A rail corrugation grinding method combining traditional and rapid grinding

Abstract

The present application is a kind of traditional and fast grinding combined rail corrugation grinding method, which is suitable for the field of rail corrugation engineering technology.The method comprises the following steps: special detection is carried out on the rail before grinding, a corresponding rail corrugation treatment scheme is formulated according to the special detection result, the rail profile is ground by a traditional grinding car first, the wave length below 300mm is mainly treated, the surface fatigue disease is removed, and the rail head hardening layer is eliminated;then, the fast grinding car is operated, the wave length not less than 300mm is mainly treated, and the overall smoothness of the rail line is improved;the grinding operation scheme is designed, the corrugation mode process is optimized;the grinding operation is carried out according to the designed operation scheme, and the quality acceptance after grinding is carried out.The present application realizes efficient, high-quality and high-economy treatment of rail corrugation, is suitable for both ordinary speed railway and high-speed railway, can improve the wheel-rail contact relationship, prolong the service life of the rail, and improve the safety and stability of vehicle operation.

Description

Technical Field

[0001] This invention belongs to the field of rail corrugation engineering technology, and relates to a rail corrugation grinding method that combines traditional and rapid grinding. Background Technology

[0002] Rail corrugation refers to the periodic wavy unevenness on the longitudinal surface of the rail. Corrugation defects can not only cause the vertical acceleration of the vehicle to exceed the limit alarm, affect the stability of the vehicle operation and the ride comfort of the train, but also lead to loose bolts and spring clips, breakage of spring clips and other serious problems, which seriously affect the safety of train passage and increase the damage rate of vehicle and track parts.

[0003] Currently, common methods for treating corrugation defects include: traditional rail grinding, rail milling, and rapid grinding. Traditional grinding machines use a constant pressure control system to ensure close contact between the grinding wheel and the rail. The rotating wheel grinds the rail, which can effectively eliminate defects such as rail spalling, thick edges, and short-wave corrugation, while also correcting the rail profile. However, when there is corrugation or unevenness with a wavelength of 300mm or more on the rail surface, the pressure of the grinding wheel (250mm in diameter) remains basically constant at the peaks and valleys, making it difficult to completely eliminate corrugation or unevenness. Moreover, it is easy to cause periodic unevenness at the starting position of grinding.

[0004] Rail milling carriages use cutters mounted on a cutter head, which rotates on the rail surface to mill the rail. Milling carriages offer high milling precision and large milling volume, reaching 0.3-1.5 mm per pass, resulting in good rail surface smoothness and roughness. They are suitable for removing severe rail burrs, fatigue damage, and corrugation. However, milling carriages operate slowly (0.6-1.2 km / h), and milling customized profiles is difficult. Currently, only 60 and 60N cutter heads are available for 60 kg / m rails, and only 75 and 75N cutter heads are available for 75 kg / m rails. If grinding is not performed promptly after milling, new defects may quickly reappear due to wheel-rail mismatch. Furthermore, because milling consumes a significant amount of base material, it is rarely used for high-speed railway mainline rails.

[0005] The high-speed grinding vehicle is pulled by a locomotive. Grinding is achieved through passive rotation and friction of the grinding wheels on the rail surface, with a high grinding speed of 60-80 km / h. Twelve grinding wheels are fixed to a rigid beam to form a grinding unit approximately 1.5m long. During operation, the grinding unit is pressed down as a whole, and the grinding wheels first contact the protruding (wave crest) areas of the rail surface, effectively eliminating longitudinal unevenness and providing good correction for long-wave corrugations. However, its grinding volume is relatively small, with a cutting volume of 0.03-0.035 mm per pass on high-speed railways, and the grinding volume will be further reduced on conventional heavy-haul railways. Furthermore, because it utilizes the circumferential surface of the grinding wheel for grinding, the contact area with the rail is relatively large, making precise profile restoration relatively difficult.

