JP2021070462A - Progress detection method and progress detection system of rail wavy abrasion - Google Patents

Abstract

To provide a progress detection method and progress detection system of a rail wavy abrasion which can properly detect a rail wavy abrasion that reaches a saturation period or gets close to the saturation period in progress processes in three stages of irregularities of the rail wavy abrasion.SOLUTION: A progress detection system of a rail wavy abrasion comprises: measurement means which measures data of at least one or more of the vibration acceleration, deviation and pressure distortion generated on a railroad due to the external force from a railway vehicle traveling on a rail, or the noise around the railroad on the rail or in the vicinity of the rail; frequency analysis means which frequency-analyzes the measurement data of at least one or more of the vibration acceleration, deviation and distortion or the noise around the railroad measured by the measurement means; detection means which detects the fundamental frequency and the harmonic content of the fundamental frequency from the data that is frequency-analyzed by the frequency analysis means; and output means which outputs the information that the rail wavy abrasion progresses when the harmonic content is detected.SELECTED DRAWING: Figure 1

Description

The present invention relates to a rail wavy wear progress detection method and a progress detection system capable of detecting the progress of rail wavy wear occurring on a rail on which a railroad vehicle travels.

Conventionally, it has been known that problems such as deterioration of riding comfort of railway vehicles and generation of noise caused by rail wavy wear generated on rails have been known, and detection methods and detection systems for detecting such rail wavy wear have been used. Various methods and systems are known.

For example, as described in Patent Document 1, it is installed on the inner rail side rail of the curved track on which the rail vehicle travels, and the lateral vibration of the inner rail side rail when the rail vehicle travels on the inner rail side rail. The left-right vibration acceleration measuring means that measures the acceleration and outputs the left-right vibration acceleration signal and the left-right vibration acceleration signal output from the left-right vibration acceleration measuring means are input, and are determined in advance from the input left-right vibration acceleration signal. A detection means for extracting a signal component in the frequency band related to the wavy wear of the inner rail side rail and detecting a sign of occurrence of the wavy wear of the inner rail side rail based on the magnitude of the extracted signal component. A sign detection system equipped with, is known.

According to such a sign detection system, it is possible to detect a sign of the occurrence of wavy wear generated on the crown surface of the rail on the inner rail side of the curved track.

JP-A-2019-104389

According to recent research, as shown in FIG. 8, the rail wavy wear generated on the rail of the track is a formation period in which the rail wavy wear begins to occur in the progress process of the rail wavy wear by continuously measuring the rail unevenness. It has been known that it is classified into three stages: a growth period in which the rail unevenness generated in the formation period gradually increases, and a saturation period in which the progress of the rail unevenness slows down.

The uneven shape of the rail wavy wear is sinusoidal when the progress of the unevenness of the rail wavy wear is in the formation period or the growth period, but the progress of the unevenness of the rail wavy wear has reached the saturation period or is approaching the saturation period. It is known that the uneven shape of the rail wavy wear collapses from the sinusoidal shape which is the basic shape of the rail wavy wear and becomes a substantially triangular wave shape. As shown in FIG. 9, the progress of the rail wavy wear is in the saturation period. In the frequency analysis results such as the power spectrum and Fourier spectrum of the rail unevenness waveform when the rail has reached or is approaching the saturation period, the higher-order mode of the basic spatial frequency corresponding to the basic wavelength of the unevenness of the rail wavy wear is included. It is becoming known that it will appear.

However, according to the conventional rail wavy wear detection system described in Patent Document 1, since the signal component of the frequency band related to the rail wavy wear is extracted, the rail in the forming stage or the growing stage is also rail wavy. Since it is detected that wear has occurred, it is not possible to determine the arrival of the saturation period, and there is a problem that it is not possible to grasp the implementation of appropriate maintenance work.

Therefore, the present invention has been made in view of the above problems, and among the three stages of progress of rail wavy wear, the degree of progress of rail wavy wear that has reached or is approaching the saturation period is appropriately detected. It is an object of the present invention to provide a method for detecting the progress of rail wavy wear and a system for detecting the progress of the rail.

