Method for evaluating the rail surface smoothness state of a rail

Abstract

The application provides a rail surface smoothness state evaluation method, and relates to the rail maintenance and repair detection technical field.The evaluation method at least comprises the following steps: collecting original data of rail surface fluctuation of a rail by using a corrugation measuring instrument, and dividing the original data into multiple wave bands;calculating rail surface moving peak-peak value average, rail surface moving root mean square value and rail surface smoothness moving peak-peak value maximum value of each wave band according to the original data;calculating the wavelength index of the corresponding wave band according to the rail surface moving peak-peak value average, the rail surface moving root mean square value and the rail surface smoothness moving peak-peak value maximum value;and calculating the rail surface smoothness index according to the wavelength index of each wave band.The rail surface smoothness state evaluation method provided by the application can more accurately and efficiently guide the scientific maintenance and repair of the rail.

Description

Technical Field

[0001] This invention relates to the field of rail maintenance, repair and testing technology, and in particular to a method for evaluating the smoothness of rail surfaces. Background Technology

[0002] Uneven rail surfaces can easily lead to defects in rail components and under the rails, and even threaten train operation safety. Therefore, a scientific evaluation of the degree of rail surface unevenness is necessary to make better maintenance decisions. Uneven rail surfaces, especially corrugated sections, are prone to defects that can threaten train operation safety. Trains running in corrugated sections are prone to fastener breakage, and high-frequency vibrations can damage locomotive and rolling stock components. The high-frequency vibrations experienced by trains running in corrugated sections can also exacerbate defects such as unsupported sleepers, whitening of the ballast bed, and mud pumping, seriously threatening train operation safety.

[0003] Currently, different standards use different data processing methods to evaluate or specify limits for rail surface smoothness. Some are based on average values ​​(moving root mean square, average valley depth), while others are based on the maximum or minimum values ​​of peaks or troughs. However, these standards lack a unified evaluation standard for rail smoothness.

[0004] In view of this, based on years of experience in production and design in this and related fields, the inventor has developed a method for evaluating the smoothness of rail surfaces through repeated experiments, in order to solve the problems existing in the prior art. Summary of the Invention

[0005] The purpose of this invention is to provide a method for evaluating the smoothness of rail surfaces, which can more accurately and efficiently guide the scientific maintenance and repair of rails.

[0006] To achieve the above objectives, this invention proposes a method for evaluating the smoothness of rail surfaces, wherein the evaluation method includes at least:

[0007] The raw data of rail surface fluctuation is collected using a corrugation measuring instrument, and the raw data is divided into multiple bands;

[0008] The mean value of the peak-to-peak value of the track surface movement, the root mean square value of the track surface movement, and the maximum value of the peak-to-peak value of the track surface movement are calculated for each band based on the original data.

[0009] The wavelength index of the corresponding band is calculated based on the mean value of the peak-to-peak value of the track surface movement, the root mean square value of the track surface movement, and the maximum value of the peak-to-peak value of the track surface smooth movement.

[0010] The rail surface smoothness index is calculated based on the wavelength index of each of the aforementioned bands.

[0011] Compared with the prior art, the present invention has the following features and advantages:

[0012] The proposed method for evaluating rail surface smoothness utilizes a rail corrugation detection instrument to collect rail surface smoothness data on an actual railway line. The data is filtered and divided into four bands. Data within each band is processed to calculate the rail surface movement peak-to-peak mean, the rail surface movement root mean square value, and the maximum / minimum value of the rail surface smoothness movement peak-to-peak value. Corresponding scores are assigned based on the magnitude of these values. Using the scores and weights of each indicator, a final rail surface smoothness index is calculated. The magnitude of the rail surface smoothness index is used to evaluate the quality of the rail surface smoothness; a higher index indicates a worse smoothness.

[0013] The rail surface smoothness evaluation method proposed in this invention takes into account the root mean square value of rail surface movement, the mean value of rail surface movement peak-to-peak value, and the maximum and minimum values ​​of rail surface smoothness movement peak-to-peak value of the waveform data. It adopts a combination of multiple indicators to assess rail surface smoothness. It can directly monitor changes in rail surface smoothness based on the magnitude of the smoothness index, which is beneficial for the detection and monitoring of damage and corrugation at the center of the rail surface. It complements existing standards and specifications and provides a guarantee for the safe service and use of rails.