[0006] Traditional grinding machines are limited by the diameter of the grinding wheel and can only handle corrugations with a wavelength of less than 300mm. Corrugations with a wavelength greater than 300mm require rail milling or rapid grinding. However, rail milling is inefficient and costly, and the milling length for a single maintenance window is only 0.6 to 1km. Rapid grinding machines are efficient, but the amount of grinding per pass is only one-fifth of that of traditional grinding. At the same time, rapid grinding is also more expensive, requires a large closed area during operation, and is difficult to operate. Summary of the Invention

[0007] To address the problems existing in current rail corrugation grinding technologies, it is necessary to research a comprehensive rail corrugation grinding method that achieves high efficiency, high quality, and high economy in rail corrugation processing. This method is applicable to both conventional and high-speed railways, and can improve wheel-rail contact, extend rail service life, enhance vehicle operation safety and stability, and reduce maintenance costs for track maintenance equipment. To achieve this objective, this invention provides a rail corrugation grinding method that combines traditional and rapid grinding techniques.

[0008] The present invention proposes a rail corrugation grinding method that combines traditional and rapid grinding, comprising the following steps:

[0009] Step 1: Conduct a special inspection on the rails before grinding to obtain information such as the location, wavelength, depth and over-limit rate of rail corrugation, as well as the rail profile and surface condition.

[0010] Step 2: Develop a rail corrugation remediation plan. Based on the results of specialized rail inspections, develop remediation plans for rail corrugations in different wavelength sections. The plan first involves using a traditional grinding machine to grind the rail profile, focusing on corrugations with wavelengths below 300mm, while simultaneously removing surface fatigue defects and effectively eliminating the hardened layer on the rail top. Then, a rapid grinding machine is used for quick grinding operations, focusing on corrugations with wavelengths not less than 300mm, while also improving the overall smoothness of the rail track.

[0011] Step 3: Grinding Operation Scheme Design. Based on the grinding and treatment schemes for different sections, design the traditional rail profile for grinding and the grinding scheme for the rapid grinding operation section. The design of the traditional grinding car scheme includes determining the operating current, operating speed, angle arrangement, and the deviation between the measured rail profile and the target profile. The design of the rapid grinding car operation scheme includes determining the operating speed, angle arrangement, and the number of grinding passes based on the corrugation depth. Optimize the corrugation mode and cutting process of the traditional grinding car. Design the single-pass grinding volume of the rapid grinding car corrugation mode for both conventional and high-speed railways.

[0012] Step 4: Based on the designed grinding operation plan, arrange the grinding operation schedule, focusing on refining the grinding operation paths of traditional grinding vehicles and high-speed grinding vehicles in the grinding area, and carry out the grinding operation.

[0013] Step 5: Quality Acceptance After Grinding. Perform traditional grinding acceptance tests and rapid grinding acceptance tests to inspect the rail surface condition and profile, and to check the wave depth and over-limit rate after grinding. Specifically: the over-limit rate for wavelengths within the 10-300mm range must be completely eliminated after grinding, and the rail wave depth must be controlled below 0.03mm; the over-limit rate for wavelengths greater than 300mm after grinding must be completely eliminated, and the rail wave depth must be controlled below 0.05mm.

[0014] Compared with the prior art, the advantages and positive effects of the present invention are as follows:

[0015] (1) The rail corrugation grinding method of the present invention, which combines traditional and rapid grinding, is scientific and reasonable in terms of the rail corrugation treatment process. Before grinding, a special test is conducted to understand the actual situation of the rail corrugation, clarify the grinding amount and profile deviation of the corrugation, and give full play to the operation performance of traditional grinding and rapid grinding.

[0016] (2) The rail corrugation grinding method of the present invention, which combines traditional and rapid grinding, realizes the grinding treatment of rail corrugations of different wavelengths and different depths. First, the corrugations with wavelengths below 300mm are ground by traditional grinding operation to remove surface fatigue defects and effectively eliminate the hardened layer on the rail top. On this basis, the rail is ground by rapid grinding operation to treat the corrugations with wavelengths of 300mm and above, and the overall smoothness of the rail section is treated. The combined grinding of the two can improve the rail profile quality and wheel-rail contact relationship, thereby improving the stability and safety of vehicle operation.

[0017] (3) The rail corrugation grinding method of the present invention combines traditional and rapid grinding. This method is not limited by working conditions and can customize grinding working conditions according to construction needs. It can flexibly set traditional grinding and rapid grinding schemes. Through process optimization, the problem of overheating of traditional grinding machines in long tunnels is effectively avoided, and the problem of periodic unevenness in the lifting and lowering position of the cutting tool is effectively alleviated.