The rail wavy wear progress detection system according to the present invention collects at least one or more data of vibration acceleration, displacement, pressure, strain or noise around the track generated in the track by an external force from a railroad vehicle traveling on the rail. Frequency analysis that frequency-analyzes measurement data of at least one or more of the measurement means measured by the rail or the vicinity of the rail and vibration acceleration, displacement, pressure, strain or noise around the track measured by the measurement means. The means, the detection means for detecting the fundamental frequency and the harmonic component of the fundamental frequency from the data frequency-analyzed by the frequency analysis means, and the rail wavy wear progressing when the harmonic component is detected. It is characterized in that it is provided with an output means for outputting the fact.

Further, in the rail wavy wear progress detection system according to the present invention, it is preferable that the detection means determines the detection of the harmonic component by using the peak power ratio of the search frequency band in the vicinity of an integral multiple of the fundamental frequency.

Further, in the rail wavy wear progress detection system according to the present invention, the detection means determines the detection of the harmonic component by using the area ratio of the frequency band having a certain range in the vicinity of an integral multiple of the fundamental frequency. Suitable.

Further, in the rail wavy wear progress detection system according to the present invention, it is preferable that the measuring means is an acceleration sensor.

Further, in the rail wavy wear progress detection system according to the present invention, it is preferable that the measuring means is attached to the head side portion of the rail.

Further, in the rail wavy wear progress detection system according to the present invention, it is preferable that the measuring means is attached to the bottom of the rail.

Further, in the rail wavy wear progress detection system according to the present invention, it is preferable that the measuring means is attached to the upper surface of the pillow.

Further, in the rail wavy wear progress detection system according to the present invention, it is preferable that the measuring means is a pressure sensor.

Further, in the rail wavy wear progress detection system according to the present invention, it is preferable that the measuring means is attached to a track pad interposed between the rail and the pillow.

Further, in the rail wavy wear progress detection system according to the present invention, it is preferable that the measuring means is a microphone.

Further, in the rail wavy wear progress detection system according to the present invention, it is preferable to include a transmission means for transmitting the measurement data measured by the measuring means to the frequency analysis means.

Further, the rail wavy wear progress detection method according to the present invention is at least one or more of vibration acceleration, displacement, pressure, strain or noise around the track generated on the track by an external force from a railroad vehicle traveling on the rail. Frequency analysis is performed on the measurement step of measuring the data on the rail or in the vicinity of the rail, and at least one or more of the measurement data of vibration acceleration, displacement, pressure, strain or noise around the track measured by the measurement step. The frequency analysis step, the detection step of detecting the fundamental frequency and the harmonic component of the fundamental frequency from the data frequency-analyzed by the frequency analysis step, and the rail wavy wear progress when the harmonic component is detected. It is characterized by including an output process for outputting what is being done.

Further, in the rail wavy wear progress detection method according to the present invention, it is preferable that the detection step determines the detection of the harmonic component by using the peak power ratio of the search frequency band in the vicinity of an integral multiple of the fundamental frequency.

Further, in the rail wavy wear progress detection method according to the present invention, the detection step determines the detection of the harmonic component by using the area ratio of the frequency band having a certain range in the vicinity of an integral multiple of the fundamental frequency. Suitable.

The rail wavy wear progress detection method and progress detection system according to the present invention perform frequency analysis of measurement data of at least one or more of vibration acceleration, displacement, pressure, strain, and noise to develop unevenness of rail wavy wear. Since the harmonic component of the fundamental frequency that appears when the degree reaches or approaches the saturation period is detected, it is easy to grasp the degree of progress of the unevenness after rail wavy wear occurs. It is possible to grasp the optimum timing of maintenance work such as rail rectification, and it is possible to realize efficient maintenance work of rail wavy wear.

The schematic diagram which shows the structure of the rail wavy wear progress detection system which concerns on embodiment of this invention. The flow chart of the rail wavy wear progress detection system which concerns on embodiment of this invention. FIG. 6 is a conceptual diagram for explaining a state of attachment to the rail when an acceleration sensor is used as a measuring means of the rail wavy wear progress detection system according to the embodiment of the present invention. FIG. 6 is a conceptual diagram for explaining another mounting state when an acceleration sensor is used as a measuring means of the rail wavy wear progress detection system according to the embodiment of the present invention. The conceptual diagram for demonstrating the mounting state to the sleeper when the acceleration sensor is used as the measuring means of the rail wavy wear progress detection system which concerns on embodiment of this invention. The conceptual diagram for demonstrating the mounting state when the pressure sensor is used as the measuring means of the rail wavy wear progress detection system which concerns on embodiment of this invention. The conceptual diagram for demonstrating the installation state when the microphone is used as the measuring means of the rail wavy wear progress detection system which concerns on embodiment of this invention. A graph for explaining the progress process of the formation period, the growth period and the saturation period of the rail wavy wear. A graph showing the power spectrum of the uneven waveform in the state where the rail wavy wear approaches the saturation period and in the formation period or the growth period. A graph showing the power spectrum of the acceleration waveform measured in the formative phase or the growth phase and the state where the rail wavy wear approaches the saturation phase.