[0014] The rail surface smoothness evaluation method proposed in this invention is based on the actual measured rail surface smoothness waveform data and the existing defect treatment and grinding acceptance limits, which complement each other to provide more accurate and efficient guidance for the scientific maintenance and repair of rails. Attached Figure Description

[0015] The accompanying drawings described herein are for illustrative purposes only and are not intended to limit the scope of the invention in any way. Furthermore, the shapes and proportions of the components in the drawings are merely illustrative to aid in understanding the invention and do not specifically limit the shapes and proportions of the components. Those skilled in the art, guided by the teachings of this invention, can select various possible shapes and proportions to implement the invention according to specific circumstances.

[0016] Figure 1 This is a schematic diagram illustrating the calculation of the mean value of the peak-to-peak value of the track surface movement in this invention;

[0017] Figure 2 This is a schematic diagram illustrating the calculation of the root mean square value of the track surface movement in this invention;

[0018] Figure 3 This is a schematic diagram illustrating the composition of the rail surface smoothness index in this invention;

[0019] Figure 4 This is a flowchart of the method for evaluating the smoothness of the rail surface in this invention;

[0020] Figure 5 This is a waveform data diagram of the rail in this invention. Detailed Implementation

[0021] The details of the present invention can be more clearly understood by referring to the accompanying drawings and the description of specific embodiments. However, the specific embodiments of the present invention described herein are for illustrative purposes only and should not be construed as limiting the invention in any way. Under the teachings of this invention, those skilled in the art can conceive of any possible modifications based on the invention, and these should all be considered to fall within the scope of the invention.

[0022] like Figure 4 As shown, this invention proposes a method for evaluating the smoothness of rail surfaces, which includes at least the following:

[0023] The raw data of rail surface fluctuations are collected using a corrugation measuring instrument, and the raw data is divided into multiple bands.

[0024] The mean value of the peak-to-peak value of the track surface movement, the root mean square value of the track surface movement, and the maximum value of the peak-to-peak value of the track surface smoothness movement are calculated for each band based on the raw data.

[0025] The wavelength index of the corresponding band is calculated based on the mean of the peak-to-peak values ​​of the track surface movement, the root mean square value of the track surface movement, and the maximum and minimum values ​​of the peak-to-peak values ​​of the track surface smoothness movement.

[0026] The rail surface smoothness index is calculated based on the wavelength index of each band.

[0027] The rail surface smoothness evaluation method proposed in this invention takes into account the mean of the peak-to-peak value of rail surface movement, the root mean square value of rail surface movement, and the maximum and minimum values ​​of the peak-to-peak value of rail surface smoothness movement. This method can more comprehensively and realistically reflect the degree of rail surface smoothness and achieve a comprehensive rating of the rail surface smoothness.

[0028] The rail surface smoothness evaluation method proposed in this invention utilizes a corrugation measuring instrument to collect raw data on rail surface fluctuations. This method complements existing rail surface inspection and evaluation methods, providing more accurate and efficient guidance for the scientific maintenance and repair of rails, and supporting the full life-cycle management of rails across the entire railway network.

[0029] The rail surface smoothness evaluation method proposed in this invention uses a rail surface smoothness index to characterize the smoothness of the rail surface. It can accurately judge the smoothness of the rail surface, provide a basis for the quality and limits of the rail smoothness, and facilitate railway maintenance personnel to accurately determine the smoothness of the rail surface and the development stage after long-term observation, thus providing a reference for formulating reasonable repair plans.

[0030] The method for evaluating the smoothness of rail surfaces proposed in this invention can facilitate the early detection of abnormal rail surface smoothness during inspections, thereby ensuring railway operation safety.

[0031] The proposed method for evaluating rail surface smoothness utilizes a rail corrugation detection instrument to collect rail surface smoothness data on an actual railway line. The data is filtered and divided into four bands. Data within each band is processed to calculate the rail surface movement peak-to-peak mean, the rail surface movement root mean square value, and the maximum / minimum value of the rail surface smoothness movement peak-to-peak value. Corresponding scores are assigned based on the magnitude of these values. Using the scores and weights of each indicator, a final rail surface smoothness index is calculated. The magnitude of the rail surface smoothness index is used to evaluate the quality of the rail surface smoothness; a higher index indicates a worse smoothness.

[0032] The rail surface smoothness evaluation method proposed in this invention takes into account the root mean square value of rail surface movement, the mean value of rail surface movement peak-to-peak value, and the maximum and minimum values ​​of rail surface smoothness movement peak-to-peak value of the waveform data. It adopts a combination of multiple indicators to assess rail surface smoothness. It can directly monitor changes in rail surface smoothness based on the magnitude of the smoothness index, which is beneficial for the detection and monitoring of damage and corrugation at the center of the rail surface. It complements existing standards and specifications and provides a guarantee for the safe service and use of rails.

[0033] The rail surface smoothness evaluation method proposed in this invention is based on the actual measured rail surface smoothness waveform data and the existing defect treatment and grinding acceptance limits, which complement each other to provide more accurate and efficient guidance for the scientific maintenance and repair of rails.