[0018] (4) The rail corrugation grinding method of the present invention, which combines traditional and rapid grinding, can provide effective guidance for rail corrugation grinding operations. The method of the present invention can provide a basis for the formulation of treatment plans and the arrangement of grinding schedules based on the actual situation of the corrugation, avoiding blind grinding operations.

[0019] (5) The method of the present invention achieves high efficiency, high quality and high economy in the treatment of rail corrugation. It is applicable to both conventional and high-speed railways, and can improve wheel-rail contact relationship, extend rail service life and improve the safety and stability of vehicle operation. Attached Figure Description

[0020] Figure 1This is a schematic diagram of the overall process of the rail corrugation grinding method that combines traditional and rapid grinding according to the present invention.

[0021] Figure 2 This is a schematic diagram marking the location of rail corrugation;

[0022] Figure 3 This is a schematic diagram of the grinding range of a traditional grinding machine with a grinding stone;

[0023] Figure 4 This is a schematic diagram of the grinding range of the high-speed grinding machine. Detailed Implementation

[0024] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0025] To accurately grasp the actual situation of rail corrugation on the railway line and ensure the treatment effect, this invention proposes a rail corrugation grinding method that combines traditional and rapid grinding. Before grinding, the rails are specially inspected to understand relevant information about the railway line, clarify the wavelength and depth of rail corrugation, and understand the rail profile and surface condition. Based on the results of the special inspection, a targeted treatment plan for rail corrugation is formulated. Then, traditional grinding and rapid grinding are carried out in a coordinated manner, and finally, the grinding quality is accepted.

[0026] like Figure 1 As shown, the rail corrugation grinding method combining conventional and rapid grinding according to an embodiment of the present invention includes the following five steps, the implementation of each step of which is described below.

[0027] Step 1: Conduct a special inspection on the rails before grinding.

[0028] (1) Preliminary Inspection: A full-line foot survey is conducted in the planned grinding area, mainly checking the rail profile and surface condition of the planned grinding section. This is done using a rail profiler and camera photography. For conventional speed lines, a pair of data points is collected every 500m on straight sections, and for curved sections, five key points are collected: straight-to-curve transition, curve-to-circle transition, curve-to-curve transition, and curve-to-straight transition. For high-speed lines, a pair of data points is collected every 500m. If corrugation defects are found during the preliminary inspection, more intensive measurements are taken. At least two pairs of crest and trough profiles are measured at the same corrugation location, marked on the rail web, photographed, and the start and end ranges of the corrugation recorded on the rail survey form. Figure 2 As shown.

[0029] (2) Re-inspection: Based on the results of the initial inspection, it can be determined which locations have corrugation. Then, some trains are randomly selected for manual ride-on, and the sections with poor perception are screened again through the ride-on. Based on the results of the initial inspection and the ride-on, the key sections with corrugation are re-inspected using equipment such as rail profile gauges, electronic straightedges, and corrugation trolleys. The rail profile, rail surface condition, rail straightness, and rail surface corrugation are inspected to obtain a detailed understanding of the corrugation depth, wavelength range, and exceedance rate.

[0030] Step 2: Develop a rail corrugation treatment plan. Based on the results of specialized rail inspections, develop rail corrugation treatment plans for different wavelength corrugation sections. Use traditional grinding machines to treat corrugations with wavelengths below 300mm, simultaneously removing surface fatigue defects and effectively eliminating the hardened layer on the rail top. In addition to traditional grinding machine operations, perform rapid rail grinding to treat corrugations with wavelengths above 300mm, improving the overall smoothness of the track.

[0031] First, the wavelength of the existing corrugations must be analyzed. If a section of rail is predominantly corrugated with wavelengths less than 300mm, and if over 95% of the corrugations in that section have wavelengths less than 300mm, then traditional grinding machines should be used primarily for corrugation removal. This ensures that the corrugations are eliminated and the profile is properly corrected after grinding, and at least one full-coverage grinding pass is completed to ensure that the overall grinding amount on the rail head is not less than 0.1mm. Then, a high-speed grinding machine is used for smoothing, ensuring that the overall grinding amount on the rail head is not less than 0.1mm. During high-speed grinding operations, the loading and unloading area of ​​the traditional grinding machine must be covered, with an overlap area of ​​not less than 50m. Full-coverage grinding refers to grinding the entire rail surface.

