Automatic aligning control method with wearing compensation

Abstract

The invention discloses an automatic aligning control method with wearing compensation. The method comprises the following steps of S10), acquiring inside contour data of a steel rail, and actual position of a detecting wheel; S20), calculating a rail head wearing amount of a steel rail according to inside contour data of the steel rail, calculating a wearing compensation amount through the wearing amount, and compensating an aligning reference value according to the wearing compensation amount; and S30), performing PID controlling according to the compensated aligning reference value and theactual position of the detecting wheel, and outputting an aligning control value. The automatic aligning control method can settle a technical problem of severe frequency loss on the steel rail with severe rail head wearing on the condition of normal aligning device control offset.

Description

technical field [0001] The invention relates to the field of railway engineering, in particular to an automatic centering control method with wear compensation applied to the automatic centering control of a detection wheel of a rail flaw detection vehicle. Background technique [0002] At present, the automatic centering system officially used on the 80km / h rail flaw detection vehicle in China is imported from Sperry Company of the United States, which is expensive, and the spare parts are also expensive. The centering control algorithm is the core technology that is not transferred and is available for inquiry. There are very few literatures on the centering control algorithm for the rail status of domestic lines. Ultrasonic rail flaw detection is currently recognized worldwide as one of the most effective and important means for early detection of internal rail damage, reducing the risk of rail breakage, and improving train operation safety. The automatic centering contr...

AI Technical Summary

Problems solved by technology

[0012] (2) The rail head inside the rail has serious wear;

[0013] (3) Changes in the relationship between the wheel and the rail lead to a decrease in the ultrasonic incidence area of ​​the contact part between the probe wheel and the tread

[0019] However, the above two articles both measure the wear of the rail head through the structured light visual measurement system. The theoretical basis is the provisions of the "Railway Line Maintenance Rules": the vertical wear Wv of the rail is at 1 / 3 of the width of the top surface of the rail ( Measured from the standard action side), the side wear Wh is measured at 16m below the top of the rail, and the total wear value This measurement method is mainly applicable when the measured rail and the measurement system are in a static state, and the structured light can completely reflect the contour, so that it is possible to obtain the required measurement point parameters

In short, the above two articles are all about how to measure wear according to the standard regulations, but when the vehicle is moving, the track profile of the structured light is often incomplete, and the required data of the two positions may not be available.

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