A method for evaluating turnout status on conventional railway

Abstract

The present invention discloses a method for evaluating the state of turnouts on conventional railways, which comprehensively evaluates the performance of turnouts from nine points, namely, static geometric dimensions of turnouts, dynamic unevenness, rail wear, rail damage, fastener performance, point rail reduction value, electrical and mechanical interface, turnout sleeper state, and roadbed state. The original score of each point is 100, and a deduction system is used to deduct points one by one according to the damage and quality of each point. The deducted score is the score value of each point, and the quality of the performance of each point is judged according to the size of the score. Finally, a weight coefficient method is used to assign different weights to each point and multiply the score value of each point. The total value obtained after weighted average minus the deduction value for replacement of rail parts for daily maintenance and repair is the comprehensive evaluation value of the entire group of turnouts.

Description

Technical Field

[0001] The invention relates to the field of conventional railway engineering, and in particular to a method for evaluating the state of a conventional railway turnout. Background Art

[0002] A turnout is a complex entity, so the evaluation of the entire set of turnouts is based on a comprehensive evaluation of multi-source data. After a turnout has been in use for a period of time, due to factors such as structural deformation, rail wear, loose fasteners, and instability of the underrail foundation, the static geometric dimensions of the turnout, such as track gauge, level, height, direction, support, spacing between parts, and rail fit, will change. Turnout rails will wear and damage as the volume of traffic increases, and turnout fasteners and connectors will be damaged and performance will degrade. These changes will affect the performance and overall state of the turnout, and in severe cases, will affect the stability and smoothness of the train passing. There is currently no unified evaluation method for the quality of the turnout state and when to replace it.

[0003] In order to solve the above problems, a conventional railway turnout status assessment method is needed. Summary of the invention

[0004] The present invention aims to solve the problem that in the conventional railway engineering field in the prior art, although there are conventional maintenance rules to guide the maintenance and repair of turnouts, the maintenance rules are relatively one-sided and rough, and there is no specific method for evaluating the overall state of the turnout, resulting in workers having no basis for daily maintenance and repair and unclear goals. A conventional railway turnout state evaluation method is provided, and the whole group of turnout state evaluation is comprehensively evaluated from 9 items: static geometric dimensions of the turnout, dynamic unevenness, rail wear, rail damage, fastener performance, point rail reduction value, electrical and mechanical interface, turnout sleeper state, and roadbed state; at the same time, the influence of the turnout rail replacement history on the whole group evaluation is considered to evaluate the various performances of the turnout, thereby solving the above-mentioned problem.

[0005] The present invention provides a method for evaluating the state of a conventional railway turnout, comprising the following steps:

[0006] S1. Set the maintenance frequency interval to T;

[0007] S2. Collect the geometric dimensions, dynamic inspection status, wear profile, rail damage, fastener performance, reduction value, electrical and mechanical interface status, sleeper and ballast status of the current turnout;

[0008] S3. Analyze the geometric dimension data of the turnout to obtain the geometric dimension score RGD; analyze the dynamic state data of the turnout to obtain the dynamic irregularity score RDI; analyze the wear profile data of the turnout to obtain the wear profile score RRW; analyze the rail damage data of the turnout to obtain the rail damage score RRD; analyze the fastener performance data of the turnout to obtain the fastener performance score RFP; analyze the turnout reduction value data to obtain the turnout reduction value score RTP; analyze the close gap, moving force, and failure of spare parts to obtain the turnout electrical interface score RTP; analyze the three aspects of longitudinal cracks, empty suspension rate of turnout sleepers, and failure of turnout sleepers to obtain the turnout area turnout sleeper score RTS; analyze the roadbed state data to obtain the turnout area roadbed score RBB;

[0009] S4. Calculate the overall status score THI of the turnout. The formula is as follows:

[0010]

[0011] Among them, W RGD is the geometric size weight, W RDI is the dynamic inspection state weight, W RRW is the wear profile weight, W RRD is the rail damage weight, W RFP is the fastener performance weight, W RTP To reduce the value weight; W RPM W is the electrical interface weight; RTS is the turnout weight; W RBB is the roadbed condition weight;

[0012] S5, judging whether the turnout overall status score THI is greater than or equal to a threshold value n points, if so, proceeding to step S6; otherwise, proceeding to step S7;

[0013] S6, judging whether the total amount of turnout traffic exceeds the maintenance limit value, if yes, then the maintenance frequency interval T is reduced by the threshold value t1, and step S9 is performed; otherwise, the turnout is judged to be safe, and basic daily maintenance is maintained, and step S9 is performed;

[0014] S7, judging whether the total amount of turnout traffic exceeds the maintenance limit, if yes, proceed to step S8; otherwise, based on the scores of each item, focus on repairing and replacing the items with problems, reset the maintenance frequency interval T, and proceed to step S9;

[0015] S8. Determine whether the number of replacements of the problematic points exceeds three times. If yes, replace the entire set of turnouts; otherwise, focus on repairing and replacing the problematic points, and reset the maintenance frequency interval T;

[0016] S9, detecting whether an evaluation end signal is received, if yes, proceeding to step S10, otherwise proceeding to step S2;

[0017] S10, ending the turnout status assessment and outputting the assessment result.

[0018] The conventional railway turnout state assessment method described in the present invention is, as a preferred embodiment, the turnout geometric dimensions in step S2 are analyzed specifically as follows: a turnout geometric dimension score RGD with a preset theoretical maximum value is used, and the geometric dimensions of the track gauge, horizontality, track direction and height, support distance, inspection interval, back guard distance, straight through the wheel flange groove and lateral through the wheel flange groove are measured by a geometric measurement tool, and the turnout geometric dimension score RGD with a preset theoretical maximum value is reduced by comparing the thresholds of the above values. When the above items exceed the regular maintenance level, the preset turnout geometric dimension score RGD reduction is less than RGDmax-n1; when the above items exceed the temporary repair level and above, the preset turnout geometric dimension score RGD reduction is greater than RGDmax-n1, wherein RGDmax is the theoretical maximum value of the turnout geometric dimension score RGD, and n1 is the qualified threshold of the turnout geometric dimension score RGD;

[0019] The track gauge includes the switch part gauge, the guide curve part gauge and the frog part gauge. The switch part gauge includes the basic rail start end gauge, the tip rail tip gauge, the guide rail planing start point gauge and the tip rail heel end gauge; the guide curve part gauge includes the guide curve start end turnout sleeper, the guide curve middle end turnout sleeper and the guide curve end turnout sleeper; the frog part gauge includes the frog start end turnout sleeper, the frog middle end turnout sleeper and the frog end turnout sleeper;

[0020] The support distance is a number of support distances n meters from the heel end, n is an arithmetic progression starting from 0, and the maximum value of n is less than or equal to the maximum value of the turnout length;

[0021] The inspection interval includes the inspection interval of the cross section of the straight strand with a center rail width of 20-30mm and the inspection interval of the cross section of the curved strand with a center rail width of 20-30mm;

[0022] The back protection distance includes the back protection distance of the straight strand with a center rail width of 20-30mm and the back protection distance of the curved strand with a center rail width of 20-30mm.