Hereinafter, preferred embodiments for carrying out the present invention will be described with reference to the drawings. It should be noted that the following embodiments do not limit the invention according to each claim, and not all combinations of features described in the embodiments are essential for the means for solving the invention. ..

FIG. 1 is a schematic diagram showing a configuration of a rail wavy wear progress detection system according to an embodiment of the present invention, and FIG. 2 is a flow diagram of a rail wavy wear progress detection system according to an embodiment of the present invention. 3 is a conceptual diagram for explaining a state of attachment to the rail when an acceleration sensor is used as a measuring means of the rail wavy wear progress detection system according to the embodiment of the present invention, and FIG. 4 is an embodiment of the present invention. FIG. 5 is a conceptual diagram for explaining another mounting state when an acceleration sensor is used as a measuring means of the rail wavy wear progress detection system according to the embodiment, and FIG. 5 is a rail wavy wear progress detection according to the embodiment of the present invention. FIG. 6 is a conceptual diagram for explaining a state of attachment to a pillow when an acceleration sensor is used as a measuring means of the system, and FIG. 6 is a measuring means of a rail wavy wear progress detection system according to an embodiment of the present invention. It is a conceptual diagram for demonstrating the mounting state when a pressure sensor is used, and FIG. 7 explains the mounting state when a microphone is used as the measuring means of the rail wavy wear progress detection system which concerns on embodiment of this invention. FIG. 8 is a graph for explaining the progress process of the formation period, the growth period, and the saturation period of the rail wavy wear, and FIG. 9 is a state in which the rail wavy wear approaches the saturation period. It is a graph showing the power spectrum of the uneven waveform in the formation period or the growth period, and FIG. 10 is a graph showing the state in which the rail wavy wear approaches the saturation period and the power spectrum of the acceleration waveform measured in the formation period or the growth period. Is.

As shown in FIG. 1, the rail wavy wear progress detection system 1 according to the present embodiment uses a measuring means 10 for measuring at least one of vibration acceleration and noise of a rail vehicle traveling on the rail 2 and a measuring means 10. Data that frequency-analyzes at least one of the measured vibration acceleration and noise, detects the fundamental frequency and the harmonic components of the fundamental frequency from the frequency-analyzed data, and determines the degree of progress of rail wavy wear. The processing means 20, the output means 30 that outputs that the rail wavy wear is progressing when the rail wavy wear is progressing, and the transmission means that transmits the measurement data from the measuring means 10 to the data processing means 20. 40 and receiving means 41 are provided.

Various forms of the track are known. For example, as shown in FIG. 5, a rail fastening device for supporting the rail 2 via a track pad 4, a tie plate, or the like is attached to the sleepers 3 arranged on the ballast. I have. The rail wavy wear progress detection system according to the present embodiment can be applied to various tracks, and may be applied not only to the ballast track described above but also to a directly connected track or the like, and the form of the rail fastening device is also described above. It is not limited to the fastening method via a track pad or a tie plate. In addition, rail wavy wear means that the rail 2 is periodically worn or damaged by the action of a railroad vehicle traveling on the rail 2 repeatedly, and periodic and fine irregularities are formed on the rolling surface of the rail 2 with the wheels. It refers to the phenomenon that occurs.

The measuring means 10 is installed directly on the rail 2 installed on the sleeper 3 or in the vicinity of the rail 2 or the sleeper 3 as described later, and measures the vibration acceleration or noise of the rail vehicle traveling on the rail 2. Accelerometers, displacement sensors, pressure sensors, strain gauges, microphones and the like that can be used are preferably used.

The measurement data measured by the measuring means 10 is transmitted to the data processing means 20 by the transmitting means 40 and the receiving means 41. The transmission means 40 and the reception means 41 can adopt various data transmission methods. For example, if these transmission means 40 and reception means 41 adopt a method of transmitting data wirelessly or by wire, it is possible to constantly monitor at a remote office or the like without personnel going to the railroad track. It becomes.

