阅读说明：本技术 轨道板上拱的检测方法和装置 (Method and device for detecting arching of track slab ) 是由 张茂轩 刘金朝 孙善超 牛留斌 杨爱红 解婉茹 于 2021-09-27 设计创作，主要内容包括：本说明书提供了轨道板上拱的检测方法和装置。基于该方法,在需要对目标轨道进行检测维护时,可以先控制检测列车在目标轨道上行驶,并在行驶过程中根据预设的采样频率采集检测数据；其中,所述检测数据包括：里程数据、行驶速度、构架垂向加速度；再根据所述里程数据,将所采集到的构架垂向加速划分为多个分段；根据所述检测数据,计算所述多个分段中的各个分段的加速度信号主频和激励频率；进而可以根据各个分段的加速度信号主频和激励频率,确定目标轨道是否存在轨道板上拱。通过计算并根据各个分段的加速度信号主频和激励频率,能够以较低的检测成本,高效、精准地检测出目标轨道是否存在轨道板上拱。(The specification provides a method and a device for detecting the arching of a track slab. Based on the method, when the target track needs to be detected and maintained, the detection train can be controlled to run on the target track firstly, and detection data are collected according to a preset sampling frequency in the running process; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame; then, according to the mileage data, dividing the acquired framework into a plurality of segments in a vertical acceleration mode; calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data; and further, whether the target track has the track slab upwarp can be determined according to the acceleration signal main frequency and the excitation frequency of each section. By calculating and according to the main frequency and the excitation frequency of the acceleration signal of each section, whether the target track has the track slab upper arch or not can be efficiently and accurately detected with lower detection cost.)

1. A method for detecting the arching of a track slab is characterized by comprising the following steps:

controlling a detection train to run on a target track, and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame;

according to the mileage data, vertically accelerating the collected frameworks into a plurality of segments;

calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data;

and determining whether the target track has the track slab upwarp or not according to the acceleration signal main frequency and the excitation frequency of each section.

2. The method of claim 1, wherein the frame vertical acceleration is acquired by an acceleration sensor disposed on a bogie of the test train.

3. The method of claim 2, wherein calculating an excitation frequency for each of the plurality of segments based on the detection data comprises:

the excitation frequency of the current segment of the plurality of segments is calculated as follows:

acquiring the length of a track slab;

determining a corresponding average running speed according to the running speed corresponding to the current segment;

and calculating the quotient of the average running speed and the length of the track slab as the excitation frequency of the current segment.

4. The method of claim 1, wherein determining whether the target track has track slab camber based on the dominant frequency and excitation frequency of the acceleration signal for each segment comprises:

calculating to obtain the frequency difference value of the acceleration signal main frequency and the excitation frequency of each section;

detecting whether the frequency difference value of at least one segment in the plurality of segments is smaller than a preset frequency threshold value;

and under the condition that the frequency difference value of at least one of the plurality of segments is smaller than a preset frequency threshold value, determining that the target track is arched on the track slab.

5. The method of claim 4, wherein in the case that it is determined that the frequency difference value of at least one of the plurality of segments is less than a preset frequency threshold, the method further comprises:

determining the segment with the frequency difference value smaller than a preset frequency threshold value as a segment to be determined;

calculating the energy ratio of the acceleration signal dominant frequency of the to-be-determined section within a preset frequency band range according to the vertical acceleration of the framework contained in the to-be-determined section;

detecting whether the energy ratio of the acceleration signal main frequency to be segmented in a preset frequency band range is larger than a preset ratio threshold value or not;

and under the condition that the energy ratio in the preset frequency band range of the acceleration signal main frequency of at least one to-be-determined section is determined to be greater than a preset ratio threshold, determining that the target track has the track slab upper arch.

6. The method of claim 5, wherein after determining that the target track has a track camber, the method further comprises:

determining the undetermined segment with the energy ratio of the acceleration signal main frequency within the preset frequency band range larger than a preset ratio threshold as a target segment;

determining a corresponding track segment on the target track according to the mileage data corresponding to the target segment, and taking the track segment as a risk track segment; wherein the risk track segment is a track segment with an upper arch of a track slab.

7. The method of claim 6, wherein after determining the risk trajectory segment, the method further comprises:

determining position information of a risk track segment; generating maintenance prompt information about the risk track segment; wherein the maintenance prompting information at least carries position information of the risky track segment.

8. A detection device for detecting the arching of a track slab is characterized by comprising:

the acquisition module is used for controlling the detection train to run on the target track and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame;

the dividing module is used for dividing the acquired plurality of frameworks into a plurality of sections in a vertical acceleration mode according to the mileage data;

the calculation module is used for calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data;

and the determining module is used for determining whether the target track has the track slab upwarp according to the main frequency and the excitation frequency of the acceleration signal of each section.

9. A server comprising a processor and a memory for storing processor-executable instructions which, when executed by the processor, implement the steps of the method of any one of claims 1 to 7.

