CN108819963B - Automatic centering control device with abrasion compensation - Google Patents
Automatic centering control device with abrasion compensation Download PDFInfo
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- 238000005299 abrasion Methods 0.000 title claims abstract description 99
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
- B61D15/08—Railway inspection trolleys
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
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- Investigating Or Analyzing Materials By The Use Of Ultrasonic Waves (AREA)
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Abstract
the invention discloses an automatic centering control device with abrasion compensation, which comprises: the centering sensor is used for acquiring track profile data of the inner side of the steel rail and the actual position of the probe wheel; the abrasion compensation calculation unit is used for calculating the rail head abrasion loss of the steel rail according to the rail profile data on the inner side of the steel rail, calculating the abrasion compensation amount according to the abrasion loss amount, and compensating the centering reference value by at least three gears according to the abrasion compensation amount; and the PID control unit is used for carrying out PID control according to the compensated centering reference value output by the abrasion compensation calculation unit and the actual position of the detection wheel and outputting a centering control value. The invention can solve the technical problem that the wave loss is still serious on the steel rail with serious rail head abrasion under the condition that the control deviation of the centering device is normal.
Description
Technical Field
The invention relates to the field of railway engineering, in particular to an automatic centering control device with abrasion compensation, which is applied to automatic centering control of a detection wheel of a steel rail flaw detection vehicle.
Background
at present, the automatic centering systems formally used on 80km/h steel rail flaw detection vehicles in China are imported from Sperry corporation in America, the manufacturing cost is high, spare parts are also high in price, a centering control algorithm is a core technology and is not transferred, and few literature documents of the centering control algorithm for inquiring the state of the steel rails of the railway in China are available. Ultrasonic steel rail flaw detection is one of the most effective and important means for early detection of internal damage of a steel rail, reduction of rail breakage risks and improvement of train operation safety, which are generally recognized in the world at present. The automatic centering control of the probe wheel is a key core technology of the steel rail flaw detection vehicle, and how to control the position of the probe wheel to enable the effective incidence of ultrasonic waves to the steel rail directly influences the flaw detection quality and effect. The aim of automatic centering control of the probe wheel is to ensure that the probe wheel is positioned in a certain deviation range of the center of the steel rail, so that the joint of the probe wheel and the tread of the steel rail is beneficial to the incidence of ultrasonic waves of each channel, particularly the reflection of bottom waves, and is a main index for measuring the centering control effect.
According to research, when the deviation between the ultrasonic probe wheel and the center of the steel rail is larger than 4mm, the echo attenuation of the bottom wave exceeds 50%, and the system can judge that the steel rail is in a poor centering state. At present, a common centering control method is to calculate the control quantity of a servo control system according to the position deviation of a probe wheel, and then drive the probe wheel to transversely move on a steel rail by an actuating mechanism so as to reduce the deviation from the central position. This deviation can be controlled to be less than 1mm on high-speed lines and less than 2.5mm on existing lines. However, long-term tests show that even if the deviation between the probe wheel and the center position is controlled within a reasonable range, the bottom wave loss still occurs on the steel rail with the worn rail head, and the wave loss degree and the worn value are positively correlated. In this case, the operator can only adjust the position of the probe wheel by manual operation to reduce the wave loss, so that the problem is solved temporarily, but the reference of centering control is also changed manually, and the precision of subsequent control is reduced.
As shown in fig. 1, which is a schematic diagram of the ultrasonic steel rail flaw detection principle, ultrasonic (wave) wafers 2 at various angles are arranged in an ultrasonic probe wheel 1, and are responsible for scanning flaws of a steel rail 3 from different areas and different angles, and the effectiveness of flaw detection can be ensured only by positioning the ultrasonic probe wheel 1 at a proper position, that is, positioning the probe wheel 1 at the center of a tread of the steel rail 3. How to judge whether the probe wheel 1 is located at the center of the steel rail 3 is mainly judged by the ultrasonic echo intensity of the 0-degree wafer 21.
As shown in fig. 2, when the probe wheel 1 is located at the center of the steel rail 3, the major energy component of the ultrasonic sound beam (shown as a in fig. 2) emitted from the 0 ° wafer 21 can reach the rail bottom through the web of the steel rail 3 and form a strong reflection to be received by the 0 ° wafer 21 again. Practical studies show that when the deviation between the (ultrasonic) probe wheel 1 and the center of the steel rail 3 is larger than 4mm, the echo attenuation of the rail bottom can exceed 50%, the system can judge that the rail bottom is in a poor centering state, and the deviation needs to be corrected through an automatic centering system.