The data processing means 20 frequency-analyzes measurement data of at least one of vibration acceleration and noise measured by the measuring means 10, and detects a fundamental frequency and a harmonic component of the fundamental frequency from the frequency-analyzed data. A computer such as a personal computer capable of executing a program for realizing a function of determining the degree of progress of rail wavy wear is preferably used.

In the data processing means 20, as shown in FIG. 2, a measurement data acquisition step S1 for acquiring the measurement data measured by the measurement means 10, a frequency analysis step S2 as a frequency analysis means for performing frequency analysis of the measurement data, and the like. The fundamental frequency detection step S3 that detects the fundamental frequency from the data frequency-analyzed by the frequency analysis step S2, the harmonic component detection step S4 that detects the harmonic component of the fundamental frequency, and the rail wavy wear progresses depending on the presence or absence of the harmonic component. It has a progress degree determination step S5 for determining whether or not it is performed.

The frequency analysis step S2, the fundamental frequency detection step S3, and the harmonic component detection step S4 can employ a conventionally known frequency analysis method. For example, when a fast Fourier transform (FFT) is used, the frequency is used. Since the analysis step S2 to the harmonic component detection step S4 can be performed in one process, the process can be shortened, which is preferable. Since a well-known technique can be applied to the frequency analysis method for detecting rail wavy wear, detailed description thereof will be omitted here. Further, the frequency analysis step S2 may be performed on the time axis with respect to the measured time axis data, or may be performed on the space axis after being converted into data on the space axis using the passing speed of the passing railcar. It doesn't matter.

When the progress degree determination step S5 detects that the measurement data contains a harmonic component by the harmonic component detection step S4, rail wavy wear occurs on the rail 2, and the rail wavy wear is in the saturation period. Determine if it has reached or is approaching saturation. At this time, in addition to the presence / absence of the appearance of the harmonic component, the ratio to the power of the fundamental frequency at the time of the appearance of the harmonic component may be used to determine the degree of progress of the rail wavy wear.

Specifically, in the progress degree determination step S5, (1) presence / absence of harmonic components, (2) ratio of peak power between fundamental frequency and harmonic component frequency, and (3) fundamental frequency band and harmonic component frequency band. The degree of progress is determined using the area ratio and the like.

The method for determining the presence or absence of harmonic components is to perform frequency analysis on the measured acceleration waveform, confirm whether harmonic components appear in addition to the fundamental frequency as shown in FIG. 10, and determine the degree of progress of wavy wear. It is a thing. In addition, the judgment method based on the ratio of the peak power of the fundamental frequency and the harmonic component frequency is to perform frequency analysis on the measured acceleration waveform, specify the fundamental frequency and the harmonic component frequency, and then calculate the power ratio. is there. Here, the harmonic component frequency is specified by using integer multiples such as 2 times, 3 times, 4 times, etc. of the fundamental frequency as standard, and wavy wear is saturated when the peak power ratio becomes equal to or higher than a predetermined threshold value. Judge that it is.

Since the peak of the harmonic component frequency may appear deviating from an integral multiple of the fundamental frequency, the peak search range is searched within a range of about ± 5 to 10% from the integral multiple of the fundamental frequency. It is preferable to make a judgment using the maximum value of the search frequency band. Further, in the above-mentioned determination method, the measured acceleration data has been described. However, depending on the sensor used as the measuring means, the presence or absence of harmonic components is obtained from the measurement data other than the acceleration (displacement, pressure, strain, noise, etc.). May be determined.

Furthermore, the determination method based on the area ratio of the fundamental frequency band and the harmonic component frequency band is to perform frequency analysis on the measured acceleration waveform, specify the fundamental frequency and the harmonic component frequency, and then have a frequency within a certain range. The area of the band is calculated, and the area ratio is calculated. Here, the harmonic frequency is specified by using integer multiples such as 2 times, 3 times, 4 times, etc. of the fundamental frequency as standard, and the area ratio of the frequency band having a certain range becomes equal to or more than a predetermined threshold value. In some cases, it is determined that the wavy wear is saturated. By using this method, it is considered that the possibility of erroneous determination can be reduced even if the harmonic component frequency deviates from the fundamental frequency even a little, and the determination of the degree of progress with high accuracy can be realized. Further, in the above-mentioned determination method, the measured acceleration data has been described, but depending on the sensor used as the measuring means, the presence or absence of harmonic components is obtained from the measurement data (displacement, pressure, strain and noise) other than the acceleration. May be determined.