[0023] The straight through wheel flange groove includes the straight through wheel flange groove of the distance from the non-working edge of the curved point rail to the working edge of the straight basic rail, the straight through wheel flange groove at the end of the straight guard rail opening section, the straight through wheel flange groove at the end of the straight guard rail buffer section, the straight through wheel flange groove of the straight guard rail straight section, the straight through wheel flange groove at the end of the straight guard rail buffer section and the straight through wheel flange groove at the end of the straight guard rail opening section;

[0024] The lateral passing wheel flange groove includes the lateral passing wheel flange groove from the non-working edge of the straight point rail to the working edge of the curved basic rail, the lateral passing wheel flange groove at the end of the lateral guardrail opening section, the lateral passing wheel flange groove at the end of the lateral guardrail buffer section, the lateral passing wheel flange groove of the lateral guardrail straight section, the lateral passing wheel flange groove at the end of the lateral guardrail buffer section and the lateral passing wheel flange groove at the end of the lateral guardrail opening section.

[0025] A conventional railway turnout state assessment method described in the present invention, as a preferred embodiment, the turnout dynamic state data in step S2 is analyzed specifically as follows: a turnout dynamic irregularity score RDI with a preset theoretical maximum value is used to inspect the track gauge, horizontal distance, triangular pit, compound irregularity, vehicle body vertical acceleration, vehicle body lateral acceleration and gauge change rate in different speed intervals by a track inspection vehicle, and each detection item is divided into four levels from low to high according to the allowable deviation. When the allowable deviation of the detection item is at the lowest two levels, the dynamic irregularity score RDI deduction is less than RDImax-n2, wherein RDImax is the theoretical maximum value of the dynamic irregularity score RDI, and n2 is the qualified threshold value of the dynamic irregularity score RDI. When the allowable deviation of the detection item is at the highest two levels, the dynamic irregularity score RDI deduction is greater than RDImax-n2;

[0026] Different speed ranges include V≤80km / h, 80km / h<V≤120km / h, 120km / h<V≤160km / h and 160km / h<V<200km / h; the detection items in the speed range of 120km / h<V≤160km / h and the detection items in the speed range of 160km / h<V<200km / h also include the height and track direction of the wavelength of 1.5~42m and the height and track direction of the wavelength of 1.5~70m.

[0027] The conventional railway turnout state assessment method described in the present invention is a preferred method. The analysis of the turnout wear profile data in step S2 specifically includes: presetting the theoretical maximum turnout wear profile score RRW, detecting the side wear value of the straight point rail, curved point rail, fork core straight strand, fork core side strand, fork heel point rail, straight basic rail, curved basic rail, wing rail, straight guide rail and curved guide rail at the rail head width of 10mm, the side wear value at the rail head width of 20mm, and the side wear value at the rail head width of 35mm by a rail surface profiler. The measured value of the side wear at the rail head width of 50mm, when the rail top light has an abnormal mutation and is not centered except for the wing rail, the wear contour score RRW of each worn turnout will be reduced by a; when the measured value of the rail section wear exceeds the light damage limit, the wear contour score RRW of each worn turnout will be reduced by b; when it exceeds the heavy damage limit, the wear contour score RRW of each worn turnout will be reduced by c, where a<b<RRWmax-n3<c, RRWmax is the theoretical maximum value of RRW, and n3 is the qualified threshold of the turnout wear contour score RRW.

[0028] The conventional railway turnout state assessment method described in the present invention, as a preferred mode, analyzes the turnout rail damage data in step S2 specifically including: preset theoretical maximum turnout rail damage score RRD, detect rail end or top surface peeling, rail surface abrasion, wave-shaped wear, rail surface cracks, basic rail bottom indentation, weld joint collapse, point rail heel end heat affected zone collapse and ultrasonic flaw detection defects by flaw detector, when minor damage occurs, the turnout rail damage score RRD is reduced by a for each minor damage; when serious damage occurs, the turnout rail damage score RRD is reduced by b for each serious damage, wherein a<RRDmax-n4<b, wherein RRDmax is the theoretical maximum value of the turnout rail damage score RRD. n4 is the qualified threshold of the turnout rail damage score RRD.

[0029] The method for evaluating the state of a conventional railway turnout described in the present invention is, as a preferred embodiment, a specific method for analyzing the turnout fastener performance data in step S2 is: a turnout fastener performance score RFP with a preset theoretical maximum value is used to detect whether there is a breakage of the pad bolt, breakage of the spring bar, crushing or tearing of the pad under the rail, failure of the table, and wear of the elastic base plate of the movable section of the slide bed and the frog rail greater than 2 mm;

[0030] When the pad bolts and spring bars are broken, the turnout fastener performance score RFP will be reduced by a for each damage; when two damages occur consecutively, the turnout fastener performance score RFP will be reduced by b; when three damages occur consecutively, the turnout fastener performance score RFP will be reduced by c, where a<b<RFPmax-n5<c, where RFPmax is the theoretical maximum value of the turnout fastener performance score RFP, and n5 is the qualified threshold of the turnout fastener performance score RFP;

[0031] When the rail pad is crushed or torn, the platform fails, and the elastic base plate of the movable section of the slider platform and the switch center rail is worn more than 2 mm, the turnout fastener performance score RFP is reduced by a for each damage.

[0032] The method for evaluating the state of a conventional railway turnout described in the present invention is, as a preferred embodiment, a specific method for analyzing the turnout reduction value data in step S2 is: presetting a theoretical maximum turnout reduction value score RTP, detecting the standard value and measured value of the reduction value of a straight point rail section with a top width of 10 mm, the standard value and measured value of the reduction value of a straight point rail section with a top width of 20 mm, the standard value and measured value of the reduction value of a straight point rail section with a top width of 35 mm, the standard value and measured value of the reduction value of a straight point rail section with a top width of 50 mm, and the standard value and measured value of the reduction value of a curved point rail section with a top width of 10 mm by a profiler or a reduction value measuring instrument. The standard value of the reduction value of the section, the standard value of the reduction value of the section with a curved tip rail of 20mm top width, the standard value and measured value of the reduction value of the section with a curved tip rail of 35mm top width, and the standard value and measured value of the reduction value of the section with a curved tip rail of 50mm. When each test item exceeds the standard value by 2mm, the turnout reduction value score RTP is reduced by a. When the test item exceeds the standard value by 5mm, the turnout reduction value score RTP is reduced by b, where a<RTPmax-n6<b, RTPmax is the theoretical maximum value of the turnout reduction value score RTP, and n6 is the qualified threshold of the turnout reduction value score RTP.

[0033] In the conventional railway turnout state assessment method described in the present invention, as a preferred mode, the specific method for analyzing the turnout area electrical interface data in step S2 is: presetting the theoretical maximum turnout electrical interface score RTP, and performing detection by a feeler gauge or an electrical tester;

[0034] When the point rail opening is not in the range of -3mm to +5mm or the center rail opening is not in the range of -1mm to +2mm, the turnout electrical interface score RTP is reduced by a for each occurrence;

[0035] When rail accessories such as rail supports, top irons, rollers, limiters, fasteners, ballast plates, anti-jump limit devices, iron pads, various bolts, and rubber pads are missing or fail, the gap between the anti-jump top iron and the upper surface of the rail limb is not in the range of 3mm to 5mm, the gap between the slide bed plate is not less than 1mm above 160km / h or not less than 2mm at 160km / h and below, the gap between the top iron is not less than 1mm above 160km / h or not less than 2mm at 160km / h and below, the gap between the rail support action surface and the rail is greater than 2mm, the distance deviation between the center line of the traction point and the previous turnout sleeper is greater than ±3mm, the deviation of the turnout sleeper spacing at the traction point is greater than ±3mm above 200km / h or greater than ±5mm at 200km / h and below, for each occurrence, the turnout electrical interface score RTP is subtracted from b;

