General speed line steel rail use state evaluation method

A state evaluation and rail technology, applied in the direction of track, road, track maintenance, etc., can solve the problem of low completion of normal-speed line grinding operations, achieve the effect of optimizing planning arrangements and improving resource utilization

Inactive Publication Date: 2020-08-18
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AI-Extracted Technical Summary

Problems solved by technology

This leads to a low degree of completion of ordinary speed line grinding operations
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Method used

The following is the Beijing-Shanghai line rail use status evaluation table, according to the rail classification principle, the rails in each interval are classified and detected, by passing the total weight of the rail GQI, the light belt, the rails, the rail wear, and the recent grinding. Weight, rail damage, rail disease and other items are evaluated, and finally...
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The invention discloses a general speed line steel rail use state evaluation method, which comprises the following steps of: firstly, dividing a measurement interval according to different jurisdiction areas of various work sections and annual total passing amount, collecting steel rail information in the interval, and determining a measurement mileage according to the steel rail information; then, conducting steel rail detection, and obtaining steel rail information parameters including steel rail profile GQI, abrasion loss, light band width and position, disease conditions and damage results; evaluating the use state of the steel rail according to the detected information parameters of the steel rail, the total passing amount of the steel rail and the total passing amount after recent polishing; scoring according to the basic parameters of the steel rail state; deducting scores according to the result of the disease; and finally giving the total score of the steel rail, and guiding the polishing of the steel rail according to the rating state. According to the general speed line steel rail use state evaluation method, all indexes of the steel rail are comprehensively considered,and steel rail data information is obtained through measurement, and the steel rail is subjected to refined scoring and rating, steel rail polishing plan arrangement is optimized according to rating information, and the resource utilization rate is increased.

Application Domain

ResourcesRailway track construction +1

Technology Topic

Industrial engineeringRail profile +1


  • General speed line steel rail use state evaluation method
  • General speed line steel rail use state evaluation method
  • General speed line steel rail use state evaluation method


  • Experimental program(1)