The fundamental frequency of rail wavy wear can be predicted with a certain degree of accuracy by theoretical analysis if the track structure of the curve to be managed and the details of the vehicle traveling in the section are known. Furthermore, it is considered that the sensor can be grasped with higher accuracy by analyzing the actual vibration acceleration after the temporary installation.

In the progress degree determination step S5, after it is determined that the rail wavy wear generated on the rail 2 has reached the saturation period or is approaching the saturation period, the output means 30 outputs the determination result. As the output means 30, a personal computer display or the like used as the above-mentioned data processing means 20 is preferably used.

Next, the measuring means 10 will be described in detail. As shown in FIG. 3, in the measuring means 10, the acceleration sensor 11 is attached to the side portion of the crown portion 2a of the rail 2. The sensitivity direction of the acceleration sensor 11 is preferably installed so that the vertical acceleration of the rail 2 can be measured. By installing the acceleration sensor 11 in this way, it is possible to measure the vibration acceleration when the railroad vehicle travels directly from the crown 2a where the rail wavy wear occurs, so that more accurate measurement can be performed. It will be possible.

The section to which the measuring means 10 is attached is installed in a section where rail wavy wear is predicted in advance or rail wavy wear has occurred in the past and maintenance such as rail correction or rail replacement has been performed. Is suitable. At this time, the section where the rail wavy wear occurs is not limited to the inner rail of the curved portion, but the rail wavy wear also occurs in the outer rail and the straight section, so that the installation position of the measuring means 10 in the longitudinal direction of the track is particularly limited. There is nothing.

Further, the mounting position of the acceleration sensor 11 is not limited to the crown 2a, but may be mounted on the bottom 2b of the rail 2 as shown in FIG. 4, or mounted on the sleeper 3 as shown in FIG. It doesn't matter. Even when the acceleration sensor 11 is attached to such a position, it is preferable that the sensitivity direction of the acceleration sensor 11 is set so that the vertical acceleration can be measured. Further, not only the vertical acceleration but also the horizontal acceleration may be measured.

Further, the measuring means 10 is not limited to the acceleration sensor 11, and as shown in FIG. 6, the pressure sensor 12 may be installed on the track pad 4 interposed between the rail 2 and the sleepers 3. The pressure sensor 12 can measure the pressure fluctuation acting between the rail and the pillow when the railroad vehicle travels on the rail 2, and if the measurement data of the pressure fluctuation can be frequency-analyzed, any type of pressure sensor can be used. You may adopt it.

In addition to the acceleration sensor and pressure sensor, a displacement sensor and strain gauge are installed to measure the displacement and strain of the rail 2 when the railroad vehicle travels on the rail 2, and the measurement data of the displacement and strain are obtained. Frequency analysis may be performed.

Further, the rail wavy wear progress detection system 1 according to the present embodiment is not limited to measuring the vibration acceleration, pressure, displacement, and strain when the rail vehicle travels on the rail 2, and the rail vehicle can measure the vibration acceleration, pressure, displacement, and strain. It is also possible to perform frequency analysis of the noise by measuring the noise when traveling on the rail 2. In this case, as shown in FIG. 7, a microphone 13 may be installed in the vicinity of the rail 2 and the sleepers 3, and the microphone 13 may be configured to measure noise. In this case, it is preferable to use a microphone having directivity so as not to measure sounds other than the running noise of the railway vehicle.

As described above, the rail wavy wear progress detection system 1 according to the present embodiment performs frequency analysis of the measured vibration acceleration, pressure, displacement, strain and noise, detects the basic frequency from the result of the frequency analysis, and then performs the said. Since the presence or absence of a high-frequency component in the higher-order mode is detected in the basic frequency, it is determined whether or not rail wavy wear has occurred on the rail 2 to be measured, and the process of progress of the unevenness of the rail wavy wear. Since it is possible to determine whether the rail has reached the saturation period or is approaching the saturation period, it is possible to efficiently determine the implementation time of rail rectification, which is the main method for removing unevenness of rail wavy wear, and the maintenance cost of the track. Can be reduced. The acceleration sensor 11, the pressure sensor 12, and the microphone 13 described above may be installed only on the rail 2 on one side, or may be installed on the rails 2 on both sides.

