiment 1 is applied to a specific embodiment of off-line map management, a railway line database is completely formed, a vehicle-mounted map computer 3 independently runs off-line, a ground map computer 2 does not need to be updated, a rail flaw detection system 4 records a running path and detects B-type map files, and rail flaw analysis and positioning are carried out. The concrete work flow of the rail flaw detection vehicle management map system 1 comprises the following steps: the on-board map computer 3 displays a route map based on the complete railroad route database as shown in table 6 below, as shown in fig. 11. The on-vehicle map computer 3 edits the planned route table as shown in table 7 below, and displays the planned route table. When the rail flaw detection vehicle runs, the vehicle-mounted map computer 3 receives the positioning data and performs track deviation correction display. The vehicle-mounted map computer 3 judges the position and sends station information to the steel rail flaw detection system 4 when passing through the station. The steel rail flaw detection system 4 records the driving path and the flaw detection B-type diagram. The steel rail flaw detection playback analysis computer 40 is used for positioning and calling a ground map through communication, and linkage display of a detection B-type map and the map is achieved. When the mouse is moved to the location of the flaw in the B-mode image, the ground map computer 2 displays a flaw location map.

TABLE 6

TABLE 7

Serial number	Start station	Relative mileage	Terminal station	Relative mileage	Line name
						1	M	L	JM
2	L		J		JM
						3	J	K	FK

The rail flaw detection vehicle management map system 1 adopts a positioning measurement system shown in fig. 4 to obtain positioning data, and comprises a satellite positioning data receiver 6, a rail flaw detection vehicle monitoring and recording device 5 (which is optional), and a rail flaw detection system 4. Receiving the flaw detection vehicle positioning measurement data further comprises:

The vehicle-mounted map computer 3 can receive the positioning data of the rail flaw detection vehicle by adopting any one of the A + B + C and the A + C.

When the rail flaw detection vehicle runs on the existing track line, and the distance between the current point and the existing track is smaller than the deviation correction error, the current point is displayed on the existing track line. When the distance between the current point and the existing track is larger than the deviation-correcting error, only the current point is displayed, and the track exceeding the deviation-correcting error is not displayed.

When the steel rail flaw detection vehicle runs, the vehicle-mounted map computer 3 judges the position of the reference object, and when the distance between the positioning data and the reference object is within the position deviation value, the prompting display and the voice broadcast are carried out according to the index information of the reference object. And when passing through the station, the obtained station positioning information is sent to the steel rail flaw detection system 4.

Through each station, the rail flaw detection system 4 records the actual running path, and the rail flaw detection system 4 records the running detection B-mode diagram.

After the flaw detection task is completed, the steel rail flaw detection system 4 dumps and detects the B-type diagram and the actual running path through a mobile storage device (such as a U disk).

The ground steel rail flaw detection playback analysis computer 40 reads the dump detection B-type diagram and the actual running path of the mobile storage device, and performs playback analysis.

The ground steel rail flaw detection playback analysis computer 40 positions and calls the ground map computer 2 through communication to realize linkage display of the detection B-type map and the map, so that maintenance personnel can position the steel rail flaw in the steel rail flaw detection B-type map in the map to detect the steel rail flaw.

When the ground steel rail flaw detection playback analysis computer 40 performs analysis, the steel rail flaw detection B-type graph is displayed by taking the mileage pulse number as a coordinate. And setting the current point as N, wherein the B-shaped graph of the steel rail flaw detection comprises a driving path record. The steel rail flaw detection playback analysis computer 40 sends the mileage pulse number N and the actual traveling path information to the ground map computer 2, and the ground map computer 2 is called to locate and display the position of the current point on the corresponding line. After the ground map computer 2 displays the driving path, the current point is dragged in the driving path, the ground map computer 2 sends the corresponding mileage pulse number N to the steel rail flaw detection playback analysis computer 40, and the steel rail flaw detection B-type graph moves to the current point position for display.

Embodiment 3 is based on

embodiment

1 or 2, the vehicle-mounted map computer 3 provides a work map for the operation of the rail flaw detection vehicle in an off-line mode, the application range of the management map for the rail flaw detection vehicle is expanded, the vehicle-mounted map computer 3 obtains positioning data of the rail flaw detection vehicle during actual operation through a positioning measurement system, a complete railway line map is formed, a plurality of parameters of kilometer posts and mile pulse numbers are synchronously provided, and a simple scheme is provided for map positioning management of other types of railway locomotives.