[0036] When the close contact between the tip of the point rail and the center line of the first traction point is not less than 0.5mm or the close contact between the tip of the center rail and the center line of the first traction point is not less than 0.5mm, the turnout electrical interface score RTP is reduced by d;

[0037] When the contact condition of the point rail or the rest of the track center is not less than 1mm, the turnout electrical interface fraction RTP is reduced by c;

[0038] When the creepage of the straight point rail, the creepage of the curved point rail and the creepage of the center rail is not less than 20 mm, the turnout electrical interface score RTP is reduced by e;

[0039] When the turnout switching resistance is not less than the rated switching force of the switch machine, the RTP score of each turnout electrical interface is reduced by e, and when it exceeds 1.5 times, it is reduced by f;

[0040] Among them, a<b<c<d<e<RTPmax-n7<f, where RTPmax is the theoretical maximum value of the turnout electrical and mechanical interface score RTP, and n7 is the qualified threshold of the turnout electrical and mechanical interface score RTP.

[0041] In a conventional railway turnout state assessment method described in the present invention, as a preferred mode, the specific method for analyzing the turnout sleeper data in the turnout area in step S2 is: presetting a theoretical maximum turnout sleeper score RTS of the turnout area, detecting whether there is a turnout sleeper breakage, a turnout sleeper transverse crack or oblique crack, a turnout sleeper longitudinal crack, a serious reticular crack, a concrete crack around an embedded part, a rail bearing surface damage or a block drop causing exposure of the prestressed steel wire;

[0042] When the embedded parts of switch sleepers fail, the switch sleeper score RTS in the switch area will be reduced by a for each damage; when the sleepers fail continuously, the switch sleeper score RTS in the switch area will be reduced by b; when the failure rate of wooden sleepers exceeds 8% or the failure rate of concrete sleepers exceeds 4%, the switch sleeper score RTS in the switch area will be reduced by c, where a<b<c<RTSmax-n8, where RTSmax is the theoretical maximum value of the switch sleeper score RTS in the switch area, and n8 is the qualified threshold of the switch sleeper score RTS in the switch area.

[0043] In the conventional railway turnout state assessment method described in the present invention, as a preferred mode, the specific method for analyzing the turnout area roadbed data in step S2 is: presetting the turnout area roadbed score RBB of the theoretical maximum value, and detecting the roadbed support condition and roadbed elasticity condition by a gravel roadbed frequency response BDM tester;

[0044] When the uneven support coefficient of the ballast bed is less than 10%, the ballast score RBB in the turnout area will not be reduced; when the uneven support coefficient of the ballast bed is greater than or equal to 10% and less than 20%, the ballast score RBB in the turnout area will be reduced by a; when the uneven support coefficient of the ballast bed is greater than or equal to 20% and 30%, the ballast score RBB in the turnout area will be reduced by b; when the uneven support coefficient of the ballast bed is greater than 30%, the ballast score RBB in the turnout area will be reduced by c;

[0045] When the average dynamic modulus of the roadbed is greater than 100, the roadbed score RBB in the turnout area will not be reduced; when the average dynamic modulus of the roadbed is greater than or equal to 75 and less than 100, the roadbed score RBB in the turnout area will be reduced by a; when the average dynamic modulus of the roadbed is greater than or equal to 50 and 75, the roadbed score RBB in the turnout area will be reduced by b; when the average dynamic modulus of the roadbed is less than 50, the roadbed score RBB in the turnout area will be reduced by c;

[0046] Among them, a<b<c<RBBmax-n9, RBBmax is the theoretical maximum value of the roadbed fraction RBB in the turnout area, and n9 is the qualified threshold of the roadbed fraction RBB in the turnout area.

[0047] The beneficial effects of the present invention are as follows:

[0048] This technical solution adopts a whole set of turnout status evaluation to conduct a comprehensive evaluation from 9 items: static geometric dimensions of the turnout, dynamic unevenness, rail wear, rail damage, fastener performance, point rail reduction value, electrical and mechanical interface, turnout sleeper status, and ballast bed status; at the same time, the impact of the turnout rail replacement history on the whole set of evaluations is considered to evaluate the various performance of the turnout with high accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 Schematic diagram of a conventional railway turnout condition assessment method. DETAILED DESCRIPTION

[0050] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0051] Example 1

[0052] like Figure 1 As shown, a conventional railway turnout state assessment method comprises the following steps:

[0053] S1. Set the maintenance frequency interval to T;

[0054] S2. Collect the geometric dimensions, dynamic inspection status, wear profile, rail damage, fastener performance, reduction value, electrical and mechanical interface status, sleeper and ballast status of the current turnout;

[0055] S3. Analyze the geometric dimension data of the turnout to obtain the geometric dimension score RGD; analyze the dynamic state data of the turnout to obtain the dynamic irregularity score RDI; analyze the wear profile data of the turnout to obtain the wear profile score RRW; analyze the rail damage data of the turnout to obtain the rail damage score RRD; analyze the fastener performance data of the turnout to obtain the fastener performance score RFP; analyze the turnout reduction value data to obtain the turnout reduction value score RTP; analyze the close gap, moving force, and failure of spare parts to obtain the turnout electrical interface score RTP; analyze the three aspects of longitudinal cracks, empty suspension rate of turnout sleepers, and failure of turnout sleepers to obtain the turnout area turnout sleeper score RTS; analyze the roadbed state data to obtain the turnout area roadbed score RBB;

[0056] S4. Calculate the overall status score THI of the turnout. The formula is as follows:

[0057]

[0058] Among them, W RGD is the geometric size weight, W RDI is the dynamic inspection state weight, W RRW is the wear profile weight, W RRD is the rail damage weight, W RFP is the fastener performance weight, W RTP To reduce the value weight; W RPM W is the electrical interface weight; RTS is the turnout weight; W RBB is the roadbed condition weight;

[0059] S5, judging whether the turnout overall status score THI is greater than or equal to a threshold value n points, if so, proceeding to step S6; otherwise, proceeding to step S7;

[0060] S6, judging whether the total amount of turnout traffic exceeds the maintenance limit value, if yes, then the maintenance frequency interval T is reduced by the threshold value t1, and step S9 is performed; otherwise, the turnout is judged to be safe, and basic daily maintenance is maintained, and step S9 is performed;

[0061] S7, judging whether the total amount of turnout traffic exceeds the maintenance limit, if yes, proceed to step S8; otherwise, based on the scores of each item, focus on repairing and replacing the items with problems, reset the maintenance frequency interval T, and proceed to step S9;

[0062] S8. Determine whether the number of replacements of the problematic points exceeds three times. If yes, replace the entire set of turnouts; otherwise, focus on repairing and replacing the problematic points, and reset the maintenance frequency interval T;

[0063] S9, detecting whether an evaluation end signal is received, if yes, proceeding to step S10, otherwise proceeding to step S2;

[0064] S10, ending the turnout status assessment and outputting the assessment result.