[0034] In an optional embodiment of the present invention, a dual-track or single-track corrugation measuring instrument is used for data acquisition.

[0035] In one optional example, the measurement accuracy of the corrugation measuring instrument is ≤ ±0.01 mm; the repeatability accuracy is ≤ 0.01 mm; and the detection speed is 0–5 km / h.

[0036] In an optional example, the corrugation measuring instrument collects data every 1 mm (no more than) when there are no foreign objects on the rail surface, and the measurement mileage error does not exceed 3%.

[0037] Furthermore, the corrugation measuring instrument dynamically records the fluctuations of the rail surface, and can directly measure the surface irregularities of the top surface of the rail. It can provide the original valley depth (moving peak-to-peak value) data based on a reference chord of not less than 1 meter.

[0038] In one optional example, the wavelength range measured by the wave milling instrument is 10-1000 mm (not less).

[0039] In an optional embodiment of the present invention, the raw data includes at least the wavelength value, peak value, and valley value of each sampling point within the sampling window.

[0040] In an optional embodiment of the present invention, the mean value of the peak-to-peak value of the track surface movement is:

[0041]

[0042] Where x is the mileage, L is the evaluation window length, n is the number of sampled data points, and ai represents the difference between each maximum point and its nearest minimum point.

[0043] In an optional example of this implementation, the moving peak-to-peak mean (average valley depth) data sampling calculation is as follows: Figure 1 As shown, part 1 is the corrugated section, and part 2 is the sampling window length. Figure 1 In the diagram, a1 to a4 represent the difference between each maximum point and the nearest minimum point, i.e., the moving peak-to-peak value (wave depth).

[0044] In an optional embodiment of the present invention, the root mean square value of the track plane movement is:

[0045]

[0046] Where x is the mileage, L is the sampling window length, n is the number of sampling data points, and Yi represents the distance from the sampling point to the mean amplitude.

[0047] It should be noted that formulas (1) and (2) refer to "QCR650-2018: Rail Corrugation Measuring Instrument". When the wavelength range measured by the corrugation measuring instrument is 10-30mm and 30-100mm, the evaluation window length is 600mm; when the wavelength range measured by the corrugation measuring instrument is 100-300mm, the evaluation window length is 1000mm; and when the wavelength range measured by the corrugation measuring instrument is 300-1000mm, the evaluation window length is 5000mm.

[0048] In an optional example of this implementation, the root mean square value of the orbital plane is calculated using the following method: Figure 2 As shown, Figure 2 Part 1 shows the measured rail surface smoothness data for a certain section of rail, Part 2 shows the average amplitude of that section of rail, and Part 3 shows the length of the evaluation window.

[0049] In an optional embodiment of the present invention, the maximum and minimum values ​​of the peak-to-peak values ​​of the rail surface smoothness movement are the maximum values ​​among the peak-to-peak values ​​of each movement of the rail surface within the sampling window.

[0050] In an optional embodiment of the present invention, calculating the wavelength index includes:

[0051] Determine the corresponding average score of the average peak-to-peak value of the rail surface movement based on the average peak-to-peak value of the rail surface movement.

[0052] The corresponding moving root mean square value score of the rail surface is determined based on the moving root mean square value of the rail surface.

[0053] Based on the peak-to-peak value of track surface smoothness movement, determine the corresponding score for the peak-to-peak value of track surface smoothness movement.

[0054] The mean score for track surface smoothness is determined based on the moving peak-to-peak mean score and the moving root mean square score for track surface.

[0055] The wavelength index is determined based on the mean score of track surface smoothness and the peak-to-peak value score of track surface smoothness movement.

[0056] In an optional example of this implementation, a corresponding track surface movement peak-to-peak mean score is determined based on the track surface movement peak-to-peak mean, including:

[0057] When the mean value of the peak-to-peak movement of the rail surface is 0 mm, the score of the mean value of the peak-to-peak movement of the rail surface is determined to be 0.

[0058] When the mean value of the peak-to-peak movement of the rail surface is 0 mm to 0.02 mm, the score of the mean value of the peak-to-peak movement of the rail surface is determined to be 1.

[0059] When the mean value of the peak-to-peak movement of the rail surface is 0.02mm to 0.04mm, the score for the mean value of the peak-to-peak movement of the rail surface is determined to be 2.

[0060] When the mean value of the peak-to-peak movement of the rail surface is 0.04 mm to 0.06 mm, the score for the mean value of the peak-to-peak movement of the rail surface is determined to be 3.