Further, in the rail wavy wear progress detection system 1 according to the above-described embodiment, measurement data is measured by a data processing means 20 provided in a remote office or the like by using a transmission means 40 from a measuring means 10 provided on the ground. However, since the inspector regularly inspects the railroad tracks such as patrols, the data storage for storing the measurement data of the measurement means 10 without providing the transmission means 40. Means may be provided. In this case, the inspector may be configured to acquire the measurement data from the data storage means and input the measurement data to the data processing means 20 at the time of the periodic inspection. It is clear from the description of the claims that the form with such changes or improvements may be included in the technical scope of the present invention.

1 rail wavy wear progress detection system, 2 rails, 2a crown, 2b bottom, 3 sleepers, 4 track pads, 10 measuring means, 11 acceleration sensor, 12 pressure sensor, 13 microphone, 20 data processing means, 30 output means, 40 Transmission means, 41 Receiving means.

Claims (14)

A measuring means for measuring at least one or more data of vibration acceleration, displacement, pressure strain, or noise around the rail generated in the track by an external force from a railroad vehicle traveling on the rail in the rail or in the vicinity of the rail. ,
A frequency analysis means for frequency-analyzing at least one or more measurement data of vibration acceleration, displacement, pressure, strain, or noise around an orbit measured by the measuring means.
A detection means that detects the fundamental frequency and harmonic components of the fundamental frequency from the data frequency-analyzed by the frequency analysis means, and
A rail wavy wear progress detection system comprising an output means for outputting that rail wavy wear is progressing when the harmonic component is detected. In the rail wavy wear progress detection system according to claim 1,
The detection means is a rail wavy wear progress detection system characterized in that the detection of the harmonic component is determined by using the peak power ratio of the search frequency band in the vicinity of an integral multiple of the fundamental frequency. In the rail wavy wear progress detection system according to claim 1,
The detection means is a rail wavy wear progress detection system characterized in that the detection of the harmonic component is determined by using the area ratio of a frequency band having a certain range in the vicinity of an integral multiple of the fundamental frequency. In the rail wavy wear progress detection system according to any one of claims 1 to 3.
The measuring means is a rail wavy wear progress detection system characterized by being an acceleration sensor. In the rail wavy wear progress detection system according to claim 4,
The measuring means is a rail wavy wear progress detection system characterized in that it is attached to the head side portion of the rail. In the rail wavy wear progress detection system according to claim 4,
The measuring means is a rail wavy wear progress detection system characterized in that it is attached to the bottom of the rail. In the rail wavy wear progress detection system according to claim 4,
The measuring means is a rail wavy wear progress detection system characterized in that it is mounted on the upper surface of a pillow. In the rail wavy wear progress detection system according to any one of claims 1 to 3.
The measuring means is a rail wavy wear progress detection system characterized by being a pressure sensor. In the rail wavy wear progress detection system according to claim 8.
The measuring means is a rail wavy wear progress detection system characterized in that it is attached to a track pad interposed between the rail and the pillow. In the rail wavy wear progress detection system according to any one of claims 1 to 3.
The measuring means is a rail wavy wear progress detection system characterized by being a microphone. In the rail wavy wear progress detection system according to any one of claims 1 to 10.
A rail wavy wear progress detection system including a transmission means for transmitting the measurement data measured by the measuring means to the frequency analysis means. A measurement step of measuring at least one or more data of vibration acceleration, displacement, pressure strain, or noise around the rail generated in the track by an external force from a railroad vehicle traveling on the rail in the rail or in the vicinity of the rail. ,
A frequency analysis step that frequency-analyzes at least one or more of the vibration acceleration, displacement, pressure, strain, or noise around the orbit measured by the measurement step.
A detection step that detects the fundamental frequency and harmonic components of the fundamental frequency from the data frequency-analyzed by the frequency analysis step, and
A rail wavy wear progress detection method comprising an output process for outputting that rail wavy wear has progressed when the harmonic component is detected. In the rail wavy wear progress detection method according to claim 12,
The detection step is a rail wavy wear progress detection method, characterized in that the detection of the harmonic component is determined by using the peak power ratio of the search frequency band in the vicinity of an integral multiple of the fundamental frequency. In the rail wavy wear progress detection method according to claim 12,
The detection step is a rail wavy wear progress detection method, characterized in that the detection of the harmonic component is determined by using the area ratio of a frequency band having a certain range in the vicinity of an integral multiple of the fundamental frequency.

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