10. A computer-readable storage medium having stored thereon computer instructions which, when executed, implement the steps of the method of any one of claims 1 to 7.

Technical Field

The specification belongs to the technical field of railway tracks, and particularly relates to a method and a device for detecting an upper arch of a track slab.

Background

Along with the increase of service life and the damage of external environment, the track plate on the track sometimes has the phenomenon of arching, influences the comfort level of train operation, threatens the safety of going of train even.

Based on the existing method, the track geometric irregularity dynamic detection or the track geometric shape and position static detection is mostly adopted to detect and judge whether the track has the track slab upwarp.

However, when the above detection method is implemented, there are some technical problems, such as high detection cost, low detection efficiency, poor detection accuracy, and easy omission of the rail plate having a small upper arch width.

In view of the above problems, no effective solution has been proposed.

Disclosure of Invention

The specification provides a method and a device for detecting whether a track slab is arched or not, which can efficiently and accurately detect and determine whether the target track is arched or not at a lower detection cost.

The embodiment of the specification provides a method for detecting arching on a track slab, which comprises the following steps:

controlling a detection train to run on a target track, and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame;

according to the mileage data, vertically accelerating the collected frameworks into a plurality of segments;

calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data;

and determining whether the target track has the track slab upwarp or not according to the acceleration signal main frequency and the excitation frequency of each section.

In some embodiments, the frame vertical acceleration is collected by an acceleration sensor disposed on a bogie of the test train.

In some embodiments, calculating an excitation frequency for each of the plurality of segments based on the detection data comprises:

the excitation frequency of the current segment of the plurality of segments is calculated as follows:

acquiring the length of a track slab;

determining a corresponding average running speed according to the running speed corresponding to the current segment;

and calculating the quotient of the average running speed and the length of the track slab as the excitation frequency of the current segment.

In some embodiments, determining whether the target track has track slab camber based on the main frequency of the acceleration signal and the excitation frequency of each segment comprises:

calculating to obtain the frequency difference value of the acceleration signal main frequency and the excitation frequency of each section;

detecting whether the frequency difference value of at least one segment in the plurality of segments is smaller than a preset frequency threshold value;

and under the condition that the frequency difference value of at least one of the plurality of segments is smaller than a preset frequency threshold value, determining that the target track is arched on the track slab.

In some embodiments, in the case that it is determined that the frequency difference value of at least one of the plurality of segments is smaller than a preset frequency threshold, the method further includes:

determining the segment with the frequency difference value smaller than a preset frequency threshold value as a segment to be determined;

calculating the energy ratio of the acceleration signal dominant frequency of the to-be-determined section within a preset frequency band range according to the vertical acceleration of the framework contained in the to-be-determined section;

detecting whether the energy ratio of the acceleration signal main frequency to be segmented in a preset frequency band range is larger than a preset ratio threshold value or not;

and under the condition that the energy ratio in the preset frequency band range of the acceleration signal main frequency of at least one to-be-determined section is determined to be greater than a preset ratio threshold, determining that the target track has the track slab upper arch.

In some embodiments, after determining that the target track exists on the track arch, the method further comprises:

determining the undetermined segment with the energy ratio of the acceleration signal main frequency within the preset frequency band range larger than a preset ratio threshold as a target segment;

determining a corresponding track segment on the target track according to the mileage data corresponding to the target segment, and taking the track segment as a risk track segment; wherein the risk track segment is a track segment with an upper arch of a track slab.

In some embodiments, after determining the risk trajectory segment, the method further comprises:

determining position information of a risk track segment; generating maintenance prompt information about the risk track segment; wherein the maintenance prompting information at least carries position information of the risky track segment.

The embodiment of this specification also provides a detection device that the track board is upwarped, includes:

the acquisition module is used for controlling the detection train to run on the target track and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame;

the dividing module is used for dividing the acquired plurality of frameworks into a plurality of sections in a vertical acceleration mode according to the mileage data;

the calculation module is used for calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data;

and the determining module is used for determining whether the target track has the track slab upwarp according to the main frequency and the excitation frequency of the acceleration signal of each section.

Embodiments of the present specification further provide a server, including a processor and a memory for storing processor-executable instructions, where the processor executes the instructions to implement: controlling a detection train to run on a target track, and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame; according to the mileage data, vertically accelerating the collected frameworks into a plurality of segments; calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data; and determining whether the target track has the track slab upwarp or not according to the acceleration signal main frequency and the excitation frequency of each section.

Embodiments of the present specification also provide a computer readable storage medium having stored thereon computer instructions that, when executed, perform the steps of: controlling a detection train to run on a target track, and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame; according to the mileage data, vertically accelerating the collected frameworks into a plurality of segments; calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data; and determining whether the target track has the track slab upwarp or not according to the acceleration signal main frequency and the excitation frequency of each section.

