Method and system for judging steel rail maintenance based on vertical abrasion

Abstract

The invention discloses a method and system for judging steel rail maintenance based on vertical abrasion, and relates to the technical field of rail transit, comprising the following steps: selecting a critical steel rail profile based on data simulation of steel rail profile abrasion; constructing a vertical abrasion index model; and according to the vertical abrasion index, a steel rail maintenance and replacement standard is formulated. According to the method for judging steel rail maintenance based on vertical abrasion, through data simulation of steel rail profile abrasion, two critical steel rail profiles are selected as the basis for steel rail maintenance and replacement, efficiency and accuracy are greatly improved through data simulation, and on the basis of the selected critical steel rail profiles and the standard 60 rail, the service life of the steel rail is greatly prolonged. A vertical abrasion index based on steel rail profile abrasion position weighted calculation is constructed, the data processing efficiency and the result intuition are improved, a clear steel rail maintenance and replacement standard is formulated according to the vertical abrasion index, the scientificity and reliability of maintenance work are improved, and the maintenance cost is reduced. The method has better effects in the aspects of evaluation accuracy, efficiency and reliability.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a rail maintenance method and system based on vertical wear assessment. Background Art

[0002] At present, rail grinding technology has become an internationally recognized universal means to eliminate rail surface damage and defects and improve rail quality. A large number of practices at home and abroad have proved that rail grinding has achieved good results in controlling fatigue contact, slowing crack propagation, reducing surface damage, etc., and can bring huge benefits. With the rapid development of railway transportation, especially the popularization of high-speed railways and heavy-load railways, the pressure and wear rate of rails have increased significantly, making the need for rail maintenance more urgent.

[0003] With the rapid development of railways, the measurement requirements for railway tracks are gradually increasing. Traditional rail profile measurement mainly relies on manual measurement using various measuring tools, which requires a lot of manpower and time costs, has high experience requirements for surveyors, and the measurement accuracy is difficult to guarantee. In addition, there are shortcomings such as non-intuitive measurement results, low efficiency, and inconvenient data storage. These deficiencies restrict the efficiency and effectiveness of rail maintenance and replacement work, and cannot meet the needs of modern railway transportation development. Traditional rail profile measurement relies on manual operation, which consumes a lot of manpower and time, and has high requirements for the experience of surveyors. This method is not only inefficient, but also difficult to guarantee measurement accuracy. The processing process of manual measurement data is complicated, and the data results are not intuitive, which affects subsequent analysis and decision-making. The lack of scientific and standardized evaluation basis for rail maintenance and replacement leads to subjectivity and uncertainty in maintenance work. Summary of the invention

[0004] In view of the above-mentioned problems, the present invention is proposed.

[0005] Therefore, the technical problem solved by the present invention is that the existing rail profile measurement method has the problems of low data processing efficiency, unclear maintenance standards, high labor and time costs, and the measurement method relies on manual labor.

[0006] To solve the above technical problems, the present invention provides the following technical solutions: a method for evaluating rail maintenance based on vertical wear, comprising selecting a critical rail profile based on rail profile wear data simulation; constructing a vertical wear index model; and formulating standards for rail maintenance and replacement based on the vertical wear index.

[0007] As a preferred solution of the rail maintenance method based on vertical wear evaluation described in the present invention, wherein: the selection of critical rail profile based on rail profile wear data simulation includes collecting the lateral and vertical acceleration of the vehicle body and the lateral and longitudinal creep force dynamics indexes between the wheel and rail;

[0008] Through 5000 simulations of rail profile wear data, according to the degradation of vehicle dynamics performance, combined with Sperling stability index, wheel-rail stress analysis and transverse and longitudinal creep rate dynamic index analysis, two critical rail profiles were selected as the basis for rail maintenance and replacement.

[0009] As a preferred solution of the rail maintenance method based on vertical wear evaluation described in the present invention, wherein: the critical rail profile selected based on the data simulation of rail profile wear includes comprehensive analysis based on the critical rail profile and standard 60 rails, and constructing a vertical wear index based on the weighted calculation of the rail profile wear position, which is expressed as:

[0010]

[0011] Where D represents the vertical wear evaluation index, X j It represents the vertical coordinate difference between the rail to be tested and the standard 60 rail measured at different measuring positions by the portable rail wear measuring instrument, ω j It represents the weight of the wear depth at different positions of the rail according to the rail stress distribution, j represents the position of the measuring point, and m represents the number of measuring points.