By implementing the technical scheme of the steel rail flaw detection vehicle management map system described in the specific embodiment of the invention, the following technical effects can be achieved:

(1) according to the steel rail flaw detection vehicle management map system described in the specific embodiment of the invention, a railway line track map is automatically generated through a program according to positioning data of the steel rail flaw detection vehicle during actual operation, and multiple parameters such as kilometers and mile pulse numbers can be synchronously provided, so that the steel rail flaw detection vehicle can be conveniently and automatically accurately positioned, ground line reference objects do not need to be repeatedly marked, and the labor intensity of operators is greatly reduced;

(2) the steel rail flaw detection vehicle management map system described in the specific embodiment of the invention realizes multi-parameter synchronous positioning by various modes such as satellite positioning data receiver positioning, locomotive monitoring device kilometer post positioning, mileage pulse number positioning and the like, provides a means for fine line management, and avoids missed detection caused by technical and management loopholes;

(3) the rail flaw detection vehicle management map system described in the specific embodiment of the invention divides the management map into a vehicle-mounted map and a ground map, wherein the vehicle-mounted map is used for generating a railway line track map, the ground (management) map is used for collecting a regional map formed by the vehicle-mounted map of each rail flaw detection vehicle, the national management map is comprehensively formed, and the updated national management map is issued to the vehicle-mounted map, so that the synchronous update of the data of the vehicle-mounted map and the ground map can be realized;

(4) the map system for managing the steel rail flaw detection vehicle described in the specific embodiment of the invention provides conditions for automatic detection operation of the steel rail flaw detection vehicle line through map line positioning, prompts the attention of operators in a voice broadcast mode, is beneficial to standardization of a steel rail flaw detection flow, and realizes digitization and imaging of railway line management, detection tasks and visualization of detection results.

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 foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention in any manner. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make many possible variations and modifications to the disclosed embodiments, or equivalent modifications, without departing from the spirit and scope of the invention, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the protection scope of the technical solution of the present invention.

Claims

1. A rail flaw detection vehicle management map system is characterized by comprising a ground map computer (2) and a vehicle-mounted map computer (3); the same railway line database is established in the ground map computer (2) and the vehicle-mounted map computer (3); the ground map computer (2) inputs the data of the railway line database, and the ground map computer (2) issues the data of the railway line database to the vehicle-mounted map computer (3); the vehicle-mounted map computer (3) receives the data of the railway line database and displays a line map; the ground map computer (2) issues a flaw detection planned path to the vehicle-mounted map computer (3), and the vehicle-mounted map computer (3) displays the flaw detection planned path; the vehicle-mounted map computer (3) receives the positioning data, forms a track according to the positioning data, and performs track deviation correction display; the vehicle-mounted map computer (3) judges the position, broadcasts the position of a reference object, and sends site information to the steel rail flaw detection system (4) when passing through a site; the steel rail flaw detection system (4) records a traveling path and a flaw detection B-type diagram; when the flaw detection plan is finished, the vehicle-mounted map computer (3) updates a railway line database and uploads the railway line database to the ground map computer (2); after the ground map computer (2) finishes updating the database, updating the database of each vehicle-mounted map computer (3); the steel rail flaw detection playback analysis computer (40) positions and calls a ground map through communication to realize linkage display of a flaw detection B-type map and the map.

2. A rail-flaw detection vehicle management map system according to claim 1, wherein: and the vehicle-mounted map computer (3) can input and add reference object identification when the steel rail flaw detection vehicle runs.

3. A rail-flaw detection vehicle management map system according to claim 2, wherein: and the ground map computer (2) displays the damage positioning map, copies the map and sends the map to on-site line maintenance personnel.

4. A rail-flaw detector car management map system according to claim 1, 2 or 3, wherein: the ground map computer (2) establishes and inputs a steel rail flaw detection vehicle number database, the vehicle-mounted map computer (3) comprises a vehicle steel rail flaw detection vehicle number, and the ground map computer (2) is matched with the vehicle-mounted map computer (3) through wireless communication according to the steel rail flaw detection vehicle number.

5. A rail-flaw detection vehicle management map system according to claim 4, wherein: the vehicle-mounted map computer (3) can work online under wireless communication and can also work offline under the condition of no wireless communication; in an off-line working mode, the vehicle-mounted map computer (3) dumps the data of the railway line database with the ground map computer (2) through a mobile storage device.

6. A rail-probe car management map system as claimed in claim 1, 2, 3 or 5, wherein: the ground map computer (2) and the vehicle-mounted map computer (3) are internally provided with the same railway line database, and the database comprises the following structures:

the ground map computer (2) establishes a railway line database, and the input data comprises line data and station data;

7. A rail-flaw detection vehicle management map system according to claim 6, wherein: the planned path table edited by the ground map computer (2) and the vehicle-mounted map computer (3) is composed of line names and station sequences, and the line change can be realized only through the same intersection station.

8. A rail flaw detector car management map system as claimed in claim 1, 2, 3, 5 or 7, wherein: the ground map computer (2) issues railway line database data to the vehicle map computer (3) through communication; the ground map computer (2) issues a flaw detection planned path to the vehicle-mounted map computer (3) through communication; the vehicle-mounted map computer (3) can compile and modify a flaw detection plan path table.

9. A rail flaw detector car management map system as claimed in claim 8, wherein the on-board map computer (3) acquires positioning measurement data by either:

the rail flaw detection vehicle satellite positioning data obtained from the satellite positioning data receiver (6) and the mileage pulse number obtained from the rail flaw detection system (4);

the rail flaw detection vehicle satellite positioning data obtained from the satellite positioning data receiver (6), the kilometer post obtained from the locomotive monitoring and recording device (5) and the mileage pulse number obtained from the rail flaw detection system (4).