[0065] The analysis of the turnout geometry in step S2 is specifically as follows: a turnout geometry score RGD with a preset theoretical maximum value is used, and the geometry of the track gauge, horizontality, track direction and height, support distance, inspection interval, back guard distance, straight through the wheel flange groove and lateral through the wheel flange groove are measured by a geometric measurement tool, and the thresholds of the above values ​​are compared to reduce the turnout geometry score RGD with a preset theoretical maximum value. When the above items exceed the regular maintenance level, the preset turnout geometry score RGD reduction is less than RGDmax-n1; when the above items exceed the temporary repair level and above, the preset turnout geometry score RGD reduction is greater than RGDmax-n1, wherein RGDmax is the theoretical maximum value of the turnout geometry score RGD, and n1 is the qualified threshold of the turnout geometry score RGD;

[0066] The track gauge includes the switch part gauge, the guide curve part gauge and the frog part gauge. The switch part gauge includes the basic rail start end gauge, the tip rail tip gauge, the guide rail planing start point gauge and the tip rail heel end gauge; the guide curve part gauge includes the guide curve start end turnout sleeper, the guide curve middle end turnout sleeper and the guide curve end turnout sleeper; the frog part gauge includes the frog start end turnout sleeper, the frog middle end turnout sleeper and the frog end turnout sleeper;

[0067] The support distance is a number of support distances n meters from the heel end, n is an arithmetic progression starting from 0, and the maximum value of n is less than or equal to the maximum value of the turnout length;

[0068] The inspection interval includes the inspection interval of the cross section of the straight strand with a center rail width of 20-30mm and the inspection interval of the cross section of the curved strand with a center rail width of 20-30mm;

[0069] The back protection distance includes the back protection distance of the straight strand with a center rail width of 20-30mm and the back protection distance of the curved strand with a center rail width of 20-30mm.

[0070] The straight through wheel flange groove includes the straight through wheel flange groove of the distance from the non-working edge of the curved point rail to the working edge of the straight basic rail, the straight through wheel flange groove at the end of the straight guard rail opening section, the straight through wheel flange groove at the end of the straight guard rail buffer section, the straight through wheel flange groove of the straight guard rail straight section, the straight through wheel flange groove at the end of the straight guard rail buffer section and the straight through wheel flange groove at the end of the straight guard rail opening section;

[0071] The lateral passing wheel flange groove includes the lateral passing wheel flange groove from the non-working edge of the straight point rail to the working edge of the curved basic rail, the lateral passing wheel flange groove at the end of the lateral guardrail opening section, the lateral passing wheel flange groove at the end of the lateral guardrail buffer section, the lateral passing wheel flange groove of the lateral guardrail straight section, the lateral passing wheel flange groove at the end of the lateral guardrail buffer section and the lateral passing wheel flange groove at the end of the lateral guardrail opening section.

[0072] This item reflects the geometric dimension status of the turnout structure and the level of daily maintenance. This item directly refers to the most recent static geometric dimension inspection data, and the geometric dimension deduction points are summarized and filled in according to Table 1. The score is scored according to the static geometric irregularity allowable deviation management value of the line track corresponding to the speed level in the "Conventional Railway Line Maintenance Rules". 4 points will be deducted for exceeding the regular maintenance level, and 41 points will be deducted for exceeding the temporary repair level and above.

[0073] Table 1 Checklist of points for geometric dimensions of conventional railway turnouts

[0074]

[0075] The analysis of the turnout dynamic state data in step S2 is specifically as follows: the dynamic irregularity score RDI of the turnout with a preset theoretical maximum value is used to inspect the track gauge, horizontal distance, triangular pit, compound irregularity, vehicle body vertical acceleration, vehicle body lateral acceleration and track gauge change rate in different speed ranges by a track inspection vehicle, and each detection item is divided into four levels from low to high according to the allowable deviation. When the allowable deviation of the detection item is at the lowest two levels, the dynamic irregularity score RDI deduction is less than RDImax-n2, wherein RDImax is the theoretical maximum value of the dynamic irregularity score RDI, and n2 is the qualified threshold value of the dynamic irregularity score RDI. When the allowable deviation of the detection item is at the highest two levels, the dynamic irregularity score RDI deduction is greater than RDImax-n2;

[0076] Different speed ranges include V≤80km / h, 80km / h<V≤120km / h, 120km / h<V≤160km / h and 160km / h<V<200km / h; the detection items in the speed range of 120km / h<V≤160km / h and the detection items in the speed range of 160km / h<V<200km / h also include the height and track direction of the wavelength of 1.5~42m and the height and track direction of the wavelength of 1.5~70m.

[0077] This item refers to the most recent dynamic inspection vehicle vertical / lateral acceleration, triangular pits, geometric irregularities and other inspection data, and is scored according to the allowable deviation management value of the line track dynamic quality for the corresponding speed level in the "Conventional Railway Line Maintenance Rules". If the actual measured value of each deviation exceeds the Level II deviation management value, 16 points will be deducted, and if it exceeds the Level III or above deviation management value, 41 points will be deducted.

[0078] Table 2 Track dynamic geometric irregularity allowable deviation management values

[0079]

[0080] Note: ① Various deviation limits in the table are half-peak values ​​of actual amplitudes.

[0081] ② The horizontal limit does not include the superelevation value and superelevation slope set according to regulations; the height and track direction use the spatial curve of the corresponding wavelength; the composite irregularity refers specifically to the track direction and horizontal reversal

[0082] The compound is not smooth.

[0083] ③The triangular pit limit includes the distortion caused by the superelevation of the transition curve along the slope.

[0084] ④ The track gauge and track direction are not checked in the harmful space part of the fixed type switch, and other inspection items and inspection standards are the same as those of the line.

[0085] ⑤ The vertical vibration acceleration of the vehicle body adopts 20Hz low-pass filtering, and the lateral vibration acceleration of the vehicle body adopts 0.5-10Hz band-pass filtering and 10Hz low-pass filtering.

[0086] The analysis of the turnout wear profile data in step S2 specifically includes: presetting the theoretical maximum turnout wear profile score RRW, detecting the side wear values ​​of the straight point rail, curved point rail, fork core straight strand, fork core side strand, fork heel point rail, straight base rail, curved base rail, wing rail, straight guide rail and curved guide rail at the rail head width of 10mm, the side wear values ​​at the rail head width of 20mm, the side wear values ​​at the rail head width of 35mm, the side wear values ​​at the rail head width of 50mm, and the side wear values ​​at the rail head width of 10mm. Surface wear value: when the rail top surface light has abnormal mutation and is not centered except for the wing rail, the wear profile score RRW of each worn turnout will be reduced by a; when the measured value of rail section wear exceeds the light damage limit, the wear profile score RRW of each worn turnout will be reduced by b; when it exceeds the heavy damage limit, the wear profile score RRW of each worn turnout will be reduced by c, where a<b<RRWmax-n3<c, RRWmax is the theoretical maximum value of RRW, and n3 is the qualified threshold of the turnout wear profile score RRW.

[0087] Measure the side wear and vertical wear of the turnout rails according to the requirements of Table 3, and evaluate the wear of the rails. When the light band on the top of the rail has abnormal mutations and is not centered (except for the wing rail), 2 points will be deducted for each location; when the actual wear value of a certain section of the rail exceeds the light damage limit, 16 points will be deducted for each rail, and when it exceeds the heavy damage limit, 41 points will be deducted for each rail.