[0061] When the mean value of the peak-to-peak movement of the rail surface is 0.06mm to 0.08mm, the score for the mean value of the peak-to-peak movement of the rail surface is determined to be 4.

[0062] When the mean value of the peak-to-peak movement of the rail surface is 0.08 mm to 0.10 mm, the score for the mean value of the peak-to-peak movement of the rail surface is determined to be 5.

[0063] When the mean value of the peak-to-peak movement of the rail surface is 0.10 mm to 0.20 mm, the score for the mean value of the peak-to-peak movement of the rail surface is determined to be 6.

[0064] When the mean value of the peak-to-peak movement of the rail surface is 0.20mm to 0.30mm, the score for the mean value of the peak-to-peak movement of the rail surface is determined to be 7.

[0065] When the mean value of the peak-to-peak movement of the rail surface is 0.30mm to 0.40mm, the score for the mean value of the peak-to-peak movement of the rail surface is determined to be 8.

[0066] When the mean value of the peak-to-peak movement of the rail surface is 0.40mm to 0.50m, the score of the mean value of the peak-to-peak movement of the rail surface is determined to be 9.

[0067] When the mean value of the peak-to-peak movement of the rail surface is greater than 0.50 mm, the score of the mean value of the peak-to-peak movement of the rail surface is determined to be 10.

[0068] It should be noted that all values ​​of the average peak-to-peak value of rail surface movement are within the left-open and right-closed interval. That is, when the peak-to-peak value is 0.02 mm, the score is 2; when the average peak-to-peak value of rail surface movement is 0.04 mm, the score is 3, and so on.

[0069] In an optional example of this implementation, determining the corresponding root mean square value score of the moving average of the rail surface based on the moving average value of the rail surface includes:

[0070] When the root mean square value of the rail surface movement is 0 mm, the root mean square value score is determined to be 0.

[0071] When the root mean square value of the rail surface movement is 0 to 0.015 mm, the score of the root mean square value of the rail surface movement is determined to be 1.

[0072] When the root mean square value of the rail surface movement is 0.015 to 0.024 mm, the score for the root mean square value of the rail surface movement is determined to be 2.

[0073] When the root mean square value of the rail surface movement is 0.024 to 0.03 mm, the score for the root mean square value of the rail surface movement is determined to be 3.

[0074] When the root mean square value of the rail surface movement is 0.03 to 0.04 mm, the score of the root mean square value of the rail surface movement is determined to be 4.

[0075] When the root mean square value of the rail surface movement is 0.04 to 0.06 mm, the score for the root mean square value of the rail surface movement is determined to be 5.

[0076] When the root mean square value of the rail surface movement is 0.06 to 0.1 mm, the score of the root mean square value of the rail surface movement is determined to be 6.

[0077] When the root mean square value of the rail surface movement is 0.1 to 0.15 mm, the score of the root mean square value of the rail surface movement is determined to be 7.

[0078] When the root mean square value of the rail surface movement is 0.15 to 0.2 mm, the score for the root mean square value of the rail surface movement is determined to be 8.

[0079] When the root mean square value of the rail surface movement is 0.2 to 0.25 mm, the score of the root mean square value of the rail surface movement is determined to be 9.

[0080] When the root mean square value of the rail surface movement is greater than 0.25 mm, the score of the root mean square value of the rail surface movement is determined to be 10.

[0081] It should be noted that all values ​​of the moving root mean square value of the rail surface are within a left-open, right-closed interval. That is, when the moving root mean square value of the rail surface is 0.024 mm, the score is 2; when the peak-to-peak value is 0.03 mm, the score is 3, and so on.

[0082] In an optional example of the present invention, the score for the peak-to-peak value of track surface smoothness movement is determined based on the peak-to-peak value of track surface smoothness movement, including:

[0083] When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0 mm, the score of the maximum value of the peak-to-peak value of the rail surface smooth movement is determined to be 0.

[0084] When the maximum value of the peak-to-peak value of the rail surface smoothness movement is 0 to 0.15 mm, the score of the maximum value of the peak-to-peak value of the rail surface smoothness movement is determined to be 1.

[0085] When the maximum value of the peak-to-peak value of the rail surface smoothness movement is 0.15mm to 0.2mm, the score for the maximum value of the peak-to-peak value of the rail surface smoothness movement is determined to be 2.

[0086] When the maximum value of the peak-to-peak value of the rail surface smoothness movement is 0.2mm to 0.25mm, the score for the maximum value of the peak-to-peak value of the rail surface smoothness movement is determined to be 3.

[0087] When the maximum value of the peak-to-peak value of the rail surface smoothness movement is 0.25mm to 0.3mm, the score for the maximum value of the peak-to-peak value of the rail surface smoothness movement is determined to be 4.