10. A rail flaw detector car management map system as claimed in claim 1, 2, 3, 5, 7 or 9, wherein: the ground map computer (2) and the vehicle-mounted map computer (3) display the positions of the stations according to the geographical coordinates of the stations provided by the railway line database, and display the lines among the stations according to the railway line network structure; track files in a railway line database provide track data, a track data line adopts a solid line to display a track line, and a track-free data line adopts a dotted line to display a network line representing a station connection relation; the section without positioning data is represented by a dotted line, and the position on the line is determined by the number of mileage pulses; the line display color is determined according to the functional requirements and is divided into a basic color, a plan color and a driving color.

11. A rail-flaw detector car management map system according to claim 10, wherein: the vehicle-mounted map computer (3) performs track correction and reference object position judgment when the steel rail flaw detection vehicle runs; when the vehicle-mounted map computer (3) runs on a line with an existing track, setting a detection error of a detection positioning system as a deviation correction error, performing track deviation correction, and displaying the distance between the satellite positioning data of the steel rail flaw detection vehicle and the existing track on the existing track line if the distance is within the deviation correction error; the vehicle-mounted map computer (3) judges the position of a reference object, sets a position deviation value larger than a deviation correction error value before operation, judges that the satellite positioning data passes through the reference object when the distance between the satellite positioning data and the reference object is within the position deviation value, and carries out reminding display and voice broadcast according to the index information of the reference object; when the distance between the positioning data and the station is the minimum value, the positioning data of the station is used as station information and sent to a steel rail flaw detection system (4).

12. A rail-probe car management map system as claimed in claim 1, 2, 3, 5, 7, 9 or 11, wherein: and the steel rail flaw detection system (4) receives station information in the vehicle-mounted map computer (3), records a running path, performs flaw detection, and records a B-type flaw detection map.

13. A rail-flaw detector car management map system according to claim 12, wherein: when the steel rail flaw detection vehicle runs, the vehicle-mounted map computer (3) can input and add reference object identification at the current line position through a keyboard, or add the reference object identification through communication with automatic reference object detection equipment.

14. A rail-probe management map system as claimed in claim 1, 2, 3, 5, 7, 9, 11 or 13, wherein: after the steel rail flaw detection vehicle passes through the stations, the vehicle-mounted map computer (3) forms a track file between the stations, a kilometer mark distance and a mileage pulse distance between the stations are calculated, the kilometer mark distance is obtained through an absolute value of a difference value of kilometer marks of the two stations, the mileage pulse distance is obtained through an absolute value of a difference value of mileage pulse numbers of the two stations, and the track file, the kilometer mark distance and the mileage pulse distance are stored in a line database between the stations by the vehicle-mounted map computer (3); and when the flaw detection plan is finished, the vehicle-mounted map computer (3) sends the updated railway line database to the ground map computer (2).

15. A rail-flaw detector car management map system according to claim 14, wherein: after receiving the updated information of the vehicle-mounted map computer (3), the ground map computer (2) collects and generates a ground map general diagram in a database; the route of the ground map can be edited, and when the route between certain sites needs to be deleted, the track file of the route is deleted firstly, and then the site name of the route is deleted.

16. A rail-probe car management map system as claimed in claim 1, 2, 3, 5, 7, 9, 11, 13 or 15, wherein: and the ground map computer (2) records the database version of the vehicle-mounted map computers (3) of all the steel rail flaw detection vehicles and issues the database version to the vehicle-mounted map computers (3) of other steel rail flaw detection vehicles of the non-current version.

17. A rail-defect vehicle management map system as claimed in claim 16, wherein: the steel rail flaw detection playback analysis computer (40) positions a ground map through communicationCalling to realize the linkage display of the detection B-type map and the map; when the steel rail flaw detection playback analysis computer (40) analyzes the detection result, a B-type detection graph is displayed by taking the mileage pulse number as a coordinate, and the B-type detection graph comprises a driving path record; the steel rail flaw detection playback analysis computer (40) sends the current mileage pulse number N and the driving path information to the ground map computer (2), and the ground map is called to position and display the position of a line corresponding to the driving path of the current point; the ground map computer (2) takes the latest passing site as a position synchronization point and calculates the position S of the current point N in the map according to the following formula_N：

Wherein recently the passing site kilometers is marked as S₁The number of mileage pulses is N₁The kilometer scale distance of the front and the rear stations is delta S, and the mile pulse distance is delta N;

when the steel rail flaw detection playback analysis computer (40) sends the information for displaying or clearing the driving path to the ground map computer (2), the map line display is correspondingly updated;

after the ground map computer (2) displays the driving path, the current point is dragged in the driving path, the ground map computer (2) sends the number N of the corresponding mileage pulses to the steel rail flaw detection playback analysis computer (40), and the B-type map is detected to move to the current starting point position for display.

18. A rail-probe car management map system as claimed in claim 1, 2, 3, 5, 7, 9, 11, 13, 15 or 17, wherein: the steel rail flaw detection playback analysis computer (40) analyzes the flaw, and the ground map computer (2) displays a flaw positioning map, copies and sends the flaw positioning map to on-site rechecking personnel.