[0088] Table 3 Rail light band and wear score table

[0089]

[0090] The analysis of the turnout rail damage data in step S2 specifically includes: presetting the theoretical maximum value of the turnout rail damage score RRD, detecting the rail end or top surface peeling, rail surface scratches, wave-shaped wear, rail surface cracks, basic rail bottom indentation, welding joint collapse, point rail heel end heat affected zone collapse and ultrasonic flaw detection defects through a flaw detector. When a minor injury occurs, the turnout rail damage score RRD is reduced by a for each minor injury; when a serious injury occurs, the turnout rail damage score RRD is reduced by b for each serious injury, where a<RRDmax-n4<b, where RRDmax is the theoretical maximum value of the turnout rail damage score RRD. n4 is the qualified threshold of the turnout rail damage score RRD.

[0091] Observe, measure and record the damage of the turnout rail parts according to the requirements of Table 4, and determine the severity of the damage according to the regulations of conventional railway maintenance. 16 points will be deducted for one minor damage and 41 points for one major damage.

[0092] Table 4 Record of measured values ​​of turnout rail damage

[0093]

[0094]

[0095] The specific method for analyzing the turnout fastener performance fastener data in step S2 is: preset the turnout fastener performance score RFP of the theoretical maximum value, detect whether there is a breakage of the pad bolt, the breakage of the spring bar, the crushing or tearing of the pad under the rail, the failure of the table, and the wear of the elastic base plate of the movable section of the slide bed and the frog center rail is greater than 2mm;

[0096] When the pad bolts and spring bars are broken, the turnout fastener performance score RFP will be reduced by a for each damage; when two damages occur consecutively, the turnout fastener performance score RFP will be reduced by b; when three damages occur consecutively, the turnout fastener performance score RFP will be reduced by c, where a<b<RFPmax-n5<c, where RFPmax is the theoretical maximum value of the turnout fastener performance score RFP, and n5 is the qualified threshold of the turnout fastener performance score RFP;

[0097] When the rail pad is crushed or torn, the platform fails, and the elastic base plate of the movable section of the slider platform and the switch center rail is worn more than 2 mm, the turnout fastener performance score RFP is reduced by a for each damage.

[0098] Visually inspect the fastener system for macro damage and functional failure, fill in Table 5 and calculate the deduction points.

[0099] Table 5 Fastener system damage and failure record

[0100]

[0101]

[0102] The specific method for analyzing the turnout reduction value data in step S2 is: preset the theoretical maximum turnout reduction value score RTP, detect the standard value and measured value of the reduction value of the straight point rail with a top width of 10mm, the standard value and measured value of the reduction value of the straight point rail with a top width of 20mm, the standard value and measured value of the reduction value of the straight point rail with a top width of 35mm, the standard value and measured value of the reduction value of the straight point rail with a top width of 50mm, the standard value of the reduction value of the curved point rail with a top width of 10mm, and the standard value of the reduction value of the curved point rail with a top width of 20mm. The standard value of the reduction value of the section with 20mm rail top width, the standard value and measured value of the reduction value of the section with 35mm rail top width, and the standard value and measured value of the reduction value of the section with 50mm curved tip rail. When each test item exceeds the standard value by 2mm, the turnout reduction value score RTP shall be reduced by a. When the test item exceeds the standard value by 5mm, the turnout reduction value score RTP shall be reduced by b, wherein a<RTPmax-n6<b, RTPmax is the theoretical maximum value of the turnout reduction value score RTP, and n6 is the qualified threshold of the turnout reduction value score RTP.

[0103] The reduction value of the point rail has a great impact on the smoothness of train operation and should be strictly controlled. The reduction value of the point rail should be tested according to the provisions of Table 6. The reduction value should be measured with a reduction value meter or a profile meter. If it exceeds the standard value by 2mm, 16 points will be deducted. If it exceeds the standard value by 5mm, 41 points will be deducted. Straight point rails and curved point rails are calculated separately. If a single rail exceeds the standard in multiple places, one point will be deducted.

[0104] Table 6 Measurement table of reduction value of turnout tip at ordinary speed

[0105]

[0106] The specific method for analyzing the switch area electrical interface data in step S2 is: presetting the theoretical maximum value of the switch electrical interface score RTP, and testing it with a feeler gauge or an electrical tester;

[0107] When the point rail opening is not in the range of -3mm to +5mm or the center rail opening is not in the range of -1mm to +2mm, the turnout electrical interface score RTP is reduced by a for each occurrence;

[0108] When rail accessories such as rail supports, top irons, rollers, limiters, fasteners, ballast plates, anti-jump limit devices, iron pads, various bolts, and rubber pads are missing or fail, the gap between the anti-jump top iron and the upper surface of the rail limb is not in the range of 3mm to 5mm, the gap between the slide bed plate is not less than 1mm above 160km / h or not less than 2mm at 160km / h and below, the gap between the top iron is not less than 1mm above 160km / h or not less than 2mm at 160km / h and below, the gap between the rail support action surface and the rail is greater than 2mm, the distance deviation between the center line of the traction point and the previous turnout sleeper is greater than ±3mm, the deviation of the turnout sleeper spacing at the traction point is greater than ±3mm above 200km / h or greater than ±5mm at 200km / h and below, for each occurrence, the turnout electrical interface score RTP is subtracted from b;

[0109] When the close contact between the tip of the point rail and the center line of the first traction point is not less than 0.5mm or the close contact between the tip of the center rail and the center line of the first traction point is not less than 0.5mm, the turnout electrical interface score RTP is reduced by d;

[0110] When the contact condition of the point rail or the rest of the track center is not less than 1mm, the turnout electrical interface fraction RTP is reduced by c;

[0111] When the creepage of the straight point rail, the creepage of the curved point rail and the creepage of the center rail is not less than 20 mm, the turnout electrical interface score RTP is reduced by e;

[0112] When the turnout switching resistance is not less than the rated switching force of the switch machine, the RTP score of each turnout electrical interface is reduced by e, and when it exceeds 1.5 times, it is reduced by f;

[0113] Among them, a<b<c<d<e<RTPmax-n7<f, where RTPmax is the theoretical maximum value of the turnout electrical and mechanical interface score RTP, and n7 is the qualified threshold of the turnout electrical and mechanical interface score RTP.

[0114] The evaluation of the electrical and mechanical interface in the turnout area is mainly based on a comprehensive assessment of the close fit gap, moving force, and whether there is any failure of spare parts, and the deduction points are calculated according to Table 7.

[0115] Table 7 Evaluation table of power and engineering integration in branch area

[0116]

[0117]

[0118]

[0119] The specific method for analyzing the turnout sleeper data in step S2 is: preset the theoretical maximum turnout sleeper score RTS, detect whether there is a turnout sleeper breakage, a turnout sleeper transverse crack or oblique crack, a turnout sleeper longitudinal crack, severe reticular cracking, concrete cracks around embedded parts, and prestressed steel wire exposure caused by damage or falling of the rail bearing surface;

[0120] When the embedded parts of switch sleepers fail, the switch sleeper score RTS in the switch area will be reduced by a for each damage; when the sleepers fail continuously, the switch sleeper score RTS in the switch area will be reduced by b; when the failure rate of wooden sleepers exceeds 8% or the failure rate of concrete sleepers exceeds 4%, the switch sleeper score RTS in the switch area will be reduced by c, where a<b<c<RTSmax-n8, where RTSmax is the theoretical maximum value of the switch sleeper score RTS in the switch area, and n8 is the qualified threshold of the switch sleeper score RTS in the switch area.

[0121] The evaluation of switch sleepers in the turnout area is mainly carried out from three aspects: longitudinal cracks, empty suspension rate of switch sleepers and failure of switch sleepers, and the deduction points are calculated according to Table 8.