The basic principle block of the automatic centering system is shown in fig. 3, and the automatic centering system comprises: the device comprises a probe wheel 1, a PID control unit 4, a centering control unit 5, an electric cylinder 6 and a centering sensor 7. The centering sensor 7 inputs the actual position of the probe wheel 1 to the PID control unit 4, compares the actual position with a set centering reference, and controls centering by the controlthe algorithm generates a control quantity to the centering control unit 5 to drive the electric cylinder 6, so as to drive the probe wheel 1 to move and reduce the deviation from the centering reference. In the figure, nkIs the actual position of the probe wheel 1; n is0Is a set centering reference, ekIs the position deviation of the probe wheel 1, ek＝nk-n0，EkThe control quantity output by the centering control algorithm is used, and the common control algorithm comprises the following steps:
(1) Direct control, Ek＝ek；
(2) PID control, Ek＝Aek-Bek-1+Cek-2wherein e iskIs the k-th positional deviation, ek-1Is the k-1 st positional deviation, ek-2For the k-2 position deviation, A, B, C is the PID parameter, and this control is used as shown in FIG. 3.
By the method, the deviation between the probe wheel 1 and the centering reference can be controlled within a reasonable range under the conditions of rail type standard and normal wheel-rail relation, and the loss of bottom waves is avoided.
however, in the actual operation process, it is often found that in some road sections, although the deviation of the centering control meets the requirement, the serious bottom wave loss phenomenon still occurs. These road sections often conform to the following characteristics:
(1) A small radius curve below 800 m;
(2) The rail head on the inner side of the steel rail has serious abrasion;
(3) The change in wheel-rail relationship results in a reduction in the ultrasonic incidence area of the probe wheel and tread contact portion.
As shown in fig. 4, on a small radius curve, due to the existence of the rail bottom slope (shown as B in fig. 4), the wheel rubs against the inside of the rail at a certain speed, resulting in severe wear. Under the wheel-rail relation, the incidence of the bottom wave is not perpendicular to the rail bottom, partial energy is blocked by the inner rail web, and the effective incidence of the bottom wave is reduced due to the loss of the upper rail head part, so that the bottom wave echo is seriously attenuated, and the condition for judging the centering badness of the system is achieved.
from the above analysis, when the rail head is severely worn, it is necessary to change the position of the centering reference, move the probe wheel 1 to the outside of the rail 3, and increase the incident energy of the bottom wave, and therefore it is necessary to determine the relationship between the wear and the centering reference.
In the prior art, the following documents are mainly relevant to the present application:
Document 1 is a new method for measuring rail wear, which is published in 9 months in 2013 by Xuqingxia, chaixuan, Zheng yebin and Liuxin factory in Shanghai university of engineering and technology, Vol.3, volume 27.
Document 2 is a structural light vision-based rail wear measurement method published by the grandson military, the royal weihua, liu shuang, zhangguangjun in 9 months 2010 on volume 36 of the journal of the university of aerospace, beijing.
However, in both of the above two articles, the wear of the rail head of the steel rail is measured by a structured light vision measuring system, and the theoretical basis is the regulation of "railway line maintenance rules": the vertical wear Wv of the rail was measured at rail top width 1/3 (from the standard working edge), the flank wear Wh was measured 16m below the rail top, and the total wear valuethe measuring mode is mainly suitable for the measured steel rail and the measuring system in a static state, and the structural light can completely reflect the outline so that the required measuring point parameters can be obtained. In short, both the above articles are studied how to measure the wear according to the standard specification, but when the vehicle moves, the track profile of the structured light is often incomplete, and the required data of the two positions is probably not available. Therefore, it is necessary to solve this problem by researching a method capable of automatically compensating the control reference according to the abrasion value.
Disclosure of Invention
in view of the above, the present invention provides an automatic centering control device with wear compensation to solve the technical problem that the control deviation of the centering device is still severely lost when the control deviation of the centering device is normal on a rail with a severely worn rail head.