[0032] If the corrugation on a section of rail is a combination of short-wave and long-wave corrugation, the first step should be to use a traditional grinding machine to treat the corrugation with a wavelength less than 300mm, ensuring that the corrugation is eliminated and the profile is corrected after grinding. At the same time, at least one full-coverage grinding should be completed to ensure that the overall grinding amount of the rail head is not less than 0.1mm. Then, a high-speed grinding machine should be used to treat the corrugation with a wavelength greater than or equal to 300mm. Depending on the wave depth, grinding should be carried out until the corrugation is completely eliminated, and then smoothing grinding should be performed to ensure that the overall grinding amount of the rail head is not less than 0.1mm. At the same time, the high-speed grinding operation must cover the loading and unloading area of ​​the traditional grinding machine, and the overlapping area covered should not be less than 50m.

[0033] Step 3: Design of the grinding operation plan.

[0034] (1) Optimize the traditional grinding machine grinding solution.

[0035] Traditional grinding machine solutions require specifying the operating current, speed, and angle arrangement, and designing the grinding scheme based on the deviation between the measured rail profile and the target profile.

[0036] The Speno96 grinding machine used in this embodiment of the invention typically operates at a current of 26-28A, a speed of 10-12 km / h, and a grinding angle range of -10° to 50°. Figure 3 As shown. The average cutting amount per pass is 0.2mm on the active side, 0.1mm on the rail top, and 0.15mm on the non-active side. The grinding car has 6 working carriages, numbered B1, B2, C1 to C4. Each working carriage B1 has 2 grinding trolleys. Each grinding trolley in carriage B has 2 control units on one side, and each grinding trolley in carriage C has 1 control unit on one side. Each control unit requires angle input to control the grinding motor.

[0037] The traditional grinding machine's corrugated grinding mode is optimized as follows: In corrugated grinding mode, the grinding head's cutting sequence proceeds from the innermost large angle to the outermost large angle, i.e., from the innermost large angle to 0°, and then from 0° to the outermost large angle, with continuous cutting. This ensures that the marks left by the previous cut are covered by the next cut, improving the smoothness of the cutting process. The optimized corrugated grinding mode used on-site by the traditional grinding machine is shown in Table 1 below.

[0038] Table 1 Wave Milling Pattern Table

[0039] Grinding head unit B1 B1 B1 B1 C1 C1 C2 C2 C3 C3 C4 C4 B2 B2 B2 B2 angle -35 -26 -19 -13 8 5 3 1.5 0.5 -0.5 -1 -1.5 -2 -3.5 -6 -10

[0040] Table 1 shows the angles of the control units of each grinding carriage input to each work vehicle to control the operation of the die-cutting motor. Negative angles represent the inner working side, and positive angles represent the outer non-working side.

[0041] Optimize the traditional grinding machine tool cutting process:

[0042] (1) During the grinding process of the grinding machine, the blade should be lowered after reaching the speed to reduce the depth of the grinding marks.

[0043] (2) When the grinding machine is lowering the blade, the minimum power allowed by the grinding machine should be used to reduce the depth of the grinding marks.

[0044] (3) No angle is set on the top surface of the rail when the tool is dropped. After the tool is dropped, the grinding head is transferred to the top of the rail by switching modes.

[0045] Based on the comparison between the measured rail profile and the design profile, a traditional grinding machine grinding operation scheme was designed. While correcting the profile, corrugations with a wavelength of less than 300mm are removed, and the hardened layer on the rail top is also removed. This ensures that the overall grinding amount of the rail head is not less than 0.1mm, laying the foundation for rapid grinding machine operation. At the same time, it solves the problem of fatigue damage at the rail gauge angle and improves the symmetry and consistency of the profile.

[0046] (2) Optimize the grinding solution of the high-speed grinding machine.

[0047] The grinding solution for a high-speed grinding machine requires specifying the operating speed and angle arrangement, and determining the number of grinding passes based on grinding volume requirements such as the depth of the corrugations.

[0048] The HSG-2 high-speed grinding machine used in this embodiment of the invention has an operating speed of 60-80 km / h and an operating angle of -10° to 40°. Figure 4 As shown in Tables 2 and 3, the rapid grinding vehicle aims to achieve full coverage grinding of the main contact areas between the wheel and rail without altering the rail profile, thereby improving rail surface smoothness. The grinding process design of the rapid grinding vehicle, tailored to the characteristics of both high-speed and conventional railways, is presented below.