[0088] When the maximum value of the peak-to-peak value of the rail surface smoothness movement is 0.3mm to 0.35mm, the score for the maximum value of the peak-to-peak value of the rail surface smoothness movement is determined to be 5.

[0089] When the maximum value of the peak-to-peak value of the rail surface smoothness movement is 0.35mm to 0.4mm, the score for the maximum value of the peak-to-peak value of the rail surface smoothness movement is determined to be 6.

[0090] When the maximum value of the peak-to-peak value of the rail surface smoothness movement is 0.4mm to 0.45mm, the score for the maximum value of the peak-to-peak value of the rail surface smoothness movement is determined to be 7.

[0091] When the maximum value of the peak-to-peak value of the rail surface smoothness movement is 0.45mm to 0.5mm, the score for the maximum value of the peak-to-peak value of the rail surface smoothness movement is determined to be 8.

[0092] When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0.5mm to 0.55m, the score for the maximum value of the peak-to-peak value of the rail surface smooth movement is determined to be 9.

[0093] When the maximum value of the peak-to-peak value of the rail surface smoothness movement is greater than 0.55 mm, the score for the maximum value of the peak-to-peak value of the rail surface smoothness movement is determined to be 10.

[0094] It should be noted that all values ​​of the peak-to-peak value of rail surface smoothness movement are within the range of left-open and right-closed intervals. That is, when the peak-to-peak value of rail surface smoothness movement is 0.2mm, the score is 2; when the peak-to-peak value of rail surface smoothness movement is 0.25mm, the score is 3, and so on.

[0095] In an optional embodiment of the present invention, the average rail surface smoothness is:

[0096]

[0097] Wherein, C1 is the mean score of track surface smoothness, D1 is the mean score of track surface moving peak-to-peak value, and D2 is the root mean square score of track surface moving average. The average score of the peak-to-peak value of the track surface movement is weighted. The moving root mean square value corresponds to the extreme value score weight.

[0098] In an optional embodiment of the present invention, the wavelength index is:

[0099]

[0100] Among them, B i C1 is the average score for track surface smoothness, and C2 is the score for the peak-to-peak shift in track surface smoothness. As the weight for track surface smoothness value, The peak-to-peak value is assigned a weight for the score of smooth track movement.

[0101] In an optional embodiment of the present invention, the rail surface smoothness index is:

[0102]

[0103] Where RCI is the rail surface smoothness index, B i The wavelength index, is the wavelength exponential weight, and m is the band type.

[0104] In one optional example of this implementation, the raw data is divided into four bands, with wavelength ranges of 10-30mm, 30-100mm, 100-300mm, and 300-1000mm, respectively.

[0105] Furthermore, the composition of the rail surface smoothness index is as follows: Figure 3 As shown, the evaluation unit is 1 meter, that is, the rail surface smoothness index is calculated for each 1 meter, which is the evaluation score of this section of rail. The values ​​and weights of each index are shown in Table 1 and Table 2, and the specific calculation process is shown in Equations (3) to (5).

[0106] Table 1. Band weight settings for four wavelength ranges at different speed levels.

[0107]

[0108] Table 2 Scoring Method (Unit: mm)

[0109]

[0110]

[0111] Equation (3) represents the calculation process of RCI, which uses the scores of each wavelength range and their assigned weights to multiply and then add them together to form an exponential value.

[0112] Equation (4) represents the calculation method of B1 to B4, which is to multiply and add the mean and maximum values ​​of the waves within a 1-meter range with their respective weights.

[0113] Equation (5) represents the method for calculating the mean: the average valley depth and root mean square value are assigned scores according to different ranges, and the scores are multiplied by the weights and then added together.

[0114] In an optional embodiment of the present invention, the evaluation method further includes evaluating the smoothness of the rail surface based on the rail surface smoothness index.

[0115] In one optional example of this implementation, the smaller the rail surface smoothness index (RCI) value, the better the rail surface smoothness.

[0116] Please refer to Figures 1 to 4 The method for calculating the rail surface smoothness index in this invention will now be explained in detail with reference to an embodiment 1.

[0117] In this embodiment 1, a dual-track or single-track corrugation measuring instrument is used for data acquisition. The original data can be divided into four bands: 10-30mm, 30-100mm, 100-300mm, and 300-1000mm, through a filtering algorithm. At the same time, the peak value, valley value, peak-to-peak value, and over-limit rate of each sampling window can be given.

[0118] The measurement accuracy of the corrugation measuring instrument is ≤ ±0.01 mm.

