Method for evaluating repairable grinding opportunity of turnout rail piece

Abstract

The invention relates to a method for evaluating the repairable grinding opportunity of a turnout rail piece, which comprises the following steps of: accurately judging whether the turnout rail piece needs to be subjected to repairable grinding or not and determining the optimal grinding opportunity by comprehensively considering three factors of outline deviation, rail surface damage and rail surface irregularity of the turnout rail piece and utilizing a data analysis and model prediction technology; therefore, the safety and efficiency of railway transportation are ensured.

Description

Technical Field

[0001] The invention relates to the field of railway engineering, in particular to a method for evaluating the repairability and grinding timing of a turnout rail member. Background Art

[0002] As an important equipment in railway transportation, the surface condition of turnout rails has a significant impact on train operation safety and passenger comfort. Due to the long-term rolling friction, impact of train wheels and the influence of the external environment, turnout rails will suffer from block falling, wear, deformation and other defects. If these defects are not repaired and restored in time, they will seriously affect the operation stability and safety of the train. Traditional maintenance methods are often based on experience judgment or regular maintenance cycles, lack of pertinence and efficiency, resulting in waste of resources and poor maintenance effects. How to accurately judge whether turnout rails need repair grinding and determine the best time for grinding has always been a technical problem faced by the railway transportation field. Summary of the invention

[0003] The purpose of the present invention is to provide a method for evaluating the timing of repair grinding of turnout rail parts, which can accurately determine whether the turnout rail parts need to be repaired and grinded, and determine the best grinding time, thereby ensuring the safety and efficiency of railway transportation.

[0004] To achieve the above object, the present invention adopts the following technical solutions:

[0005] A method for evaluating the repair and grinding timing of turnout rail parts. This method comprehensively considers three factors, namely, rail profile, damage and smoothness, and proposes a surface condition degradation index to reasonably evaluate the grinding requirements of turnout rail parts.

[0006] The calculation of the profile deviation index includes the maximum value of the deviation between the measured profile and the designed profile and the ratio of the profile protruding area to the set area;

[0007] Among them, the damage index calculation includes factors such as abrasion, chipping, and fish scales. The abrasion index, chipping index, and crack index are calculated separately, and the largest of the three is taken as the damage index;

[0008] The calculation of the smoothness index includes measuring the maximum absolute value of the high and low peaks and troughs of the rail surface;

[0009] The surface condition degradation index is obtained by comprehensively calculating the profile deviation index, the damage index and the roughness index according to the model algorithm based on the processed data.

[0010] Furthermore, the profile deviation index is obtained by using a detection tool to obtain a profile scatter plot of different sections of the turnout rail, and compared with the designed profile to calculate the deviation index of the turnout rail profile:

[0011] The profile deviation index is defined as PI. The profile deviation of the turnout rail is calculated only for the profile above 16 mm below the rail head. The deviation between the measured profile at the i-th point and the designed profile is d i , only take the positive deviation, take a point every 0.1mm along the profile, d max A is the maximum deviation between the measured profile and the designed profile; t is the deviation between the measured profile and the designed profile and the area enclosed by the horizontal axis. Only the positive deviation is taken. A0 is the area enclosed by d0 and the profile above 16 mm below the rail. W d is the convex point deviation index, k a is the convex point deviation coefficient; W a is the area deviation index, k b is the fat edge deviation coefficient;

[0012] d max =max (d i )

[0013] k a =0.7

[0014] k b =0.3

[0015]

[0016]

[0017] PI = k a *W d +k b *W a ;

[0018] The damage of the turnout rail surface is detected by manual inspection and visual camera, and DI is defined as the rail damage index, SCI is the scratch index, FBI is the block fall index, and FSI is the crack index; d sc The depth of the rail scratch, l fb is the length of the dropped block, d fb is the block drop depth, d fs The depth of fish scale pattern;

[0019]

[0020] DI = Max(SCI, FBI, FSI);

[0021] The definition of rail surface smoothness is the valley peak / valley depth value of the rail height measurement b. max , the peak value of the valley is defined as + value, and the bottom value as - value; then the rail irregularity index is:

[0022]

[0023] Defining PI i is the profile deviation index of the i-th rail; define DI i is the damage index of the i-th rail; define R i is the roughness index of the i-th rail; based on the above rail profile, damage and smoothness data, the surface condition degradation index of the turnout rail is calculated using a set algorithm, which comprehensively reflects the surface condition and grinding requirements of the rail, that is:

[0024]

[0025] W PI , W DI , W RI They are profile deviation, rail damage and rail unevenness coefficient, which are big data statistical values. They are the proportion of the number of times this group of turnouts were ground due to profile deviation, rail damage and rail unevenness in the previous year to the total number of times the turnouts were ground.