Example Embodiment

[0084] The present invention will be further described in detail below in conjunction with the accompanying drawings of the specification.
[0085] The present invention is a method for evaluating the use status of rails on a general-speed line, which is specifically implemented through the following steps:
[0086] Step 1: Divide the measurement interval according to the different jurisdictions of each public works section and the total annual passing volume.
[0087] In the process of division, it is necessary to weigh the total annual throughput of steel rails and the responsible areas of different sections, and divide the rails with the same or similar annual total throughput (a difference of 10Mt) within the jurisdiction of the same section into a section. For example, according to different jurisdictions, it is divided into Xuzhou, Bengbu, Nanjing and Shanghai public works sections, and Xuzhou public works sections are divided into Liguo-Xuzhou section, Xuzhou-Fuliji section and other sections according to the different throughput.
[0088] Step 2: Determine the detection mileage based on the rail information.
[0089] Collect the relevant information of the entire line, including the rail grinding history, the total weight of the rail, the year of the rail, and the rail curve information to determine the rail inspection mileage. The polishing history refers to the statistical information of the rail use time, the number of polishing times, and the polishing time; the total rail passing weight refers to the total weight of the vehicle passing above the rail; the year when the rail is on the road refers to the date when the rail is laid; the rail curve information refers to the rail The length and proportion of lines with different curve radii in the interval.
[0090] Step 3: Detect the basic information of each section of the rail, mainly including rail profile GQI, rail wear, rail light belt position, rail disease, rail damage results and other information. This information is an important parameter for rail evaluation.
[0091] Step 4: According to the rail information described in step 3, combined with the total passing weight of the recent rail after grinding, evaluate the use status of the rail in each section. The assessment mainly includes two aspects, one is the state-based score, and the other is the deduction of rail defects.
[0092] Among them, the basic state score is based on the GQI, light strip, total rail weight, rail wear, total weight after recent grinding, and rail damage as the basic score of the rail state, combined with various diseases of the rail (such as fish scale damage, missing pieces) , Abrasions, fat edges, corrugated, etc.).
[0093] The specific methods of the above-mentioned status base scoring are as follows:
[0094] a. GQI score:
[0095] The GQI of the detection section is calculated as follows:
[0097] Among them, i represents the total number of curved and straight sections contained in the rail in the section, GQI i Represents the GQI score value of the i-th line or curve, l i Represents the length of the i-th straight line or curve, and L represents the total length of the rail in the detection section.
[0098] b. Light band score:
[0099] The light band width and light band position score in the detection section, the light band score is weighted by the light band width score and the light band position score, as follows:
[0100] Light belt score = light belt width score × 0.7 + light belt position score × 0.3
[0101] ①The calculation method of light band width score is as follows:
[0103] Where b i Is the width of the light band of the i-th straight line or curve.
[0104] ②The calculation method of the position score of the light band is as follows:
[0106] Where a i It is the distance from the inner side of the i-th straight or curved light band.
[0107] c. The total weight of the rail is scored
[0108] The calculation method of interval passing total weight score is as follows:
[0110] among them:
[0111] L a Is the total length of the section rail, the same as below;
[0113] J is the number of rail curves and straight lines in the interval, TW j It is the total passing weight of the j-th straight or straight rail, and the unit is Mt.
[0114] d. Rail wear score
[0115] For the scoring of the abrasion in the detection interval, the rail abrasion reaches a score of 0 for a serious injury, and the demarcation point for a minor rail abrasion is a 50-point benchmark for evaluation.
[0117] among them:
[0119] W1 j Is the vertical grinding of the j-th curved (straight) line, W2 j It is the side grinding of the j-th curved (straight) line.
[0120] e. Pass the total weight score after the recent polishing
[0121] According to the record of the most recent polishing of each curve or straight line, the cumulative traffic volume since the most recent polishing is scored for each straight line and curve, according to Article 4.12.3 of the "Regulations for Repair of Normal Speed ​​Railway Lines".
[0123] among them:
[0125] Among them, TL j It is the accumulated total weight after the last polishing.
[0126] f. Rail damage score
[0127] Within each interval, 15 points will be deducted for minor injuries, 30 points for minor injuries, and 55 points for serious injuries, and 0 points will be deducted for 100 points or more. Minor injuries, minor injuries, and serious injuries are the rail damage data directly derived from the rail flaw detection system.
[0128] Rail damage score = 100-(FG Light hair ×15+FG light ×30+FG weight ×55)
[0129] Where FG Light hair For minor injuries, FG light For minor injuries, FG weight For serious injuries.
[0130] The points deducted for the above-mentioned rail diseases are as follows:
[0131] A. Points deduction for fish scale injuries