[0122] Table 8 Evaluation items of damage and failure of turnout sleepers in turnout area

[0123]

[0124] The specific method for analyzing the turnout area ballast data in step S2 is: presetting the turnout area ballast fraction RBB of the theoretical maximum value, and detecting the ballast support condition and ballast elasticity condition by using a gravel ballast frequency response BDM tester;

[0125] When the uneven support coefficient of the ballast bed is less than 10%, the ballast score RBB in the turnout area will not be reduced; when the uneven support coefficient of the ballast bed is greater than or equal to 10% and less than 20%, the ballast score RBB in the turnout area will be reduced by a; when the uneven support coefficient of the ballast bed is greater than or equal to 20% and 30%, the ballast score RBB in the turnout area will be reduced by b; when the uneven support coefficient of the ballast bed is greater than 30%, the ballast score RBB in the turnout area will be reduced by c;

[0126] When the average dynamic modulus of the roadbed is greater than 100, the roadbed score RBB in the turnout area will not be reduced; when the average dynamic modulus of the roadbed is greater than or equal to 75 and less than 100, the roadbed score RBB in the turnout area will be reduced by a; when the average dynamic modulus of the roadbed is greater than or equal to 50 and 75, the roadbed score RBB in the turnout area will be reduced by b; when the average dynamic modulus of the roadbed is less than 50, the roadbed score RBB in the turnout area will be reduced by c;

[0127] Among them, a<b<c<RBBmax-n9, RBBmax is the theoretical maximum value of the roadbed fraction RBB in the turnout area, and n9 is the qualified threshold of the roadbed fraction RBB in the turnout area.

[0128] The uneven support coefficient of the ballast bed is an index that evaluates the relative support of the sleepers in a section from a statistical perspective. If the index is high, it means that the sleeper empty suspension rate is higher and the non-uniformity of the stiffness under the rail is also higher. The dynamic modulus of the ballast bed is a key indicator for evaluating the dynamic response of the support under the rail. This indicator can reflect the support condition of the ballast bed, the density of the ballast bed, and the empty suspension of the sleepers. Its average value represents the dynamic support condition of the foundation under the rail in a section.

[0129] The ballast bed test is carried out using the BDM intelligent tester for gravel ballast bed frequency response independently developed by the China Railway Academy. The evaluation of turnout sleepers in the turnout area is calculated and deducted according to Table 9.

[0130] Table 9 Ballast bed support evaluation table

[0131]

[0132] The weight determination method in this embodiment is as follows: In order to determine the weight coefficient of each turnout point, a hierarchical analysis method is used to study the importance of the 9 major points and divide them into 3 levels based on experience, on-site investigation, consultation, etc. The first level is the daily inspection point, which can be quickly restored through on-site maintenance after a fault occurs. The weight coefficient is the basic coefficient (W R ); The second level is the rail parts that cannot be repaired after the damage occurs, and the rail parts need to be replaced after slowly accumulating to the next standard. The weight coefficient is 2 times the basic coefficient; the third level is the rail parts that have a long service life and rarely have problems. However, once a problem occurs, the entire group must be overhauled and replaced. The weight coefficient is 3 times the basic coefficient.

[0133] Table 10 Survey on reasons and quantity of turnout groups (including turnout sleepers) leaving the track

[0134]

[0135]

[0136] The hierarchical relationship of each point is shown in the following table.

[0137] Table 11 Weight levels of each turnout point

[0138]

[0139] Therefore, the weight coefficients are defined as follows:

[0140] Table 12 Weight coefficients of various points on turnout

[0141] name definition default value <![CDATA[W RGD ]]> Geometric size factor Weight factor <![CDATA[1*W R ]]> <![CDATA[W RDI ]]> Dynamic roughness weight coefficient <![CDATA[1*W R ]]> <![CDATA[W RRW ]]> Rail wear weight coefficient <![CDATA[2*W R ]]> <![CDATA[W RRD ]]> Rail damage weight coefficient <![CDATA[2*W R ]]> <![CDATA[W RFP ]]> Fastener performance weight factor <![CDATA[3*W R ]]> <![CDATA[W RTP ]]> Reduce value weight factor <![CDATA[2*W R ]]> <![CDATA[W RPM ]]> Power service status weight coefficient <![CDATA[1*W R ]]> <![CDATA[W RTS ]]> Turnout sleeper state weight coefficient <![CDATA[3*W R ]]> <![CDATA[W RBB ]]> Ballast bed condition weight coefficient <![CDATA[1*W R ]]>

[0142] It is the impact of the overhaul and replacement of turnout rail parts / components on the life of the entire turnout. Turnout rail parts cannot be replaced without limit, and each replacement will have a certain penalty. The specific definition is as follows:

[0143] Table 13 Impact of rail replacement on weight system

[0144]

[0145] Example 2

[0146] Different from Example 1, the method for determining the weight in this example is as follows: The analytic hierarchy process, also known as the AHP weighting method, arranges complex evaluation objects into an ordered hierarchical structure, then compares and judges each evaluation item, calculates the relative importance coefficient of each evaluation item, and finally prioritizes all the schemes through the calculation of comprehensive importance to determine the optimal scheme. In order to determine the weight coefficient of the entire set of turnout evaluation methods, a hierarchical analysis structure is established, and nine items, including turnout geometry, dynamic inspection status, rail wear, rail damage, reduction value, fastener system, electrical and mechanical interface, turnout sleeper status, and ballast bed status, are selected as evaluation indicators.

[0147] After the analytic hierarchy model is established, the elements in the criterion layer are compared in pairs. If there are n elements, a judgment matrix C = (Cij)n×n is constructed, and the 1-9 scaling method is used to judge the relative importance of two elements. The 1-9 scaling method is shown in the table. 2, 4, 6, and 8 are the medians of the following two adjacent judgments.

[0148] Table 14 AHP value assignment method

[0149]

[0150]

[0151] The 9 items in the turnout area are ranked according to their importance, as shown in the following table:

[0152] Table 15 Importance ranking of each turnout point

[0153]

[0154] Table 16 Relative importance of each evaluation index compared with each other

[0155]

[0156] Extract the values ​​and get the judgment matrix:

[0157]

[0158] Find the normalized eigenvector, which is the weight coefficient.

[0159]

[0160] The judgment matrix C is subjected to consistency check, its maximum eigenvalue λmax=9, the number of evaluation indicators n=9, and the judgment matrix offset consistency indicator.

[0161]

[0162] For the 9th-order matrix, the average consistency index RI = 1.45, the random consistency ratio.

[0163]

[0164] Therefore, the judgment matrix C satisfies the consistency test.