In order to achieve the above object, the present invention specifically provides a technical implementation scheme of an automatic centering control device with wear compensation, including:
The centering sensor is used for acquiring track profile data of the inner side of the steel rail and the actual position of the probe wheel;
The abrasion compensation calculation unit is used for calculating the rail head abrasion loss of the steel rail according to the rail profile data of the inner side of the steel rail, calculating the abrasion compensation amount according to the abrasion loss amount, and compensating the centering reference value by at least three gears according to the abrasion compensation amount;
And the PID control unit is used for carrying out PID control according to the compensated centering reference value output by the abrasion compensation calculation unit and the actual position of the detection wheel and outputting a centering control value.
preferably, when the steel rail is worn, the wear compensation calculation unit outputs a compensated centering reference value n to the PID control unit1Is set to n0-m, wherein n0The reference value is a centering reference value set on a rail without abrasion, and m is abrasion compensation amount;
The control value output by the PID control unit is as follows:
Ei＝Aei-Bei-1+Cei-2，ei＝ni-n1
Wherein E isiIs the ith control value, eiFor the i-th probe wheel position deviation, ei-1Position deviation of the i-1 st probe wheel, ei-2Position deviation of the ith-2 th probe wheel, A, B, C PID control parameter, niThe feedback value is the feedback value of the actual position of the ith detection wheel.
Preferably, the wear compensation calculation unit determines the rail head wear amount of the rail by calculating a rail head wear area S. Defining a set height x from the end angle of the rail head of the steel rail to the lower part of the upper surface of the steel rail, calculating an area value enclosed between the actual rail profile and the standard rail profile of the steel rail in the height x, and defining the area value as a wear area S.
Preferably, the wear compensation calculation unit calculates the wear compensation amount m according to the following formula:
Wherein, a1For a first medium wear compensation threshold, b1For the first severe wear compensation threshold, m11For the first medium wear compensation, m12Is the first amount of severe wear compensation.
Preferably, the first moderate wear compensation threshold a1Is set asfirst severe wear compensation threshold b1Is set as
Preferably, the first medium wear compensation amount m11is set asFirst heavy wear compensation amount m12Is set as
Preferably, the wear compensation calculating unit determines the rail head wear amount of the rail by calculating a slope k of an actual profile line inside the rail head of the rail.
Preferably, the wear compensation calculation unit calculates the wear compensation amount m according to the following formula:
Wherein, a2For a second medium wear compensation threshold, b2For a second gravity wear compensation threshold, m21For the second medium wear compensation, m22the second gravity wear compensation amount.
Preferably, the second moderate wear compensation threshold a2Is set asSecond gravity wear compensation threshold b2Is set as
Preferably, a second medium wear compensation amount m21Is set asSecond gravity wear compensation amount m22Is set as
through the implementation of the technical scheme of the automatic centering control device with the abrasion compensation, the automatic centering control device has the following beneficial effects:
(1) The automatic centering control device with abrasion compensation compensates centering control quantity through the rail head abrasion quantity, greatly optimizes the effect of the automatic centering control device of the steel rail flaw detection probe wheel, and can solve the technical problem that bottom waves are lost on steel rails with serious abrasion of small-radius curves, thereby greatly improving the flaw detection effect;
(2) The automatic centering control device with abrasion compensation carries out sectional compensation on the control reference by utilizing the side abrasion value of the rail head of the steel rail so as to solve the technical problem that the wave is still seriously lost under the condition that the control deviation of the centering device is normal on the steel rail with serious abrasion of the rail head.
Drawings
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, and that for a person skilled in the art, other embodiments can be obtained from these drawings without inventive effort.