[0119] Repeatability accuracy of the corrugation measuring instrument: ≤0.01mm;

[0120] The detection speed of the corrugation measuring instrument is 0–5 km / h;

[0121] When there are no foreign objects on the rail surface, the corrugation measuring instrument collects data every 1 mm (not exceeding 3%), and the measurement mileage error does not exceed 3%.

[0122] The corrugation measuring instrument dynamically records the fluctuations of the rail surface, and can directly measure the surface irregularity of the top surface of the rail. It can provide the original valley depth (peak-to-peak value) data based on a reference chord of not less than 1 meter.

[0123] The wavelength range of the wave milling measuring instrument is 10-1000mm (not less than).

[0124] When calculating, the rail surface smoothness index is composed as follows: Figure 3 As shown. The measured rail surface irregularity data are divided into four bands: 10-30mm, 30-100mm, 100-300mm, and 300-1000mm. For each band, a mean rail surface smoothness score and a peak-to-peak value score are calculated per meter. The mean rail surface smoothness score includes the mean peak-to-peak value and the root mean square value of the rail surface movement. The rail surface smoothness index is calculated for each meter, which is the evaluation score for this section of rail. The values ​​and weights of each index are shown in Tables 1 and 2, and the specific calculation process is shown in equations (3) to (5).

[0125] Please refer to Figures 4 to 5 The following is a detailed description of the specific implementation process of evaluating the smoothness of the rail surface based on the rail surface smoothness index in this invention, with reference to Embodiment 2.

[0126] In this embodiment 2, the waveform data of a two-meter-long section of a certain railway track is shown below. Figure 5 The data was filtered and divided into four bands. The root mean square (RMS) value of rail surface movement per meter, the peak-to-peak value of rail surface smoothness movement, and the mean value of rail surface smoothness movement (average valley depth) were calculated for each band. The sampling window length for the 300–1000 mm wavelength range was 5 meters. Therefore, the RMS value of rail surface movement, the peak-to-peak value of rail surface smoothness movement, and the mean value of rail surface smoothness movement per meter within each 5-meter range were taken as the same value. The measured values ​​and scores for different bands are shown in Table 3 below. In Table 3, K113+401 indicates that the rail surface smoothness data (one meter length) was measured between km 113.401 and km 113.402 of the actual track. K113+402 indicates that the rail surface smoothness data was measured between km 113.402 and km 113.403 of the same rail on the same track, for a total measurement of rail surface smoothness data over a continuous two-meter length range.

[0127] Table 3. Index Measurement Values ​​and Scores for Each Band

[0128]

[0129] Among them, the weights of the root mean square score for track surface movement and the weights of the peak-to-peak mean score for track surface movement are determined (W). D1 W D2 As can be seen from the formula of the rail surface smoothness index, the mean value of the rail surface moving peak-to-peak value and the root mean square value of the rail surface constitute the mean value of rail surface smoothness. The mean value of the rail surface moving peak-to-peak value and the root mean square value of the rail surface in this rail surface smoothness index are constructed by comparing with the measured values. That is, the two values ​​are almost one-to-one corresponding, so the weight of the two is set to 0.5.

[0130] The weighting of the mean score for track surface smoothness and the weighting of the peak-to-peak value score for track surface smoothness movement are determined (W). C1 W C2 When calculating the weights of the mean rail surface smoothness score and the moving peak-to-peak value score, the limits for rail surface damage other than corrugation in relevant domestic and international rail maintenance standards are extracted as the values ​​for the moving peak-to-peak value of rail surface smoothness. The corrugation limit in the standards is extracted as the value for the mean rail surface smoothness score. The standard deviation and mean of the two values ​​are calculated using the coefficient of variation method, and the coefficient of variation is obtained to determine the weight values. The standards are relatively cautious in specifying the limits for corrugation, with small absolute values ​​and small variances, while the limits for other damage are more lenient and have larger absolute values. Therefore, this method uses the reciprocal of the coefficient of variation, i.e., the signal-to-noise ratio, as the final weight value for assigning weights to the mean and the maximum value of the moving peak-to-peak value, which are 0.539 and 0.461 respectively, i.e., W. C1 =0.539, W C2 =0.461.

[0131] Weight of each band at different speed levels: The wheel-rail vertical force in different bands at each speed level is obtained by simulation calculation. The ratio of the wheel-rail vertical force in each wavelength range at each speed level to the total vertical force is used as the weight value of each band at the current speed level. Please refer to Table 4 below.

[0132] Table 4. Weight values ​​for each band

[0133]

[0134] Using data within one meter of K113+401, i.e., data from 113.401km to 113.402km, as an example, we calculate the smoothness index for sections with speeds greater than 300km / h.