The specification provides a detection method and a device for the upper arch of a track slab, based on the method, when a target track needs to be detected and maintained, a detection train can be controlled to run on the target track firstly, and detection data are collected according to a preset sampling frequency in the running process; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame; then, according to the mileage data, dividing the acquired framework into a plurality of segments in a vertical acceleration mode; calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data; and further, whether the target track has the track slab upwarp can be determined according to the acceleration signal main frequency and the excitation frequency of each section. By calculating and according to the main frequency and the excitation frequency of the acceleration signal of each section, whether the target track has the track slab upper arch or not can be efficiently and accurately detected with lower detection cost, so that the detection cost is reduced, and the detection precision is improved. Therefore, the risk track section that the track slab is arched upwards on the target track can be found and maintained in time, and the running safety of the train on the target track is protected.

Drawings

In order to more clearly illustrate the embodiments of the present specification, the drawings needed to be used in the embodiments will be briefly described below, and the drawings in the following description are only some of the embodiments described in the specification, and it is obvious to those skilled in the art that other drawings can be obtained based on the drawings without any inventive work.

Fig. 1 is a schematic flowchart of a detection method for detecting an arch on a track slab according to an embodiment of the present disclosure;

fig. 2 is a schematic diagram of an embodiment of a detection method for detecting an arch on a track slab, to which the embodiments of the present specification are applied, in an example scenario;

fig. 3 is a schematic diagram of an embodiment of a detection method for detecting an arch on a track slab, to which the embodiments of the present specification are applied, in a scene example;

fig. 4 is a schematic diagram of an embodiment of a detection method for detecting an arch on a track slab, to which the embodiments of the present specification are applied, in a scene example;

FIG. 5 is a schematic diagram of a server according to an embodiment of the present disclosure;

fig. 6 is a schematic structural component view of a detection device for detecting whether a track slab is arched according to an embodiment of the present disclosure;

fig. 7 is a schematic diagram of an embodiment of a detection method for detecting an arch on a track slab, to which the embodiments of the present specification are applied, in a scene example;

fig. 8 is a schematic diagram of an embodiment of a detection method for detecting an arch on a track slab, to which the embodiments of the present specification are applied, in a scene example.

Detailed Description

In order to make those skilled in the art better understand the technical solutions in the present specification, the technical solutions in the embodiments of the present specification will be clearly and completely described below with reference to the drawings in the embodiments of the present specification, and it is obvious that the described embodiments are only a part of the embodiments of the present specification, and not all of the embodiments. All other embodiments obtained by a person skilled in the art based on the embodiments in the present specification without any inventive step should fall within the scope of protection of the present specification.

In consideration of the fact that track geometric irregularity dynamic detection or track geometric form and position static detection is mostly adopted when the track is detected and judged to have track slab camber based on the existing method, track slab camber is identified by detecting track geometric irregularity data or track geometric behaviors. However, when the detection method is used for detecting the upper arch of the track slab, on one hand, the problems of high detection cost, low detection efficiency and the like exist, for example, when the geometric shape and position static detection of the track is used for detection, a large amount of labor cost needs to be consumed, and a large amount of workers are arranged to perform manual detection and identification section by section along the track; on the other hand, the detection accuracy is poor, and omission or errors are prone to occur, for example, when the track geometric irregularity dynamic detection is adopted for detection, the upward arching deformation of the track slab with a small amplitude is often omitted.

In view of the above problems of the prior art, the present application considers that when a train on a track (e.g., a motor car running on a ballastless track, etc.) is running, the bogie of the train itself has self-vibration in addition to forced vibration generated by external excitation. When the external excitation frequency of the bogie of the train is the same as or close to the natural frequency (or natural frequency), the mechanical structure of the bogie resonates. Further, track irregularities produce periodic components consistent with the slab length after the track slab has sprung up. The excitation frequency of such periodic rail irregularities is often close to the natural frequency of the bogie, which tends to cause vertical resonance of the bogie frame.

Therefore, the rail upwarp on the track can be detected and identified by calculating and according to the acceleration signal dominant frequency and the excitation frequency of the vertical acceleration of the framework based on the dimension of the vibration frequency, so that the detection precision is improved, the detection cost is reduced, and whether the target track has the rail plate upwarp or not is detected and judged efficiently and accurately.

Based on the above thought, referring to fig. 1, the embodiment of the present specification provides a method for detecting an arching of a track slab. When the method is implemented, the following contents may be included.

S101: controlling a detection train to run on a target track, and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame;

s102: according to the mileage data, vertically accelerating the collected frameworks into a plurality of segments;

s103: calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data;

s104: and determining whether the target track has the track slab upwarp or not according to the acceleration signal main frequency and the excitation frequency of each section.

Through the embodiment, the track arching on the track can be detected and identified through calculation with relatively low cost and according to the acceleration signal dominant frequency and the excitation frequency of the vertical acceleration of the framework based on the dimension of the vibration frequency, so that the detection precision is improved, and whether the track slab arching exists on the target track is efficiently and accurately detected and judged.

In some embodiments, the track slab may be a structural form of slab in a track to support and secure the rail, and to distribute loads transmitted by a train passing through the track to the sub-track components of the sub-slab base.