FIG. 1 is a schematic view of the ultrasonic rail inspection principle of the prior art;
FIG. 2 is a schematic diagram of a prior art ultrasonic acoustic beam inspection circuit for a 0 wafer;
FIG. 3 is a block diagram of the control principle of the automatic centering system for rail flaw detection in the prior art;
FIG. 4 is a schematic representation of the wear of a prior art rail;
FIG. 5 is a cross-sectional view of a prior art rail wear;
FIG. 6 is a schematic perspective view of a centering sensor for acquiring laser scanning data of a rail profile according to the present invention;
FIG. 7 is a schematic cross-sectional structure diagram of a centering sensor for acquiring laser scanning data of a rail profile of a steel rail according to the present invention;
FIG. 8 is a schematic cross-sectional view of a rail wear calculation in an embodiment of the automatic centering control device with wear compensation of the present invention;
FIG. 9 is a schematic cross-sectional view of a rail wear calculation in another embodiment of the automatic centering control device with wear compensation of the present invention;
FIG. 10 is a block diagram of the control scheme of an embodiment of the automatic centering control with wear compensation of the present invention;
FIG. 11 is a schematic view of a compensation data calculation interface for an automatic centering control device with wear compensation according to the present invention;
FIG. 12 is a flowchart of the process for the automatic centering control with wear compensation based on the apparatus of the present invention;
In the figure: the method comprises the following steps of 1-probe wheel, 2-ultrasonic wafer, 3-steel rail, 4-PID control unit, 5-centering control unit, 6-electric cylinder, 7-centering sensor, 8-vehicle mechanical device, 9-abrasion compensation calculation unit, 10-automatic centering control device and 21-0 degree wafer.
Detailed Description
For reference and clarity, the terms, abbreviations or abbreviations used hereinafter are as follows:
PID: proportionality Integral Derivative, short for proportional, Integral and differential.
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. 6 to 12, embodiments of the automatic centering control device with wear compensation and the method according to the present invention are shown, and the present invention will be further described with reference to the drawings and the embodiments.
example 1
The technical scheme of this embodiment is through carrying out the analysis to the (ultrasonic wave) probe wheel 1 and the contact condition of rail 3, research railhead wearing and tearing to the influence of ultrasonic wave incident to propose one kind and utilize railhead wearing and tearing value to carry out automatic compensation's controlling means to centering control benchmark, thereby reduce the bottom wave and lose, improve the detection effect of detecting a flaw.
As shown in fig. 10, an embodiment of an automatic centering control device 10 with wear compensation according to the present invention specifically includes:
The centering sensor 7 is used for acquiring track profile data of the inner side of the steel rail 3 and the actual position of the probe wheel 1;
the abrasion compensation calculating unit 9 is used for calculating the rail head abrasion loss of the steel rail 3 according to the rail profile data of the inner side of the steel rail 3, calculating the abrasion compensation amount according to the abrasion loss amount, and compensating the centering reference value by at least three steps according to the abrasion compensation amount;
the PID control unit 4 performs PID control based on the compensated centering reference value output from the wear compensation calculation unit 9 and the actual position of the probe wheel 1, and outputs a control value.
The automatic centering control system with abrasion compensation further comprises a centering control unit 5, and a driving control signal for controlling the movement of the probe wheel 1 is generated according to the control value output by the PID control unit 4.
Fig. 5 shows a cross-sectional structure of a rail, in which the hatched area indicated by E is vertical wear, the side of the rail head indicated by F, and the end angle of the rail head indicated by G. As shown in fig. 6 and 7, a centering sensor 7 is mounted on the vehicle mechanical device 8, actual track profile data (as shown in C in fig. 6 and 7) generated by irradiating the inner side of the steel rail 3 with laser is collected, and standard profile maps as shown in C1 and C2 in fig. 8 are obtained through a profile reconstruction and matching algorithm, so that the abrasion amount of the rail head is further calculated.
The abrasion of the rail head can be decomposed into a side abrasion amount and a vertical abrasion amount according to the direction, taking a 60kg/m type steel rail as an example, the abrasion of the steel rail 3 is mainly vertical abrasion as shown by a shaded part in an attached drawing 5, the vertical abrasion does not cause the longitudinal included angle generated by the relationship of the wheel and the rail to influence the incidence of bottom waves, and only when the side surface of the rail head is abraded, the loss of the bottom waves can be obviously caused, so the abrasion value used in the embodiment is different from a conventional algorithm, and the change of the side abrasion amount of the rail head is mainly reflected.
Wherein, the control value output by the PID control unit 4 to the centering control unit 5 is:
Ei＝Aei-Bei-1+Cei-2，ei＝ni-n1
Wherein E isiIs the ith control value, eiFor the ith error of the position of the probe wheel 1, ei-1For the i-1 st positional deviation of the probe wheel 1, ei-2For the position deviation of the probe wheel 1 at the i-2 th time, A, B, C is a PID control parameter, niIs the feedback value of the actual position of the ith detection wheel 1.