[0135] C1 of 10-30mm:

[0136]

[0137] Similarly, the C1 values ​​for 30–100 mm, 100–300 mm, and 300–1000 mm are 1.5, 5, and 7, respectively.

[0138] C2 with a diameter of 10-30mm:

[0139] As shown in the table, the answer is 6.

[0140] B1 of 10-30mm:

[0141]

[0142] Similarly, the B2, B3, and B4 values ​​for 30–100 mm, 100–300 mm, and 300–1000 mm are 3.575, 5.922, and 7.922, respectively.

[0143]

[0144] Similarly, the RCI of K113+402 is calculated to be 5.182.

[0145] This indicates that the smoothness of K113+401 is slightly better than that of K113+402.

[0146] The detailed explanations of the above embodiments are intended only to explain the present invention so as to facilitate a better understanding of the present invention. However, these descriptions should not be construed as limiting the present invention for any reason. In particular, the various features described in different embodiments can be arbitrarily combined with each other to form other embodiments. Unless there is an explicit description to the contrary, these features should be understood to be applicable to any embodiment, and not limited to the described embodiments.

Claims

1. A method for evaluating the smoothness of a rail surface, characterized in that, The evaluation method includes at least the following: The raw data of rail surface fluctuation is collected using a corrugation measuring instrument, and the raw data is divided into multiple bands; Calculate the mean value of peak-to-peak track surface movement, the root mean square value of track surface movement, and the maximum value of peak-to-peak track surface smoothness movement for each band based on the original data. The wavelength index of the corresponding band is calculated based on the mean value of the peak-to-peak value of the track surface movement, the root mean square value of the track surface movement, and the maximum value of the peak-to-peak value of the track surface smooth movement. Calculating the wavelength index includes: Based on the mean of the peak-to-peak values ​​of the track surface movement, determine the corresponding mean score of the peak-to-peak values ​​of the track surface movement; Based on the root mean square value of the track surface movement, determine the corresponding root mean square value score of the track surface movement; Based on the peak-to-peak value of the track surface smoothness movement, determine the corresponding score for the peak-to-peak value of the track surface smoothness movement; The mean score for track surface smoothness is determined based on the moving peak-to-peak mean score and the moving root mean square score for track surface smoothness. The wavelength index is determined based on the mean score of track surface smoothness and the peak-to-peak value score of track surface smoothness movement. The wavelength index is: （4） Among them, B i C1 is the average score for track surface smoothness, and C2 is the score for the peak-to-peak shift in track surface smoothness. As the weight for track surface smoothness value, Weighting of peak-to-peak value for smooth track surface movement; The rail surface smoothness index is calculated based on the wavelength index of each of the aforementioned bands; The rail surface smoothness index is: (I = 1,2,3,4…m) (5) Where RCI is the rail surface smoothness index, B i The wavelength index, is the wavelength exponential weight, and m is the band type.

2. The method for evaluating the smoothness of the rail surface as described in claim 1, characterized in that, The raw data includes at least the wavelength, peak value, and valley value of each sampling point within the sampling window.

3. The method for evaluating the smoothness of the rail surface as described in claim 2, characterized in that, The mean value of the peak-to-peak value of the track surface movement is: MPPV(x,L) = (1) Where x is the mileage, L is the evaluation window length, n is the number of sampled data points, and ai represents the difference between each maximum point and its nearest minimum point.

4. The method for evaluating the smoothness of the rail surface as described in claim 2, characterized in that, The root mean square value of the track plane movement is: MRM(x, L) = (2) Where x is the mileage, L is the sampling window length, n is the number of sampling data points, and Yi represents the distance from the sampling point to the mean amplitude.

5. The method for evaluating the smoothness of the rail surface as described in claim 2, characterized in that, The maximum and minimum values ​​of the peak-to-peak values ​​of the rail surface smooth movement are the maximum values ​​among the peak-to-peak values ​​of each moving peak on the rail surface within the sampling window.