[0165] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A method for evaluating the state of a conventional railway turnout, characterized in that: The following steps are involved: S1. Set the maintenance frequency interval to T; S2. Collect the geometric dimensions, dynamic inspection status, wear profile, rail damage, fastener performance, reduction value, electrical and mechanical interface status, sleeper and ballast status of the current turnout; S3. Analyze the geometric dimension data of the turnout to obtain the geometric dimension score RGD; analyze the dynamic state data of the turnout to obtain the dynamic irregularity score RDI; analyze the wear profile data of the turnout to obtain the wear profile score RRW; analyze the rail damage data of the turnout to obtain the rail damage score RRD; analyze the fastener performance data of the turnout to obtain the fastener performance score RFP; analyze the turnout reduction value data to obtain the turnout reduction value score RTP; analyze the close gap, moving force, and failure of spare parts to obtain the turnout electrical interface score RTP; analyze the three aspects of longitudinal cracks, empty suspension rate of turnout sleepers, and failure of turnout sleepers to obtain the turnout area turnout sleeper score RTS; analyze the roadbed state data to obtain the turnout area roadbed score RBB; The analysis of the turnout geometry is specifically as follows: the turnout geometry score RGD with a preset theoretical maximum value is measured by a geometric measurement tool for the geometry of the track gauge, horizontality, track direction and height, support distance, inspection interval, back guard distance, straight through the wheel flange groove and lateral through the wheel flange groove, and the thresholds of the above values ​​are compared to reduce the preset theoretical maximum value of the turnout geometry score RGD. When the above items exceed the regular maintenance level, the preset turnout geometry score RGD reduction is less than RGDmax-n1; when the above items exceed the temporary repair level and above, the preset turnout geometry score RGD reduction is greater than RGDmax-n1, wherein RGDmax is the theoretical maximum value of the turnout geometry score RGD, and n1 is the qualified threshold of the turnout geometry score RGD; The analysis of the dynamic state data of the turnout is specifically as follows: the dynamic irregularity score RDI of the turnout with a preset theoretical maximum value is used to inspect the track gauge, horizontal distance, triangular pit, compound irregularity, vehicle body vertical acceleration, vehicle body lateral acceleration and track gauge change rate in different speed ranges by a track inspection vehicle, and each detection item is divided into four levels from low to high according to the allowable deviation. When the allowable deviation of the detection item is at the lowest two levels, the dynamic irregularity score RDI deduction is less than RDImax-n2, wherein RDImax is the theoretical maximum value of the dynamic irregularity score RDI, and n2 is the qualified threshold value of the dynamic irregularity score RDI. When the allowable deviation of the detection item is at the highest two levels, the dynamic irregularity score RDI deduction is greater than RDImax-n2. The analysis of the turnout wear profile data specifically includes: presetting the theoretical maximum turnout wear profile score RRW, detecting the side wear values ​​of the straight point rail, curved point rail, fork core straight strand, fork core side strand, fork heel point rail, straight base rail, curved base rail, wing rail, straight guide rail and curved guide rail at the rail head width of 10mm, the side wear values ​​at the rail head width of 20mm, the side wear values ​​at the rail head width of 35mm, and the side wear values ​​at the rail head width of 50mm by using a rail profiler; when the rail When the top light band has abnormal mutations and is not centered except for the wing rail, the wear profile score RRW of the turnout at each wear location is reduced by a; when the actual wear value of the rail section exceeds the light damage limit, the wear profile score RRW of the turnout at each wear location is reduced by b; when it exceeds the heavy damage limit, the wear profile score RRW of the turnout at each wear location is reduced by c, where a<b<RRWmax-n3<c, RRWmax is the theoretical maximum value of RRW, and n3 is the qualified threshold value of the wear profile score RRW of the turnout; The analysis of the turnout rail damage data specifically includes: presetting the theoretical maximum value of the turnout rail damage score RRD, detecting the rail end or top surface peeling, rail surface abrasion, wave-shaped wear, rail surface cracks, basic rail bottom indentation, welding joint collapse, point rail heel end heat affected zone collapse and ultrasonic flaw detection defects through a flaw detector, when a minor damage occurs, the turnout rail damage score RRD is reduced by a for each minor damage; when a serious damage occurs, the turnout rail damage score RRD is reduced by b for each serious damage, wherein a<RRDmax-n4<b, wherein RRDmax is the theoretical maximum value of the turnout rail damage score RRD, and n4 is the qualified threshold of the turnout rail damage score RRD; The specific method for analyzing the turnout fastener performance fastener data is as follows: preset the theoretical maximum turnout fastener performance score RFP, detect whether there is a breakage of pad bolts, breakage of spring bars, crushing or tearing of the rail pad, failure of the platform, and wear of the elastic base plate of the movable section of the slide bed and the frog rail greater than 2mm; When the pad bolts and spring bars are broken, the turnout fastener performance score RFP is reduced by a for each damage; when two damages occur consecutively, the turnout fastener performance score RFP is reduced by b; when three damages occur consecutively, the turnout fastener performance score RFP is reduced by c, where a<b<RFPmax-n5<c, where RFPmax is the theoretical maximum value of the turnout fastener performance score RFP, and n5 is the qualified threshold of the turnout fastener performance score RFP; When the rail pad is crushed or torn, the platform fails, and the elastic base plate of the movable section of the slider platform and the frog rail is worn more than 2 mm, the turnout fastener performance score RFP is reduced by a for each damage; The specific method for analyzing the turnout reduction value data is as follows: preset the theoretical maximum value of the turnout reduction value fraction RTP, and use a profiler or reduction value measuring instrument to detect the standard value and measured value of the reduction value of the straight point rail section with a top width of 10mm, the standard value and measured value of the reduction value of the straight point rail section with a top width of 20mm, the standard value and measured value of the reduction value of the straight point rail section with a top width of 35mm, the standard value and measured value of the reduction value of the straight point rail section with a top width of 50mm, the standard value of the reduction value of the curved point rail section with a top width of 10mm, and the standard value of the reduction value of the curved point rail section with a top width of 20mm. The standard value of the reduction value of the turnout surface, the standard value and measured value of the reduction value of the section with a top width of 35mm for the curved tip rail, and the standard value and measured value of the reduction value of the section with a top width of 50mm for the curved tip rail. When each detection item exceeds the standard value by 2mm, the turnout reduction value score RTP is reduced by a. When the detection item exceeds the standard value by 5mm, the turnout reduction value score RTP is reduced by b, wherein a<RTPmax-n6<b, the RTPmax is the theoretical maximum value of the turnout reduction value score RTP, and n6 is the qualified threshold value of the turnout reduction value score RTP; The specific method for analyzing the switch area electrical interface data is as follows: preset the theoretical maximum value of the switch electrical interface fraction RTP, and test it with a feeler gauge or an electrical tester; When the point rail opening is not in the range of -3mm to +5mm or the center rail opening is not in the range of -1mm to +2mm, the turnout electrical interface score RTP is reduced by a for each occurrence; When rail accessories such as rail supports, top irons, rollers, limiters, fasteners, ballast plates, anti-jump limit devices, iron pads, various bolts, and rubber pads are missing or fail, the gap between the anti-jump top iron and the upper surface of the rail limb is not in the range of 3mm to 5mm, the gap between the slide bed plate is not less than 1mm above 160km / h or not less than 2mm at 160km / h and below, the gap between the top iron is not less than 1mm above 160km / h or not less than 2mm at 160km / h and below, the gap between the rail support action surface and the rail is greater than 2mm, the distance deviation between the center line of the traction point and the previous turnout sleeper is greater than ±3mm, the deviation of the turnout sleeper spacing at the traction point is greater than ±3mm above 200km / h or greater than ±5mm at 200km / h and below, for each occurrence, the turnout electrical interface score RTP is subtracted from b; When the close contact between the tip of the point rail and the center line of the first traction point is not less than 0.5 mm or the close contact between the tip of the center rail and the center line of the first traction point is not less than 0.5 mm, the turnout electrical interface score RTP is reduced by d; When the contact condition of the point rail or the rest of the track center is not less than 1mm, the turnout electrical interface fraction RTP is reduced by c; When the creep amount of the straight point rail, the creep amount of the curved point rail and the creep amount of the center rail are not less than 20 mm, the switch electrical interface score RTP is reduced by e; When the turnout switching resistance is not less than the rated switching force of the switch machine, the RTP score of each turnout electrical interface is reduced by e, and when it exceeds 1.5 times, it is reduced by f; Wherein a<b<c<d<e<RTPmax-n7<f, wherein RTPmax is the theoretical maximum value of the turnout electrical interface score RTP, and n7 is the qualified threshold value of the turnout electrical interface score RTP; The specific method for analyzing the data of turnout sleepers in the turnout area is as follows: preset the theoretical maximum value of the turnout sleeper score RTS, and detect whether there is breakage of turnout sleepers, transverse or oblique cracks of turnout sleepers, longitudinal cracks of turnout sleepers, severe reticular cracks, concrete cracks around embedded parts, and prestressed steel wires exposed due to damage or falling of the rail surface; When the switch sleeper embedded parts fail, for each damage, the switch sleeper score RTS in the switch area is reduced by a; when the sleepers fail continuously, the switch sleeper score RTS in the switch area is reduced by b; when the failure rate of wooden sleepers exceeds 8% or the failure rate of concrete sleepers exceeds 4%, the switch sleeper score RTS in the switch area is reduced by c, where a<b<c<RTSmax-n8, where RTSmax is the theoretical maximum value of the switch sleeper score RTS in the switch area, and n8 is the qualified threshold of the switch sleeper score RTS in the switch area; The specific method for analyzing the turnout area ballast data is as follows: preset the turnout area ballast fraction RBB of the theoretical maximum value, and use the gravel ballast frequency response BDM tester to detect the ballast support and ballast elasticity; When the uneven support coefficient of the roadbed is less than 10%, the roadbed score RBB in the turnout area will not be reduced; when the uneven support coefficient of the roadbed is greater than or equal to 10% and less than 20%, the roadbed score RBB in the turnout area will be reduced by a; when the uneven support coefficient of the roadbed is greater than or equal to 20% and 30%, the roadbed score RBB in the turnout area will be reduced by b; when the uneven support coefficient of the roadbed is greater than 30%, the roadbed score RBB in the turnout area will be reduced by c; When the average dynamic modulus of the roadbed is greater than 100, the roadbed score RBB in the turnout area will not be reduced; when the average dynamic modulus of the roadbed is greater than or equal to 75 and less than 100, the roadbed score RBB in the turnout area will be reduced by a; when the average dynamic modulus of the roadbed is greater than or equal to 50 and 75, the roadbed score RBB in the turnout area will be reduced by b; when the average dynamic modulus of the roadbed is less than 50, the roadbed score RBB in the turnout area will be reduced by c; Wherein a<b<c<RBBmax-n9, wherein RBBmax is the theoretical maximum value of the track bed fraction RBB in the turnout area, and n9 is the qualified threshold value of the track bed fraction RBB in the turnout area; S4. Calculate the overall status score THI of the turnout. The formula is as follows: Among them, the W RGD is the geometrical dimension weight, the W RDI is the dynamic inspection state weight, the W RRW is the wear profile weight, the W RRD is the rail damage weight, the W RFP is the fastener performance weight, the W RTP To reduce the value weight; the W RPM is the electrical interface weight; RTS is the turnout weight; RBB is the roadbed condition weight; The influence of turnout rail parts / components overhaul and replacement on the whole life of the turnout. Turnout rail parts cannot be replaced without limit, and there will be certain deductions for each replacement. When I=1, it means replacing the tip / base rail; when i=2, it means replacing the frog; when i=3, it means replacing the guide rail; when i=4, it means replacing the switch sleeper; when i=5, it means cleaning the ballast bed; S5, judging whether the overall status score THI of the turnout is greater than or equal to a threshold value n, if so, proceeding to step S6; otherwise, proceeding to step S7; S6, judging whether the total amount of turnout traffic exceeds the maintenance limit value, if yes, then the maintenance frequency interval T is reduced by the threshold value t1, and step S9 is performed; otherwise, the turnout is judged to be safe, and basic daily maintenance is maintained, and step S9 is performed; S7, judging whether the total amount of turnout traffic exceeds the maintenance limit, if yes, proceed to step S8; otherwise, based on the scores of each item, focus on repairing and replacing the items with problems, reset the maintenance frequency interval T, and proceed to step S9; S8. Determine whether the number of replacements of the problematic points exceeds three times. If yes, replace the entire set of turnouts; otherwise, focus on repairing and replacing the problematic points, and reset the maintenance frequency interval T; S9, detecting whether an evaluation end signal is received, if yes, proceeding to step S10, otherwise proceeding to step S2; S10, ending the turnout status assessment and outputting the assessment result.