The centering sensor 7 generates laser rays to irradiate the inner side of the steel rail 3, forming an actual profile pattern shown by thick solid lines C1 and C2 in fig. 8, while the thin solid line profile D is a corresponding standard profile pattern. The wear compensation calculation unit 9 determines the rail head wear amount of the rail 3 by calculating the rail head wear area S, and the result has a clear correlation with the bottom wave attenuation. Defining a set height x (singly) from the rail head end angle of the rail 3 to the upper surface of the rail 3bit: mm), the area value enclosed between the actual rail profile and the standard rail profile of the steel rail 3 within the height x is calculated, and the area value is defined as the wear area S (unit: mm is2) As indicated by the shaded area in fig. 8. The value of x is related to the rail type of the rail 3, mainly reflecting the degree of side grinding of the rail head, and typical values thereof are as follows:
TABLE 1 corresponding relationship table of x value and rail type
| Rail type | x(mm) |
| 43 | 11.5～21.5 |
| 50 | 14.4～24.4 |
| 60 | 23～33 |
| 75 | 25～35 |
if the centering reference value set on the rail 3 without wear is n0(unit: mm), m is the abrasion compensation amount, when the rail 3 is worn, the abrasion compensation calculating unit 9 outputs the compensated centering reference value n to the PID control unit 41Is set to n0-m. Wherein, the value of m (unit: mm) is determined according to the range of S, and the range of S is set to be three grades or more for keeping the stability of control.
When the range of S is set to third gear, the wear compensation calculation unit 9 calculates the wear compensation amount m according to the following formula:
Wherein, a1For a first medium wear compensation threshold, b1For the first severe wear compensation threshold, m11for the first medium wear compensation, m12Is the first amount of severe wear compensation.
First medium wear compensation threshold a1Is set to be 90mm2，a1Can be set to
First severe wear compensation threshold b1Is set to be 150mm2，b1Can be set to
First medium abrasion compensation amount m11Set as 4mm, m11can be set to
first heavy wear compensation amount m12Set as 7mm, m12Can be set to
According to the algorithm, when the steel rail 3 is worn, the centering control device can automatically adjust the centering reference according to the abrasion, so that the loss of bottom waves is reduced. When the grinding time does not elapse, the adjustment is still carried out according to the originally set reference, so that the system control disorder caused by manually and temporarily changing the reference is avoided. The embodiment adopts a technical scheme of representing the abrasion degree by an area method, further compensates the control quantity by abrasion, and reduces the loss of bottom waves by automatic compensation. Meanwhile, the influence of rail head abrasion on ultrasonic incidence is deeply analyzed from the angle of physics for the first time, the method is applied by combining engineering, sectional compensation is carried out on a control reference by utilizing the abrasion value of the side part of the rail head of the steel rail through field repeated tests, so that the problem that the wave is still seriously lost under the condition that the control deviation of the centering device is normal on the steel rail with serious rail head abrasion is solved, the effect of the automatic centering device of the steel rail flaw detection probe wheel is greatly optimized, the problem that the bottom wave is lost on the steel rail with serious small radius curve abrasion can be solved, and the method has strong practicability and necessity for steel rail flaw detection in the railway industry.
Example 2
As described in embodiment 1, when S is compensated by using the third gear, the wear compensation can be implemented to some extent, so as to achieve the object of the present invention, in this case, the slight wear compensation can be cancelled on the basis of the fourth gear compensation in this embodiment, but this will cause the insertion time of the wear compensation mechanism to be delayed, possibly resulting in some slight wave loss situations. When S is in the fourth gear or higher, the compensation threshold increases, which may cause frequent reference change, and may affect the stability of the control to a certain extent. Therefore, in practical situations, the compensation effect when S adopts the fourth gear is the best, and the high precision, the high speed, the high stability and the reliability of abrasion compensation are combined.
The technical solution of the present embodiment is described below by taking the fourth gear compensation with the best overall performance of compensation speed, precision and stability as an example.
On the basis of embodiment 1, when the range of S is set to fourth gear, the wear compensation calculating unit 9 calculates the wear compensation amount m according to the following formula:
Wherein, a1Compensating the threshold for the first slight abrasion, b1For a first medium wear compensation threshold, c1For the first severe wear compensation threshold, m11For the first slight abrasion compensation amount, m12for the first medium wear compensation, m13Is the first amount of severe wear compensation.