The track slab arching can specifically mean that the track slab is arched due to the fact that the middle of the track slab is high and two sides of the track slab are low under certain conditions. In particular, as shown in fig. 2. The track slab arching can be regarded as periodic irregularity.

In some embodiments, the detection train (or the integrated detection train) may be specifically understood as a professional detection train having the same running speed as the train running on the target track. A plurality of different detection devices, such as a speed sensor, a speedometer, an acceleration sensor, etc., may be disposed on the detection train. Correspondingly, the detection data collected by the detection train may specifically include: mileage data (or mileage information), driving speed, vertical frame acceleration, and the like.

In some embodiments, before implementation, referring to fig. 3, an acceleration sensor may be disposed on a side of a bogie of a test train for acquiring a vertical frame acceleration of the bogie of the test train.

The vertical acceleration of the frame may be an acceleration signal collected by an acceleration sensor disposed on a side surface of a bogie of the detection train, and is a non-stationary signal. A power spectrum (or referred to as a margin spectrum) may be formed based on the acceleration signal.

In some embodiments, the target track may be a track to be detected to determine whether an arch on the track slab exists.

In some embodiments, in implementation, when the target track needs to be detected and maintained, or every preset time period (for example, every half year, etc.), the detection train is controlled to run on the target track; in the running process, the detection train is controlled to acquire mileage data, running speed, vertical acceleration of the framework and the like of a plurality of sampling points through the arranged detection equipment according to the preset sampling frequency to serve as the detection data. Wherein each sampling point corresponds to a sampling time.

In some embodiments, the collected detection data may specifically include detection data of a plurality of sampling points. The detection data of each sampling point may specifically include mileage data, driving speed, vertical frame acceleration, and the like corresponding to the sampling point.

In some embodiments, the preset sampling frequency may be set to 5000 Hz.

In some embodiments, the vertical frame acceleration may be acquired by an acceleration sensor disposed on a bogie of the test train.

In some embodiments, the collected vertical frame accelerations may be divided into a plurality of segments according to the mileage data and a preset sampling frequency.

Specifically, for example, a plurality of frame vertical accelerations arranged according to a sampling time (for example, frame vertical accelerations corresponding to N sampling points) may be divided into M segments; wherein each segment includes N/M gantry vertical accelerations. Each of the graduations may be associated with an actual track segment on the target track based on the mileage data of the sampling points included in each segment.

In some embodiments, each segment may include, in addition to the vertical frame acceleration including the plurality of sampling points, mileage data (or mileage data corresponding to the segment) and a driving speed (or driving speed corresponding to the segment) of the plurality of sampling points.

In some embodiments, the calculating the excitation frequency of each of the plurality of segments according to the detection data may include the following steps: the excitation frequency of the current segment of the plurality of segments is calculated as follows:

s1: acquiring the length of a track slab;

s2: determining a corresponding average running speed according to the running speed corresponding to the current segment;

s3: and calculating the quotient of the average running speed and the length of the track slab as the excitation frequency of the current segment.

The excitation frequency may specifically refer to an excitation frequency generated by a certain length of irregularity at a certain speed.

Specifically, for example, it may be determined that the track slab length in the track segment corresponding to the current segment is L; calculating a speed average value V according to the running speed of the sampling point contained in the current segment, and taking the speed average value V as the average running speed corresponding to the current segment; and then the excitation frequency of the current segment is calculated according to the following formula: fa is V/L.

With the above-described embodiment, the excitation frequency of each of the plurality of segments can be calculated in the manner described above for processing the current segment.

In some embodiments, the calculating, according to the detection data, the main frequency of the acceleration signal of each of the plurality of segments may be implemented as follows: calculating the acceleration signal dominant frequency of the current segment in the plurality of segments according to the following mode: and according to a plurality of vertical frame accelerations contained in the current segment and a preset sampling frequency, performing data processing such as Fourier transform to obtain the main frequency (which can be recorded as fc) of the acceleration signal of the current segment.

By the above embodiment, the acceleration signal dominant frequency of each of the plurality of segments can be calculated according to the above manner of processing the current segment.

In some embodiments, the determining whether the target track has the track slab camber or not according to the main frequency and the excitation frequency of the acceleration signal of each segment may include the following steps:

s1: calculating to obtain the frequency difference value of the acceleration signal main frequency and the excitation frequency of each section;

s2: detecting whether the frequency difference value of at least one segment in the plurality of segments is smaller than a preset frequency threshold value;

s3: and under the condition that the frequency difference value of at least one of the plurality of segments is smaller than a preset frequency threshold value, determining that the target track is arched on the track slab.

The preset frequency threshold may be a minimum value. Specifically, for example, the preset frequency threshold may be set to 1 Hz. Of course, it should be noted that the above listed preset frequency threshold is only an exemplary illustration. In specific implementation, the preset frequency threshold may also be set to other suitable values according to specific situations and processing requirements.