[0049] Table 2 Design of rapid grinding volume for corrugation defects on conventional railways (single pass):

[0050] Rail head position -20 -10 0 +10 +20 Grinding amount 0.02mm 0.02mm 0.025mm 0.025mm 0.025mm

[0051] Table 3 Design of rapid grinding volume for corrugation defects in high-speed railways (single pass):

[0052] Rail head position -20 -10 0 +10 +20 Grinding amount 0.03mm 0.03mm 0.035mm 0.035mm 0.035mm

[0053] Tables 2 and 3 above show the grinding volume of the rapid grinding machine for single-pass rapid grinding of conventional railways and high-speed railways, respectively. The rail head position is in mm, and a value of 0 indicates that it is located at the center line of the top surface of the rail head.

[0054] Step 4: Traditional and rapid sanding operations.

[0055] Based on the designed grinding plan, the grinding operation schedule is arranged, with a focus on refining the grinding operation paths of traditional grinding vehicles and high-speed grinding vehicles in the grinding area, and grinding operations are carried out to ensure the accurate and effective implementation of the grinding plan.

[0056] Step 5: Quality inspection after polishing.

[0057] All inspection sections and inspection points before grinding are inspected and accepted, with a focus on the corrugation treatment, rail surface condition, and profile treatment.

[0058] Traditional grinding acceptance criteria include rail GQI (Grinding Quality Index), roughness, grinding surface width, width of the smooth band after grinding, bluing of the grinding surface, and periodic wear marks on the rail surface.

[0059] The rapid polishing inspection and acceptance items include: polishing depth, polished surface roughness, and bluing.

[0060] After grinding, the rate of exceeding the limit in the wavelength range of 10-300mm must be completely eliminated, and the rail wave depth must be controlled below 0.03mm. After grinding, the rate of exceeding the limit in the wavelength range of 300mm must be completely eliminated, and the rail wave depth must be controlled below 0.05mm. The surface rail spalling should be eliminated as completely as possible.

[0061] Except for the technical features described in the specification, all other technologies are known to those skilled in the art. Descriptions of well-known components and technologies are omitted in this invention to avoid redundancy and unnecessary limitation. The embodiments described above do not represent all embodiments consistent with this application. Various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of this invention are still within the protection scope of this invention.

Claims

1. A method for grinding and polishing rail corrugations that combines traditional and rapid grinding techniques, characterized in that: Includes the following steps: Step 1: Conduct a special inspection on the rails before grinding to obtain the rail profile and surface condition, as well as the location of the rail corrugation, the wavelength of the corrugation, the depth of the corrugation, and the rate of exceeding the limit; Step 2: Based on the results of the special inspection of rails, formulate rail corrugation treatment plans for different wavelength corrugation sections; in the treatment plan, the rail profile is first ground using a traditional grinding machine to treat corrugations with wavelengths below 300mm, while removing surface fatigue defects and eliminating the hardened layer on the rail top; then, a rapid grinding machine is used for rapid grinding operations to treat corrugations with wavelengths not less than 300mm, while improving the overall smoothness of the rail track; Step 3: Design operation plans for traditional grinding machines and high-speed grinding machines, including: The design of a traditional grinding machine solution includes determining the operating current, operating speed, angle arrangement, and the deviation between the measured rail profile and the target profile; and optimizing the corrugation mode of the traditional grinding machine as follows: Let B1, B2, and C1~C4 represent the 6 working sections of a traditional grinding machine. B1 and B2 have 4 control units on each side, and C1~C4 have 2 control units on each side. Each control unit inputs the corresponding angle to control the grinding motor. The grinding angles of the four grinding head units of car B1 are -35 degrees, -26 degrees, -19 degrees, and -13 degrees, respectively; the grinding angles of the four grinding head units of car B2 are -2 degrees, -3.5 degrees, -6 degrees, and -10 degrees, respectively; the grinding angles of the two grinding head units of car C1 are 8 degrees and 5 degrees, respectively; the grinding angles of the two grinding head units of car C2 are 3 degrees and 1.5 degrees, respectively; the grinding angles of the two grinding head units of car C3 are 0.5 degrees and -0.5 degrees, respectively; and the grinding angles of the two grinding head units of car C4 are -1 degree and -1.5 degrees, respectively. The traditional grinding machine cutting process is optimized, including: 1) the grinding machine reaches the required speed before cutting; 2) the grinding machine uses the minimum power allowed by the grinding machine when cutting; 3) the top surface of the rail is not set with an angle when the grinding machine cuts, and the grinding head is transferred to the top of the rail after the cutting is completed by switching modes. The design of a rapid grinding vehicle operation plan includes determining the operating speed, angle arrangement, and the number of grinding passes based on the corrugation depth. When designing the rapid grinding vehicle operation plan, the following grinding processes are designed for both conventional and high-speed railways: The single-pass grinding volume for a high-speed grinding car designed for conventional railways in corrugated grinding mode is as follows: The grinding amount at a rail head position of -20 degrees is 0.02mm, the grinding amount at a rail head position of -10 degrees is 0.02mm, the grinding amount at a rail head position of 0 degrees is 0.025mm, the grinding amount at a rail head position of 10 degrees is 0.025mm, and the grinding amount at a rail head position of 20 degrees is 0.025mm. The single-pass grinding volume for a high-speed grinding car designed for high-speed railways in wave grinding mode is as follows: The grinding amount at a rail head position of -20 degrees is 0.03mm, the grinding amount at a rail head position of -10 degrees is 0.03mm, the grinding amount at a rail head position of 0 degrees is 0.035mm, the grinding amount at a rail head position of 10 degrees is 0.035mm, and the grinding amount at a rail head position of 20 degrees is 0.035mm. When the rail head position is 0 degrees, it means that it is located at the center line of the top surface of the rail head. Step 4: Perform the sanding operation according to the designed work plan; Step 5: Conduct quality inspection after polishing.