First light wear compensation threshold a1Is set to be 70mm2，a1Can be set to
First medium wear compensation threshold b1is set as 100mm2，b1can be set to
First severe wear compensation threshold c1Is set to be 150mm2，c1Can be set to
First slight abrasion compensation amount m11Set as 3mm, m11Can be set to
First medium abrasion compensation amount m12Set as 5mm, m12Can be set to
First heavy wear compensation amount m13Set as 7mm, m13Can be set to
the practical application effect of the technical scheme of the embodiment is illustrated by taking the example shown in fig. 11, and the abrasion on the right side of the steel rail 3 reaches 102.5mm on the curve with the radius of 4002The original standard is 253mm (shown as H in the figure), the control device automatically compensates the standard for 5.5mm, the motor reaches a new position of 247.5mm, the bottom wave disappearance alarm is not appeared completely from the actual flaw detection data, and the compensation function is completely achievedAnd (5) designing requirements.
Example 3
Regarding the calculation of the rail head wear, examples 1 and 2 employ an area calculation method, which is a method suitable for the calculation of the patterned rail profile. Other calculation methods can also be implemented, such as calculating the slope of the head contour line in the present embodiment.
As shown in fig. 9, the wear compensation calculation unit 9 determines the amount of rail head wear of the rail 3 by calculating the slope k of the actual profile line C1 inside the rail head of the rail 3. According to the railhead slope method, if the centering reference set on the rail 3 without abrasion is n0(unit: mm), the centering reference is set to n in the presence of abrasion0And m, wherein the value of m (unit: mm) is determined according to the range of k, and the range of k is set to be three gears or more in order to keep the stability of control.
When the range of k is set to third gear, the wear compensation calculation unit 9 calculates the wear compensation amount m according to the following formula:
Wherein, a2For a second medium wear compensation threshold, b2For a second gravity wear compensation threshold, m21For the second medium wear compensation, m22the second gravity wear compensation amount.
Second medium wear compensation threshold a2Is set to 1.7, a2Can be set to
Second gravity wear compensation threshold b2Is set to 0.9, b2Can be set to
Second medium abrasion compensation amount m21Set as 4mm, m21Can be set to
Second gravity wear compensation amount m22Set as 6mm, m22Can be set to
The remaining technical solutions in this embodiment may specifically refer to the related descriptions in embodiment 1, and are not described herein again.
example 4
Embodiment 3 describes the sectional compensation technical solution of the automatic centering control device with wear compensation according to the present invention with a third gear as an example, and the present embodiment takes the fourth gear compensation with the best overall effect as an example.
When the range of k is set to fourth gear, the wear compensation calculation unit 9 calculates a wear compensation amount m according to the following formula:
Wherein, a2For the second lightness wear compensation threshold, b2For a second medium wear compensation threshold, c2For a second gravity wear compensation threshold, m21For the second lightness wear compensation amount, m22For the second medium wear compensation, m23the second gravity wear compensation amount.
Second lightness wear compensation threshold a2is set to 5, a2Can be set to
Second medium wear compensation threshold b2Is set to 1.6, b2Can be set to
Second gravity wear compensation threshold c2Is set to 0.9, c2can be set to
Second lightness wear compensation amount m21Set as 3mm, m21Can be set to 2
second medium abrasion compensation amount m22Set as 5mm, m22Can be set to
Second gravity wear compensation amount m23set as 7mm, m23Can be set to
The remaining technical solutions in this embodiment may specifically refer to the related descriptions in embodiment 2, and are not described herein again. Besides the area method and the slope method, other methods capable of effectively representing the abrasion degree of the rail head of the steel rail can be used as control parameters in the embodiment of the invention by setting corresponding compensation threshold values and compensation values according to the numerical values.
Example 5
as shown in fig. 12, an embodiment of an automatic centering control method with wear compensation based on the device described in embodiment 2 specifically includes the following steps:
S10) acquiring the track profile data of the inner side of the steel rail 3 and the actual position of the probe wheel 1;
S20) calculating the rail head abrasion loss of the steel rail 3 according to the rail profile data of the inner side of the steel rail 3, calculating the abrasion loss compensation quantity according to the abrasion loss quantity, and compensating the centering reference value by at least three steps according to the abrasion loss compensation quantity;
S30) carrying out PID control according to the compensated centering reference value and the actual position of the probe wheel 1, and outputting a control value;
S40) generates a drive control signal for controlling the operation of the probe wheel 1 based on the output control value.