In some embodiments, when it is detected that the frequency value of a certain segment is smaller than a preset frequency threshold, it may be determined that the dominant frequency of the acceleration signal of the segment is the same as or close to the excitation frequency of the segment, and resonance occurs; and then it can be determined that the track segment corresponding to the segment on the target track has a high probability of being arched on the track slab.

In some embodiments, it is further considered that, in some cases, even if the dominant frequency of the acceleration signal of a certain segment is determined to be the same as or close to the excitation frequency of the segment, the spectral energy of the acceleration signal of the segment may be distributed more uniformly and less intensively. Therefore, it cannot be accurately determined that the track segment corresponding to the segment is arched on the track slab. In order to determine whether the segment actually exists on the track arch more accurately and further reduce the detection error, under the condition that the frequency difference value of a certain segment is determined to be smaller than the preset frequency threshold, the energy ratio in the preset frequency band range of the acceleration signal dominant frequency of the segment can be determined from the dimension of the power spectrum, so that whether the segment actually exists on the track arch or not can be determined more accurately.

In some embodiments, when it is determined that the frequency difference value of at least one of the plurality of segments is smaller than the preset frequency threshold, the method may further include the following steps:

s1: determining the segment with the frequency difference value smaller than a preset frequency threshold value as a segment to be determined;

s2: calculating the energy ratio of the acceleration signal dominant frequency of the to-be-determined section within a preset frequency band range according to the vertical acceleration of the framework contained in the to-be-determined section;

s3: detecting whether the energy ratio of the acceleration signal main frequency to be segmented in a preset frequency band range is larger than a preset ratio threshold value or not;

s4: and under the condition that the energy ratio in the preset frequency band range of the acceleration signal main frequency of at least one to-be-determined section is determined to be greater than a preset ratio threshold, determining that the target track has the track slab upper arch.

The energy ratio of the acceleration signal main frequency in the preset frequency band range may be specifically a ratio between the frequency spectrum energy of the acceleration signal in the preset frequency band range and the total frequency spectrum energy.

The preset frequency band range may specifically be a preset frequency range with the main frequency of the acceleration signal as a center frequency (a frequency corresponding to a peak of the marginal spectrum). Specifically, the preset frequency band range may be represented as: [ fc-f', fc + f ]. Wherein, the value of f' can be 3 Hz.

The preset proportional threshold may be 60%.

Of course, the above listed preset frequency band ranges and preset ratio thresholds are only illustrative. In specific implementation, according to specific situations and precision requirements, the preset frequency band range may be set to other suitable frequency ranges, and the preset proportional threshold may be set to other suitable proportional values.

In some embodiments, specifically, when it is determined that the energy ratio in the preset frequency band range of the dominant frequency of the acceleration signal of at least one to-be-segmented unit in the to-be-segmented unit is greater than the preset ratio threshold, it may be determined that the distribution of the spectral energy of the acceleration signal of the to-be-segmented unit is relatively concentrated near the dominant frequency (fc), as shown in fig. 4. At this time, it can be determined that the target track is arched on the track slab. And further determining the undetermined segment with the energy ratio in the preset frequency band range of the acceleration signal main frequency larger than the preset ratio threshold as the target segment.

In some embodiments, specifically, when it is determined that the energy ratio in the preset frequency band range of the acceleration signal dominant frequency of any one of the sections to be determined is not greater than a preset ratio threshold, it may be determined that the target track does not have the track slab crown.

In some embodiments, after determining that the target track has the track arch, the method may further include, when implemented:

s1: determining the undetermined segment with the energy ratio of the acceleration signal main frequency within the preset frequency band range larger than a preset ratio threshold as a target segment;

s2: determining a corresponding track segment on the target track according to the mileage data corresponding to the target segment, and taking the track segment as a risk track segment; wherein the risk track segment is a track segment with an upper arch of a track slab.

Through the embodiment, the risk track segment with the track slab arching can be accurately positioned on the target track.

In some embodiments, after determining the risk trajectory segment, when the method is implemented, the following may be further included: determining position information of a risk track segment; generating maintenance prompt information about the risk track segment; wherein the maintenance prompting information at least carries position information of the risky track segment.

In this embodiment, in specific implementation, the position information of the risk track segment may be determined according to the mileage data of the plurality of sampling points included in the target segment and by combining the starting mileage point.

After the maintenance prompt information about the risk track segment is generated, the maintenance prompt information can be sent to a track maintenance center, so that the track maintenance center can arrange corresponding track maintenance equipment or maintenance personnel to go to the risk track segment in time according to the position information carried by the maintenance prompt information, and perform corresponding maintenance processing on the risk track segment, so as to protect the running safety of a train on the risk track segment.

In some embodiments, before specific implementation, historical maintenance records can be obtained and collected, the arching conditions of the track slabs at different degrees can be distinguished, and matched preset maintenance strategies are configured for the arching conditions of the track slabs at different degrees; meanwhile, by combining historical track detection data, the corresponding relation between the track upwarp conditions of different degrees and the energy ratio in the preset frequency band range of the acceleration signal main frequency is established.