6. The method for evaluating the smoothness of the rail surface as described in claim 1, characterized in that, Based on the mean of the peak-to-peak values ​​of the track surface movement, determine the corresponding mean score of the peak-to-peak values ​​of the track surface movement, including: When the mean value of the peak-to-peak movement of the rail surface is 0 mm, the score of the mean value of the peak-to-peak movement of the rail surface is determined to be 0. When the mean value of the peak-to-peak movement of the rail surface is 0mm to 0.02mm, the score of the mean value of the peak-to-peak movement of the rail surface is determined to be 1. When the mean value of the peak-to-peak movement of the rail surface is 0.02mm to 0.04mm, the score of the mean value of the peak-to-peak movement of the rail surface is determined to be 2. When the mean value of the peak-to-peak movement of the rail surface is 0.04mm to 0.06mm, the score of the mean value of the peak-to-peak movement of the rail surface is determined to be 3. When the mean value of the peak-to-peak movement of the rail surface is 0.06mm to 0.08mm, the mean value of the peak-to-peak movement of the rail surface is determined to be 4. When the mean value of the peak-to-peak movement of the rail surface is 0.08mm to 0.10mm, the mean value of the peak-to-peak movement of the rail surface is determined to be 5. When the mean value of the peak-to-peak movement of the rail surface is 0.10mm to 0.20mm, the mean value of the peak-to-peak movement of the rail surface is determined to be 6. When the mean value of the peak-to-peak movement of the rail surface is 0.20mm~0.30mm, the mean value of the peak-to-peak movement of the rail surface is determined to be 7. When the mean value of the peak-to-peak movement of the rail surface is 0.30mm to 0.40mm, the mean value of the peak-to-peak movement of the rail surface is determined to be 8. When the mean value of the peak-to-peak movement of the rail surface is 0.40mm~0.50m, the mean value of the peak-to-peak movement of the rail surface is determined to be 9. When the mean value of the peak-to-peak movement of the rail surface is greater than 0.50 mm, the score of the mean value of the peak-to-peak movement of the rail surface is determined to be 10.

7. The method for evaluating the smoothness of the rail surface as described in claim 1, characterized in that, Based on the moving root mean square value of the rail surface, determine the corresponding moving root mean square value score of the rail surface, including: When the root mean square value of the track surface movement is 0 mm, the root mean square value score is determined to be 0. When the root mean square value of the rail surface movement is 0~0.015mm, the score of the root mean square value of the rail surface movement is determined to be 1. When the root mean square value of the rail surface movement is 0.015~0.024mm, the score of the root mean square value of the rail surface movement is determined to be 2. When the root mean square value of the rail surface movement is 0.024~0.03mm, the score of the root mean square value of the rail surface movement is determined to be 3. When the root mean square value of the rail surface movement is 0.03~0.04mm, the score of the root mean square value of the rail surface movement is determined to be 4. When the root mean square value of the rail surface movement is 0.04~0.06mm, the score of the root mean square value of the rail surface movement is determined to be 5. When the root mean square value of the rail surface movement is 0.06~0.1mm, the score of the root mean square value of the rail surface movement is determined to be 6. When the root mean square value of the rail surface movement is 0.1~0.15mm, the score of the root mean square value of the rail surface movement is determined to be 7. When the root mean square value of the rail surface movement is 0.15~0.2mm, the score of the root mean square value of the rail surface movement is determined to be 8. When the root mean square value of the rail surface movement is 0.2~0.25mm, the score of the root mean square value of the rail surface movement is determined to be 9. When the root mean square value of the rail surface movement is greater than 0.25 mm, the score of the root mean square value of the rail surface movement is determined to be 10.

8. The method for evaluating the smoothness of the rail surface as described in claim 1, characterized in that, Based on the peak-to-peak value of the track surface smoothness movement, a score for the peak-to-peak value of the track surface smoothness movement is determined, including: When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0 mm, the score of the maximum value of the peak-to-peak value of the rail surface smooth movement is determined to be 0. When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0~0.15mm, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 1. When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0.15mm~0.2mm, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 2. When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0.2mm~0.25mm, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 3. When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0.25mm~0.3mm, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 4. When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0.3mm to 0.35mm, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 5. When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0.35mm~0.4mm, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 6. When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0.4mm~0.45mm, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 7. When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0.45mm~0.5mm, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 8. When the maximum value of the peak-to-peak value of the rail surface smooth movement is 0.5mm~0.55m, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 9. When the maximum value of the peak-to-peak value of the rail surface smooth movement is greater than 0.55 mm, the maximum score of the peak-to-peak value of the rail surface smooth movement is determined to be 10.

9. The method for evaluating the smoothness of the rail surface as described in claim 1, characterized in that, The average rail surface smoothness is: （3） Wherein, C1 is the average score of track surface smoothness, D1 is the average score of track surface movement peak-to-peak value, and D2 is the root mean square score of track surface smoothness. Weights are assigned to the mean of the peak-to-peak values ​​of track surface movement. The extreme value score weight is the value corresponding to the dynamic root mean square.

10. The method for evaluating the smoothness of the rail surface as described in claim 1, characterized in that, The raw data is divided into four bands, with wavelength ranges of 10-30mm, 30-100mm, 100-300mm, and 300-1000mm, respectively.

11. The method for evaluating the smoothness of the rail surface as described in claim 1, characterized in that, The evaluation method also includes: The smoothness of the rail surface is evaluated based on the rail surface smoothness index.

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