In step S30), when the rail 3 is worn, the compensated centering reference value n is used1Is set to n0-m, wherein n0M is a wear compensation amount, which is a centering reference value set for the rail 3 without wear. The control value output after PID control is as follows:
Ei＝Aei-Bei-1+Cei-2，ei＝ni-n1
Wherein E isiIs the ith control value, eiFor the ith error of the position of the probe wheel 1, ei-1for the i-1 st positional deviation of the probe wheel 1, ei-2For the position deviation of the probe wheel 1 at the i-2 th time, A, B, C is a PID control parameter, niis the feedback value of the actual position of the ith detection wheel 1.
in step S20), the head wear amount of the rail 3 is determined by calculating the head wear area S. Defining a set height x from the angle of the head end of the steel rail 3 to the position below the upper surface of the steel rail 3, calculating an area value enclosed between the actual rail profile and the standard rail profile of the steel rail 3 in the height x, and defining the area value as a wear area S.
In step S20), the wear compensation amount m is calculated according to the following formula:
Wherein, a1Compensating the threshold for the first slight abrasion, b1For a first medium wear compensation threshold, c1for the first severe wear compensation threshold, m11For the first slight abrasion compensation amount, m12For the first medium wear compensation, m13Is the first amount of severe wear compensation.
Compensating the first light abrasion for the threshold value a1Is set to be 70mm2，a1can be set to
Compensating the first moderate abrasion for the threshold b1Is set as 100mm2，b1Can be set to
Compensating the first heavy abrasion for the threshold value c1Is set to be 150mm2，c1Can be set to
Compensating the first slight abrasion by m11Set as 3mm, m11Can be set to
Compensating the first medium abrasion by m12Set as 5mm, m12can be set to
Compensating the first severe abrasion by m13Set as 7mm, m13Can be set to
The automatic centering control method with wear compensation based on the device described in embodiment 1 can be implemented by referring to the technical solution of this embodiment.
Example 6
In an embodiment of the automatic centering control method with wear compensation based on the device of embodiment 4, based on embodiment 5, in step S20), the rail head wear amount of the rail 3 is determined by calculating the slope k of the actual profile line inside the rail head of the rail 3.
In step S20), the wear compensation amount m is calculated according to the following formula:
Wherein, a2For the second lightness wear compensation threshold, b2for a second medium wear compensation threshold, c2For a second gravity wear compensation threshold, m21For the second lightness wear compensation amount, m22For the second medium wear compensation, m23The second gravity wear compensation amount.
Compensating the second lightness for the threshold value a2is set to 5, a2Can be set to
compensating the second moderate abrasion for the threshold b2Is set to 1.6, b2can be set to
Compensating the second gravity abrasion for the threshold value c2Is set to 0.9, c2Can be set to
Compensating the second lightness abrasion by m21Set as 3mm, m21Can be set to
Compensating the second medium abrasion by m22Set as 5mm, m22Can be set to
Compensating the second gravity abrasion by the amount m23Set as 7mm, m23Can be set to
The automatic centering control method with wear compensation based on the device described in embodiment 3 can be implemented by referring to the technical solution of this embodiment.
By implementing the technical scheme of the automatic centering control device with abrasion compensation, which is described in the specific embodiment of the invention, the following technical effects can be produced:
(1) The automatic centering control device with abrasion compensation, which is described in the specific embodiment of the invention, compensates the centering control quantity through the rail head abrasion quantity, so that the effect of the automatic centering control device for the steel rail flaw detection probe wheel is greatly optimized, the technical problem that bottom waves are lost on steel rails with serious abrasion of small-radius curves can be solved, and the flaw detection effect is greatly improved;
(2) The automatic centering control device with abrasion compensation described in the specific embodiment of the invention carries out sectional compensation on the control reference by utilizing the side abrasion value of the rail head of the steel rail so as to solve the technical problem that the control deviation of the centering device is still serious and the wave loss is still serious on the steel rail with serious abrasion of the rail head.