2. The method according to claim 1, characterized in that, In step 2, based on the results of the special inspection, the rail sections with corrugation are analyzed. If the corrugation in the section is mainly of wavelength less than 300mm, the section is first ground using a traditional grinding machine to perform rail profile grinding, so that the corrugation of the ground rail section is eliminated and the profile is corrected in place. At the same time, at least one pass of full-coverage grinding is completed to ensure that the overall grinding amount of the rail head is not less than 0.1mm. Then, a high-speed grinding machine is used to grind the rail section to smooth it out, ensuring that the overall grinding amount of the rail head is not less than 0.1mm. When the high-speed grinding machine is operating, it must cover the loading and unloading area of ​​the traditional grinding machine.

3. The method according to claim 1, characterized in that, In step 2, based on the results of the special inspection, the rail sections with corrugation are analyzed. If the section contains corrugations with wavelengths less than 300mm and corrugations with wavelengths not less than 300mm, the section is first ground using a traditional grinding machine to remove the corrugations with wavelengths less than 300mm and correct the profile. At the same time, at least one pass of full-coverage grinding is completed to ensure that the overall grinding amount of the rail head is not less than 0.1mm. Then, a high-speed grinding machine is used to remove the corrugations with wavelengths greater than 300mm. Finally, the rail section is ground to ensure smoothness, and the overall grinding amount of the rail head is not less than 0.1mm. The high-speed grinding machine must cover the loading and unloading area of ​​the traditional grinding machine during operation.

4. The method according to claim 1, characterized in that, Step 3 optimizes the traditional grinding wheel's wave grinding mode: In this mode, the grinding head's cutting sequence is from the inner angle to the outer large angle, with continuous cutting to ensure that the mark of the previous cut is covered by the next cut.

5. The method according to claim 1, characterized in that, Step 5, the post-grinding quality acceptance includes: testing traditional grinding acceptance indicators and rapid grinding acceptance indicators; inspecting the surface condition and profile of the rail; and inspecting the wave depth and over-limit rate after grinding, including: the over-limit rate of the wavelength in the range of 10~300mm after grinding must be completely eliminated, and the rail wave depth must be controlled below 0.03mm; the over-limit rate of the wavelength in the range of greater than 300mm after grinding must be completely eliminated, and the rail wave depth must be controlled below 0.05mm.

6. The method according to claim 1, characterized in that, In step 1, the rail is inspected twice. During the initial inspection, the rail profile and surface condition are inspected at set intervals. The locations where corrugation defects are found are measured more frequently, and the start and end ranges of the corrugation are recorded. At least two pairs of peak and trough profiles are measured at the same corrugation location. During the re-inspection, sections with poor perceptual quality are screened again, and the locations with corrugation are re-inspected to obtain the corrugation depth, wavelength, and exceedance rate.

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