[0026] Furthermore, the detection tools used for the profile deviation index include a Minprof profiler and a turnout track inspection trolley.

[0027] Furthermore, the smoothness index uses a turnout track inspection trolley or a straightness meter to measure the smoothness of the rail.

[0028] Furthermore, it also includes formulating a reasonable turnout rail grinding plan based on the evaluation results and the actual situation of railway transportation.

[0029] The present invention adopts the above technical solution, which has the following advantages:

[0030] The present invention combines the traditional experience-based method of turnout rail damage Qualitative The judgment is changed to a comprehensive consideration of the three factors of rail profile, damage and smoothness. Quantification Detection, and proposed a surface condition degradation index to reasonably evaluate the grinding needs of turnout rails. 1) Improved the accuracy and scientificity of the evaluation of the timing of turnout rail grinding. Through the unified definition of rail profile, damage and smoothness index, the comprehensive calculation of the surface condition degradation index can be realized; through the unified standard of abrasion index, block loss index and crack index, the accurate and comprehensive quantitative calculation of D rail damage index can be realized; 2) Through reasonable grinding suggestions, unnecessary maintenance operations are reduced and maintenance costs are saved; 3) Improved the service life and safety performance of turnout rails. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a diagram of the selected area for calculating the profile of each rail member of the turnout according to the present invention;

[0032] Figure 2 It is a schematic diagram of the A0 profile of the present invention;

[0033] Figure 3 It is a schematic diagram of the profile calculation of the present invention;

[0034] Figure 4 It is a grinding operation flow chart of the present invention. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solution and advantages of the embodiment of the present invention clearer, the technical solution of the embodiment of the present invention will be clearly and completely described below in conjunction with the drawings of the embodiment of the present invention. Obviously, the described embodiment is a part of the embodiment of the present invention, not all of the embodiments. Based on the described embodiment of the present invention, all other embodiments obtained by ordinary technicians in this field belong to the scope of protection of the present invention.

[0036] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0037] Example:

[0038] 1. Data collection and index calculation

[0039] (1) Single rail profile detection and deviation index

[0040] Use Minprof profilometer, turnout track inspection trolley and other inspection tools to obtain profile scatter plots of different sections of turnout rails, compare them with the designed profiles, and calculate the deviation index of the turnout rail profiles.

[0041] The rail profile deviation index is defined as PI. The turnout rail profile deviation only calculates the profile above 16 mm below the rail head. Figure 1 As shown, it is the area included by arc abc. The deviation between the measured profile at point i and the designed profile is d i , only take the positive deviation, take a point every 0.1mm along the profile, d max It is the maximum deviation between the measured profile and the designed profile. t is the deviation between the measured profile and the designed profile and the area enclosed by the horizontal axis. Only the positive deviation is taken. A0 is the area enclosed by d0 and the profile above 16 mm below the rail. Figure 2 As shown. d is the convex point deviation index, k a is the convex point deviation coefficient; W ais the area deviation index, k b is the fat edge deviation coefficient.

[0042]

[0043] PI = k a *W d +k b *W a

[0044] (2) Single rail damage detection and damage index

[0045] The damage on the surface of the turnout rail is detected by manual inspection and visual cameras. The damage mainly includes abrasions, chipping, fish scale patterns, etc.

[0046] DI is defined as rail damage index, SCI is scratch index, FBI is block fall index, and FSI is crack index. sc The depth of the rail scratch, l fb is the length of the dropped block, d fb is the block drop depth, d fs The depth of fish scale pattern.

[0047]

[0048] DI=Max(SCI,FBI,FSI)

[0049] (3) Single rail irregularity detection and index calculation

[0050] Use a turnout track inspection trolley or a straightness meter to measure the smoothness of the rail.

[0051] The definition of rail surface smoothness is the valley peak / valley depth value of the rail height measurement b. max (The peak value of the valley is defined as + value, and the bottom value as - value). Then the track irregularity index is:

[0052]

[0053] 2. Calculation of turnout rail condition degradation index

[0054] A set of turnouts consists of multiple rails. Different turnouts have different numbers of rails. Define PI i is the profile deviation index of the i-th rail; define DI i is the damage index of the i-th rail; define R i is the roughness index of the i-th rail. Based on the above rail profile, damage and smoothness data, the surface condition index of the turnout rail is calculated using a set algorithm. This index comprehensively reflects the surface condition and grinding requirements of the rail, that is:

[0055]

[0056] W PI , W DI , W RI They are profile deviation, rail damage and rail unevenness coefficient, which are big data statistical values. They are the proportion of the number of times this group of turnouts were ground due to profile deviation, rail damage and rail unevenness in the previous year to the total number of times the turnouts were ground.