2. A conventional railway turnout status assessment method according to claim 1, characterized in that: The track gauge includes the track gauge of the switch part, the track gauge of the guide curve part and the track gauge of the frog part. The track gauge of the switch part includes the track gauge of the basic rail start end, the track gauge of the tip rail, the track gauge of the tip rail planing start end and the track gauge of the tip rail heel end; the track gauge of the guide curve part includes the turnout sleeper at the start end of the guide curve, the turnout sleeper at the middle end of the guide curve and the turnout sleeper at the end end of the guide curve; the track gauge of the frog part includes the turnout sleeper at the start end of the frog, the turnout sleeper at the middle end of the frog and the turnout sleeper at the end end of the frog; The support distance is a number of support distances n meters from the heel end, wherein n is an arithmetic progression starting from 0, and the maximum value of n is less than or equal to the maximum value of the turnout length; The inspection interval includes a cross-sectional inspection interval of 20-30mm for the center rail width of the straight strand and a cross-sectional inspection interval of 20-30mm for the center rail width of the curved strand; The back protection distance includes the back protection distance of the straight strand with a center rail width of 20-30mm and the back protection distance of the curved strand with a center rail width of 20-30mm. The straight through wheel flange grooves include the straight through wheel flange grooves from the non-working edge of the curved point rail to the working edge of the straight basic rail, the straight through wheel flange grooves at the end of the straight guard rail opening section, the straight through wheel flange grooves at the end of the straight guard rail buffer section, the straight through wheel flange grooves of the straight section of the straight guard rail, the straight through wheel flange grooves at the end of the straight guard rail buffer section and the straight through wheel flange grooves at the end of the straight guard rail opening section; The lateral passing wheel flange grooves include the lateral passing wheel flange grooves from the non-working edge of the straight point rail to the working edge of the curved basic rail, the lateral passing wheel flange grooves at the end of the lateral guard rail opening section, the lateral passing wheel flange grooves at the end of the lateral guard rail buffer section, the lateral passing wheel flange grooves of the lateral guard rail straight section, the lateral passing wheel flange grooves at the end of the lateral guard rail buffer section and the lateral passing wheel flange grooves at the end of the lateral guard rail opening section.

3. A conventional railway turnout status assessment method according to claim 1, characterized in that: The different speed intervals include V≤80km / h, 80km / h<V≤120km / h, 120km / h<V≤160km / h and 160km / h<V<200km / h; the detection items of the speed interval of 120km / h<V≤160km / h and the detection items of the speed interval of 160km / h<V<200km / h also include the height and track direction of the wavelength of 1.5~42m and the height and track direction of the wavelength of 1.5~70m.

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