In specific implementation, after the target segment is determined to be arched on the track, the corresponding degree of arching on the track can be further determined according to the corresponding relation; and then determining the matched preset maintenance strategy as a target maintenance strategy.

Correspondingly, the target maintenance strategy and the maintenance prompt information can be sent to the track maintenance center together, so that the risk track segment corresponding to the target segment can be maintained in a targeted manner by adopting a proper target maintenance strategy, and a better maintenance effect is obtained.

As can be seen from the above, based on the detection method for detecting the upward arching of the track slab provided in the embodiment of the present specification, when a target track needs to be detected and maintained, a detection train can be controlled to run on the target track first, and detection data is collected according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame; then, according to the mileage data, vertically accelerating the collected multiple frameworks into multiple segments; calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data; and further, whether the target track has the track slab upwarp can be determined according to the acceleration signal main frequency and the excitation frequency of each section. By calculating and according to the main frequency and the excitation frequency of the acceleration signal of each section, whether the target track has the track slab upper arch or not can be efficiently and accurately detected and determined with lower detection cost, the detection cost is reduced, and the detection precision is improved. Therefore, the risk track section that the track slab is arched upwards on the target track can be found and maintained in time, and the running safety of the train on the target track is protected.

Embodiments of the present specification further provide a server, including a processor and a memory for storing processor-executable instructions, where the processor, when implemented, may perform the following steps according to the instructions: controlling a detection train to run on a target track, and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame; according to the mileage data, vertically accelerating the collected frameworks into a plurality of segments; calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data; and determining whether the target track has the track slab upwarp or not according to the acceleration signal main frequency and the excitation frequency of each section.

In order to more accurately complete the above instructions, referring to fig. 5, another specific server is provided in the embodiments of the present specification, wherein the server includes a network communication port 501, a processor 502 and a memory 503, and the above structures are connected by an internal cable, so that the structures can perform specific data interaction.

The network communication port 501 may be specifically configured to acquire detection data acquired according to a preset sampling frequency when a detection train runs on a target track; wherein the detection data comprises: mileage data, travel speed, and vertical frame acceleration.

The processor 502 may be specifically configured to vertically accelerate the collected multiple frameworks into multiple segments according to the mileage data; calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data; and determining whether the target track has the track slab upwarp or not according to the acceleration signal main frequency and the excitation frequency of each section.

The memory 503 may be specifically configured to store a corresponding instruction program.

In this embodiment, the network communication port 501 may be a virtual port that is bound to different communication protocols, so that different data can be sent or received. For example, the network communication port may be a port responsible for web data communication, a port responsible for FTP data communication, or a port responsible for mail data communication. In addition, the network communication port can also be a communication interface or a communication chip of an entity. For example, it may be a wireless mobile network communication chip, such as GSM, CDMA, etc.; it can also be a Wifi chip; it may also be a bluetooth chip.

In this embodiment, the processor 502 may be implemented in any suitable manner. For example, the processor may take the form of, for example, a microprocessor or processor and a computer-readable medium that stores computer-readable program code (e.g., software or firmware) executable by the (micro) processor, logic gates, switches, an Application Specific Integrated Circuit (ASIC), a programmable logic controller, an embedded microcontroller, and so forth. The description is not intended to be limiting.

In this embodiment, the memory 503 may include multiple layers, and in a digital system, the memory may be any memory as long as binary data can be stored; in an integrated circuit, a circuit without a physical form and with a storage function is also called a memory, such as a RAM, a FIFO and the like; in the system, the storage device in physical form is also called a memory, such as a memory bank, a TF card and the like.

The present specification further provides a computer storage medium based on the above-mentioned track slab camber detection method, where the computer storage medium stores computer program instructions, and when the computer program instructions are executed, the computer program instructions implement: controlling a detection train to run on a target track, and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame; according to the mileage data, vertically accelerating the collected frameworks into a plurality of segments; calculating the acceleration signal main frequency and the excitation frequency of each section in the plurality of sections according to the detection data; and determining whether the target track has the track slab upwarp or not according to the acceleration signal main frequency and the excitation frequency of each section.

In this embodiment, the storage medium includes, but is not limited to, a Random Access Memory (RAM), a Read-Only Memory (ROM), a Cache (Cache), a Hard Disk Drive (HDD), or a Memory Card (Memory Card). The memory may be used to store computer program instructions. The network communication unit may be an interface for performing network connection communication, which is set in accordance with a standard prescribed by a communication protocol.

In this embodiment, the functions and effects specifically realized by the program instructions stored in the computer storage medium can be explained by comparing with other embodiments, and are not described herein again.