[0132] According to the proportion of the distribution length of the fish scales in the detection section, the corresponding deductions are made, 30 points for light scale injuries and 70 points for heavy scale injuries. A portable flaw detector is used to detect the severity of fish scale injuries. Fish scales with a depth of more than 1mm are judged as heavy, and fish scales with a depth of less than 1mm are judged as light.
[0133] The calculation method is as follows:
[0135] FI light Is the distribution length of light scale wounds, FI weight Is the distribution length of heavy scale wounds, L song To detect the curve length of the section.
[0136] B. Deductions for falling blocks
[0137] For each spot in the inspection section, 10 points will be deducted, medium-sized pieces will be deducted 30 points, and heavy-type pieces will be deducted 60 points. , But did not meet the serious injury standard, and the heavy and severe damage standards were met. For the minor and serious injury standards, refer to Article 3.6.3 of the "Regulations for the Repair of Normal Speed ​​Railway Lines".
[0138] Block deduction = FD light ×10+FD in ×30+FD weight ×60
[0139] Among them: FD light For light drop, FD in For medium-sized drop block, FD weight For heavy drop.
[0140] C. Deduction for abrasions
[0141] In the inspection section, 10 points are deducted for light abrasions, 30 points for medium abrasions, 60 points for heavy abrasions, light abrasions are deducted from the standard for abrasions that do not meet the minor standard, and medium abrasions are deducted for a minor injury. , But did not meet the severe injury standard, and the severe abrasion is the abrasion meeting the severe injury standard. The standards for minor and serious injuries refer to Article 3.6.3 of "Regulations for Repair of Normal Speed ​​Railway Lines".
[0142] Deductions for abrasions = FB light ×10+FB in ×30+FB weight ×60
[0143] Among them: FB light For light bruises, FB in For medium abrasions, FB weight For heavy scrapes
[0144] D. Corrugated deduction
[0145] Each spot in the inspection section will deduct 20 points for light corrugation and 60 points for heavy corrugation. Light corrugation means that corrugation does not meet the minor injury standard, and heavy corrugation means that the minor injury standard is reached. Refer to the "General Speed ​​Railway Article 3.6.3 of Line Repair Rules.
[0146] Corrugated deduction = FC light ×20+FC weight ×60
[0147] Among them: FC light For light corrugated, FC weight For heavy corrugated.
[0148] E, fat side deduction
[0149] Points will be deducted for each fat edge in the inspection section, 15 points for light fat edges and 40 points for heavy fat edges. Light fat edges means that fat edges do not exceed the remediation standards, and heavy fat edges exceed the remediation standards. Remediation limits refer to Article 3.6.12 of "General Speed ​​Railway Line Repair Rules".
[0150] Fat edge deduction = FE light ×15+FE weight ×40
[0151] Among them: FE light For light fat edge, FE weight For heavy fat edge.
[0152] Step 5: Scoring and grading the rail use status.
[0153] For the basic score of the rail status, because the wheel-rail relationship affects one of the key indicators of the rail use status, the rail profile GQI score is given a weight of 60%, and the weight of other indicators is 5% for the light belt, 5% of the total weight of the rail passing, and the rail 5% wear, 10% of the total weight after the last polishing, 15% of the rail damage, 100% in total. Combining the current situation of the use of the Beijing-Shanghai line rail, the deduction weights for rail diseases are 10% for fish scale injuries, 5% for missing pieces, 5% for abrasions, 5% for fat edges, 5% for corrugation, and a total of 30%, as shown in Table 1.
[0154] Table 1 Weight distribution of rail service status assessment
[0156] After the various indicators are evaluated, the weighted summation is performed according to the different weights of the indicators, and the rail use status is scored and classified. Because it is difficult to measure all the rails in each section during the inspection process, the calculation process GQI score, light belt score, fish scale injury deduction score, block loss deduction score, abrasion deduction score, corrugation deduction score, and fat edge deduction score are all calculated based on the corresponding scores in the detection section for the final rail use status score calculation . The rail service status classification is specifically divided into three levels: A, B, and C. The classification method is as follows:
[0157] Table 2 Classification standards for rail use status
[0158] Serial number fraction grade 1 85 (inclusive)-100 A 2 70 (inclusive)-85 B 3 Below 70 points C
[0159] Step 6: According to the above method, the rail is graded. According to the rating status, guide the rail grinding.
[0160] The following is the evaluation form for the use of rails on the Beijing-Shanghai line. According to the principle of rail classification, the rails in each section are classified and tested. The GQI of the rail, the light strip, the total weight of the rail passing, the rail wear, the total weight after the recent grinding, the rail Evaluation of items such as damage and rail diseases, and finally the rails are rated. Communicate the assessment results to the Ministry of Public Works and sections, prioritize the grinding of the C-level section, and polish the B-type section according to the situation. The limited grinding machine force can be arranged to the poor state section to achieve the improvement of the rail status of use.
[0161] Table 1 Evaluation table of rail service status


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