The embodiments in the present description are described in a progressive manner, 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 (10)
1. An automatic centering control device with wear compensation, comprising:
The centering sensor (7) is used for acquiring track profile data of the inner side of the steel rail (3) and the actual position of the probe wheel (1);
The abrasion compensation calculation unit (9) is used for calculating the rail head abrasion loss of the steel rail (3) according to the rail profile data of the inner side of the steel rail (3), calculating the abrasion compensation amount according to the abrasion loss amount, and compensating the centering reference value by at least three gears according to the abrasion compensation amount;
And the PID control unit (4) is used for carrying out PID control according to the compensated centering reference value output by the abrasion compensation calculation unit (9) and the actual position of the detection wheel (1), and outputting a centering control value.
2. The wear compensated automatic centering control device of claim 1, wherein:
when the steel rail (3) is worn, the wear compensation calculation unit (9) outputs a compensated centering reference value n to the PID control unit (4)1Is set to n0-m, wherein n0M is a centering reference value set on the rail (3) without abrasion, and is an abrasion compensation amount;
The PID control unit (4) outputs control values as follows:
Ei＝Aei-Bei-1+Cei-2，ei＝ni-n1
Wherein E isiIs the ith control value, eiFor the ith time of the position deviation of the probe wheel (1), ei-1Is the position deviation of the probe wheel (1) of the (i-1) th time, ei-2The position deviation of the detection wheel (1) is the i-2 th time, A, B, C is a PID control parameter, niis a feedback value of the actual position of the ith detection wheel (1).
3. The wear compensated automatic centering control device of claim 2, wherein: the wear compensation calculation unit (9) determines the rail head wear amount of the rail (3) by calculating a rail head wear area S; defining a set height x from the rail head end angle of the steel rail (3) to the position below the upper surface of the steel rail (3), calculating an area value enclosed between the actual rail profile and the standard rail profile of the steel rail (3) in the height x, and defining the area value as a wear area S.
4. The automatic centering control device with wear compensation according to claim 3, wherein the wear compensation calculating unit (9) calculates the wear compensation amount m according to the following formula:
Wherein, a1For a first medium wear compensation threshold, b1For the first severe wear compensation threshold, m11for the first medium wear compensation, m12Is the first amount of severe wear compensation.
5. The wear compensated automatic centering control device of claim 4, wherein:
First medium wear compensation threshold a1is set as
First severe wear compensation threshold b1Is set as
6. the wear compensated automatic centering control device of claim 5, wherein:
First medium abrasion compensation amount m11Is set as
First heavy wear compensation amount m12Is set as
7. The wear compensated automatic centering control device of claim 2, wherein: the wear compensation calculation unit (9) determines the rail head wear of the rail (3) by calculating the slope k of the actual profile line inside the rail head of the rail (3).
8. The automatic centering control device with wear compensation according to claim 7, wherein the wear compensation calculating unit (9) calculates the wear compensation amount m according to the following formula:
Wherein, a2For a second medium wear compensation threshold, b2for a second gravity wear compensation threshold, m21for the second medium wear compensation, m22The second gravity wear compensation amount.
9. The wear compensated automatic centering control device of claim 8, wherein:
Second medium wear compensation threshold a2is set as
Second gravity wear compensation threshold b2Is set as
10. the wear compensated automatic centering control device of claim 9, wherein:
Second medium abrasion compensation amount m21Is set as
Second gravity wear compensation amount m22Is set as
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| AU9619598A (en) * | 1998-10-23 | 2000-05-15 | Gang Li | Method, transducer wheel and flaw detection system for ultrasonic detecting railroad rails |
| JP4857369B2 (en) * | 2009-07-31 | 2012-01-18 | 西日本旅客鉄道株式会社 | Turnout inspection device |
| CN102279897B (en) * | 2010-06-10 | 2013-06-26 | 同济大学 | A Design Method of Railway Vehicle Wheel Tread Shape Based on Wheel Diameter Difference Curve |
| CN203299176U (en) * | 2013-05-29 | 2013-11-20 | 上海五钢设备工程有限公司 | Centering detection tool for ultrasonic examination |
| DE202013102525U1 (en) * | 2013-06-12 | 2014-09-16 | Edmund Krecké | Wheel-rail system |
| CN104359983B (en) * | 2014-11-03 | 2017-11-03 | 中国铁道科学研究院 | The center support system and method for a kind of steel rail flaw detection device |
| CN205524254U (en) * | 2016-04-27 | 2016-08-31 | 上海市东方海事工程技术有限公司 | Subway double track rail -defect detector car |
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