Referring to fig. 6, in a software level, an embodiment of the present disclosure further provides a device for detecting an arching of a track slab, where the device may specifically include the following structural modules:

the acquisition module 601 is specifically used for controlling a detection train to run on a target track and acquiring detection data according to a preset sampling frequency; wherein the detection data comprises: mileage data, driving speed, vertical acceleration of the frame;

a dividing module 602, which may be specifically configured to vertically accelerate and divide the collected multiple frameworks into multiple segments according to the mileage data;

a calculating module 603, specifically configured to calculate, according to the detection data, a dominant frequency and an excitation frequency of the acceleration signal of each of the multiple segments;

the determining module 604 may be specifically configured to determine whether the target track has an upper track slab arch according to the main frequency of the acceleration signal and the excitation frequency of each segment.

In some embodiments, the frame vertical acceleration is collected by an acceleration sensor disposed on a bogie of the test train.

In some embodiments, when the calculating module 603 is implemented, the excitation frequency of the current segment of the plurality of segments may be calculated as follows: acquiring the length of a track slab; determining a corresponding average running speed according to the running speed corresponding to the current segment; and calculating the quotient of the average running speed and the length of the track slab as the excitation frequency of the current segment.

In some embodiments, when the determining module 604 is implemented, it may determine whether the target track has track slab camber according to the main frequency and excitation frequency of the acceleration signal of each segment in the following manner: calculating to obtain the frequency difference value of the acceleration signal main frequency and the excitation frequency of each section; detecting whether the frequency difference value of at least one segment in the plurality of segments is smaller than a preset frequency threshold value; and under the condition that the frequency difference value of at least one of the plurality of segments is smaller than a preset frequency threshold value, determining that the target track is arched on the track slab.

In some embodiments, in practical implementation, the determining module 604 is further configured to determine, as the segment to be determined, the segment whose frequency difference is smaller than the preset frequency threshold when it is determined that the frequency difference of at least one segment in the plurality of segments is smaller than the preset frequency threshold; calculating the energy ratio of the acceleration signal dominant frequency of the to-be-determined section within a preset frequency band range according to the vertical acceleration of the framework contained in the to-be-determined section; detecting whether the energy ratio of the acceleration signal main frequency to be segmented in a preset frequency band range is larger than a preset ratio threshold value or not; and under the condition that the energy ratio in the preset frequency band range of the acceleration signal main frequency of at least one to-be-determined section is determined to be greater than a preset ratio threshold, determining that the target track has the track slab upper arch.

In some embodiments, after determining that the target track has the track arch, when the apparatus is implemented, the apparatus is further configured to determine, as the target segment, a segment to be determined in which an energy ratio within a preset frequency band range of the dominant frequency of the acceleration signal is greater than a preset ratio threshold; determining a corresponding track segment on the target track according to the mileage data corresponding to the target segment, and taking the track segment as a risk track segment; wherein the risk track segment is a track segment with an upper arch of a track slab.

In some embodiments, after determining the risk trajectory segment, the apparatus, when implemented, is further configured to determine location information of the risk trajectory segment; generating maintenance prompt information about the risk track segment; wherein the maintenance prompting information at least carries position information of the risky track segment.

It should be noted that, the units, devices, modules, etc. illustrated in the above embodiments may be implemented by a computer chip or an entity, or implemented by a product with certain functions. For convenience of description, the above devices are described as being divided into various modules by functions, and are described separately. It is to be understood that, in implementing the present specification, functions of each module may be implemented in one or more pieces of software and/or hardware, or a module that implements the same function may be implemented by a combination of a plurality of sub-modules or sub-units, or the like. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

Therefore, based on the detection device for detecting whether the track slab is arched or not provided by the embodiment of the specification, whether the track slab is arched or not can be efficiently and accurately detected and determined with lower detection cost through calculating and according to the main frequency and the excitation frequency of the acceleration signal of each segment. Therefore, the risk track section that the track slab is arched upwards on the target track can be found and maintained in time, and the running safety of the train on the target track is protected.

In a specific scenario example, the track slab arching detection method provided in the embodiment of the present specification may be applied to detect and identify the track slab arching of the ballastless track.

In the present scenario example, in implementation, the frame acceleration (or referred to as frame vertical acceleration), the line mileage information (mileage data), and the train operation speed information (driving speed) may be obtained by high-speed comprehensive detection of the train.

Wherein the frame acceleration is consistent with the sampling frequency of the train running speed information (for example, the same preset sampling frequency is used). Specifically, the line mileage information and the frame acceleration information and speed information may be sequentially recorded in a data table (to acquire detection data) in the same sampling process.

The table used can be seen in figure 7. Wherein the first column is used for recording route mileage information and representing the geographical position of the route. The second column is used to record frame vibration acceleration information. The frame acceleration sensor may in particular be mounted on the side of the frame and suspended near above, in a position as shown in fig. 2. The third column is used to record speed information when the train is in operation.

The arching of the track slab of the high-speed railway is a common phenomenon and can be seen in fig. 3. The method is characterized in that: the middle part of the track plate is arched upwards, and the whole plate is arched.

During detection, the high-speed comprehensive detection train can detect the high-speed railway line for 2 times at regular intervals every month, and detection data are acquired in the detection process.