[0057] 3. Develop a polishing strategy

[0058] According to the evaluation results and the actual situation of railway transportation, a reasonable turnout rail grinding plan should be formulated. For rails with poor surface condition index, grinding operations should be arranged first to ensure the safety and stability of railway transportation.

[0059]

[0060]

[0061] The specific steps include:

[0062] Step 1. Select appropriate measuring equipment to collect data on the profile, damage and smoothness of the turnout rail;

[0063] Step 2. Process and analyze the collected data to extract key parameters;

[0064] Step 3. Calculate the profile index, damage index and smoothness index of the turnout according to the extracted parameters;

[0065] Step 4. According to the calculated profile index, damage index and smoothness index, the maximum value among the three is taken as the grinding index of the turnout;

[0066] Step 5. Develop a reasonable rail grinding strategy based on the evaluation results.

[0067] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for evaluating the repairability and grinding timing of turnout rails, characterized in that: This method proposes a surface condition degradation index by comprehensively considering the three factors of rail profile, damage and smoothness to reasonably evaluate the grinding requirements of turnout rails. The calculation of the profile deviation index includes the maximum value of the deviation between the measured profile and the designed profile and the ratio of the profile protruding area to the set area; Among them, the damage index calculation includes factors such as abrasion, chipping, and fish scales. The abrasion index, chipping index, and crack index are calculated separately, and the largest of the three is taken as the damage index; The calculation of the smoothness index includes measuring the maximum absolute value of the high and low peaks and troughs of the rail surface; The surface condition degradation index is obtained by comprehensively calculating the profile deviation index, damage index and roughness index according to the model algorithm based on the processed data; The specific steps include: Step 1. Select appropriate measuring equipment to collect data on the profile, damage and smoothness of the turnout rail; Step 2. Process and analyze the collected data to extract key parameters; Step 3. Calculate the profile index, damage index and smoothness index of the turnout according to the extracted parameters; Step 4. According to the calculated profile index, damage index and smoothness index, the maximum value among the three is taken as the grinding index of the turnout; Step 5. Develop a reasonable rail grinding strategy based on the evaluation results.

2. A method for evaluating the repairability and grinding timing of a turnout rail member according to claim 1, characterized in that: The profile deviation index is obtained by using a detection tool to obtain a profile scatter plot of different sections of the turnout rail, and then compared with the designed profile to calculate the deviation index of the turnout rail profile: The profile deviation index is defined as PI. The profile deviation of the turnout rail is calculated only for the profile above 16 mm below the rail head. The deviation between the measured profile at the i-th point and the designed profile is d i , only take the positive deviation, take a point every 0.1mm along the profile, d max A is the maximum deviation between the measured profile and the designed profile; t is the deviation between the measured profile and the designed profile and the area enclosed by the horizontal axis. Only the positive deviation is taken. A0 is the area enclosed by d0 and the profile above 16 mm below the rail. W d is the convex point deviation index, k a is the convex point deviation coefficient; W a is the area deviation index, k b is the fat edge deviation coefficient; d max =max (d i ) k a ＝0.7 k b ＝0.3 PI=k a *W d +k b *W a ; The damage of the turnout rail surface is detected by manual inspection and visual camera, and DI is defined as the rail damage index, SCI is the scratch index, FBI is the block fall index, and FSI is the crack index; d sc The depth of the rail scratch, l fb is the length of the dropped block, d fb is the block drop depth, d fs The depth of fish scale pattern; DI = Max(SCI, FBI, FSI); The definition of rail surface smoothness is the valley peak / valley depth value of the rail height measurement b. max , the peak value of the valley is defined as + value, and the bottom value as - value; then the rail irregularity index is: Defining PI i is the profile deviation index of the i-th rail; define DI i is the damage index of the i-th rail; define R i is the roughness index of the i-th rail; based on the above rail profile, damage and smoothness data, the surface condition degradation index of the turnout rail is calculated using a set algorithm, which comprehensively reflects the surface condition and grinding requirements of the rail, that is: W PI , W DI , W RI They are profile deviation, rail damage and rail unevenness coefficient, which are big data statistical values. They are the proportion of the number of times this group of turnouts were ground due to profile deviation, rail damage and rail unevenness in the previous year to the total number of times the turnouts were ground.

3. A method for evaluating the repairability and grinding timing of a turnout rail member as claimed in claim 2, characterized in that: The detection tools used for the profile deviation index include a Minprof profilometer and a turnout track inspection trolley.

4. A method for evaluating the repair and grinding timing of a turnout rail member as claimed in claim 2, characterized in that: The smoothness index is measured by using a turnout track inspection trolley or a straightness meter to measure the smoothness of the rail.

5. A method for evaluating the repair and grinding timing of a turnout rail member as claimed in claim 1, characterized in that: It also includes formulating a reasonable turnout rail grinding plan based on the evaluation results and the actual situation of railway transportation.

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