In the scene example, considering that the bogie of the motor train unit is forced to vibrate due to external excitation and has a natural frequency, when the external excitation frequency is close to the natural vibration frequency, the mechanical system of the bogie generates a resonance phenomenon. Due to the arching of the track slab, the irregularity of the track generates a periodic component corresponding to the slab length. The periodic rail irregularity excitation is close to the natural frequency of the frame itself, causing vertical resonance of the frame. Assuming that the length of the track slab is L and the running speed of the vehicle is V, the generated excitation frequency is as follows: fa is V/L.

Further, it is considered that the vibration sensor can be used for collecting the vibration acceleration data of the framework and analyzing the vibration dominant frequency fc of the framework. When the vibration dominant frequency fc is consistent with or close to fa, the upwarp phenomenon of the section is judged to occur.

In view of the above, after the acquisition of the detection data, the detection of the identified track camber can be detected by processing the detection data, as shown in fig. 8.

First, the frame acceleration data of the total length N (N represents the number of sampling points, N is 1,2,3, …, N-1, N) is divided into M segments according to the mileage, and the division can be performed by referring to the following equation:

M＝[N/3900]

where [ ] denotes the rounding down, 3900 denotes the number of sample points contained in each segment.

Accordingly, the divided ith piece of data Si can be expressed as the form:

Si＝(i-1)*3900+1,(i-1)*3900+2,(i-1)*3900+3,…,(i-1)*3900+3899,i*3900，i＝1,2,3,…,M。

then, the vertical acceleration of the frame can be processed by a time-frequency analysis method to obtain a marginal spectrum, and the central frequency fc (or the main frequency of the acceleration signal) of each segmented marginal spectrum is obtained. Then, the theoretical excitation frequency fa (or excitation frequency) generated by the fixed plate length under the speed is calculated by utilizing the speed information. Specifically, the theoretical excitation frequency can be calculated according to the following equation:

fa＝V/L

wherein V is the running speed and L is the track slab length.

Then, numerical comparisons were made.

When the difference value between the central frequency and the theoretical frequency is within 1Hz, it can be further determined whether the energy in the frequency band range of the central frequency fc ± 3Hz (e.g. the preset frequency band range) accounts for more than 60% of the total energy. If yes, judging that the section has the track slab upwarp. And if the result is not yes, judging that the section is not arched. The acceleration energy may be represented using a sum of squares of the acceleration signal, among other things.

When the center frequency is not equal to the theoretical frequency, it can be determined that no track camber has occurred in the sector.

Through the scene example, it is verified that the track slab arching detection method provided by the embodiment of the specification can be used for efficiently and accurately detecting and determining whether the target track has the track slab arching or not with lower detection cost.

Although the present specification provides method steps as described in the examples or flowcharts, additional or fewer steps may be included based on conventional or non-inventive means. The order of steps recited in the embodiments is merely one manner of performing the steps in a multitude of orders and does not represent the only order of execution. When an apparatus or client product in practice executes, it may execute sequentially or in parallel (e.g., in a parallel processor or multithreaded processing environment, or even in a distributed data processing environment) according to the embodiments or methods shown in the figures. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, the presence of additional identical or equivalent elements in a process, method, article, or apparatus that comprises the recited elements is not excluded. The terms first, second, etc. are used to denote names, but not any particular order.

Those skilled in the art will also appreciate that, in addition to implementing the controller as pure computer readable program code, the same functionality can be implemented by logically programming method steps such that the controller is in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers, embedded microcontrollers and the like. Such a controller may therefore be considered as a hardware component, and the means included therein for performing the various functions may also be considered as a structure within the hardware component. Or even means for performing the functions may be regarded as being both a software module for performing the method and a structure within a hardware component.

This description may be described in the general context of computer-executable instructions, such as program modules, being executed by a computer. Generally, program modules include routines, programs, objects, components, data structures, classes, etc. that perform particular tasks or implement particular abstract data types. The specification may also be practiced in distributed computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including memory storage devices.

From the above description of the embodiments, it is clear to those skilled in the art that the present specification can be implemented by software plus necessary general hardware platform. With this understanding, the technical solutions in the present specification may be essentially embodied in the form of a software product, which may be stored in a storage medium, such as a ROM/RAM, a magnetic disk, an optical disk, etc., and includes several instructions for enabling a computer device (which may be a personal computer, a mobile terminal, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments in the present specification.

The embodiments in the present specification are described in a progressive manner, and the same or similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. The description is operational with numerous general purpose or special purpose computing system environments or configurations. For example: personal computers, server computers, hand-held or portable devices, tablet-type devices, multiprocessor systems, microprocessor-based systems, set top boxes, programmable electronic devices, network PCs, minicomputers, mainframe computers, distributed computing environments that include any of the above systems or devices, and the like.

While the specification has been described with examples, those skilled in the art will appreciate that there are numerous variations and permutations of the specification that do not depart from the spirit of the specification, and it is intended that the appended claims include such variations and modifications that do not depart from the spirit of the specification.