[0012] As a preferred solution of the rail maintenance method based on vertical wear evaluation described in the present invention, wherein: the construction of the vertical wear index model includes that since the wear amount and wear position of the rail are different under straight working conditions and curved working conditions, the weights of the wear depths at different positions of the rail proposed according to the rail stress distribution need to be discussed in different situations;

[0013] A vehicle dynamics model was constructed to simulate rail wear, with the axle load used as the iteration condition for 400 iterations.

[0014] Output 400 rail profiles with different degrees of wear, combine the 400 rail profiles with the established vehicle dynamics model for dynamic simulation, and monitor the vehicle's dynamic performance indicators;

[0015] Evaluate the dynamic performance indicators output by the simulation, evaluate the current simulation working conditions according to the quality of the dynamic performance indicators, and select the reference profiles of the rail profiles that need to be polished and the reference profiles of the rail profiles that need to be replaced;

[0016] Under straight-line conditions, the lateral Sperling stability index and vertical Sperling stability index of the vehicle need to be monitored. The mathematical model of the Sperling stability index is expressed as:

[0017]

[0018] Among them, a represents acceleration, f represents vibration frequency;

[0019] The dynamic performance of 400 rail profiles is simulated, and the lateral Sperling index and vertical Sperling index of the car body are output.

[0020] As a preferred solution of the rail maintenance method based on vertical wear evaluation described in the present invention, wherein: the construction of the vertical wear index model includes that under the straight line working condition, the profile of the rail with different wear amounts has less influence on the vertical stability of the vehicle body than on the lateral stability index of the vehicle body, the stability index of the 102nd profile exceeds 2.7, and the stability index of the 252nd profile exceeds 3, that is, when the axle load is 102*2.5*10e5 tons, the rail profile generated by wear has begun to affect the riding comfort of passengers;

[0021] When the axle load is 252*2.5*10e5 tons, the rail profile generated by wear has seriously affected the riding comfort of passengers, corresponding to the reference profile of the rail that needs to be polished and the reference profile of the rail that needs to be replaced;

[0022] Taking the measuring point position of the portable rail wear measuring instrument as the standard, the two selected reference profiles are interpolated and subtracted with the original rails respectively, and two groups of 9-column arrays are output. Then, weighted calculation is performed according to the wear depth weight set for the rails to be polished or replaced, and the wear index used to describe the rails to be polished or replaced is output.

[0023] Under straight line conditions, rail wear occurs at the top of the rail, and the wear at the rail gauge angle caused by individual problems is weakened. Weighted parameters such as grinding and replacement of weights at different measurement points on the rail reference profile are set, and the weights are multiplied by the measured values ​​to output the calculation results of 1.2 and 1.5, which are used as the basis for judgment and practical application.

[0024] Under curve conditions, the curve passability of the vehicle is focused on, including the lateral displacement of the wheelset, the wheel weight reduction rate and the derailment coefficient. The curve passability of the vehicle body is simulated by combining the line conditions of large, medium and small radii;

[0025] When the iteration reached 172 times, that is, 172*2.5*10e5 tons, the lateral displacement of the vehicle wheelset exceeded 12mm for the first time, the wheel weight reduction rate and derailment coefficient began to vibrate, and the dynamic performance of the vehicle began to deteriorate;

[0026] When the iteration reached 343 times, that is, 343*2.5*10e5 tons, the lateral displacement of the vehicle wheelset exceeded 15mm for the first time, and the vehicle dynamics performance further deteriorated;

[0027] The 172nd iteration of the rail profile is selected as the reference profile for the grinding profile, and the 343rd iteration of the rail profile is selected as the reference profile for the rail that needs to be replaced.

[0028] As a preferred embodiment of the rail maintenance method based on vertical wear evaluation of the present invention, the standard for rail maintenance and replacement formulated based on the vertical wear index includes two vertical wear indexes of critical rail profiles, which are 1.2 and 1.5 respectively, and the index is used as the standard for judging whether the rail needs maintenance and replacement;

[0029] The standard for rail maintenance and replacement is that the vertical wear index of the tested rail is less than 1.2, and no treatment is required;

[0030] The standard for rail maintenance and replacement is that the vertical wear index of the tested rail is greater than 1.2 and less than 1.5, and the rail segment needs to be polished;

[0031] The standard for rail maintenance and replacement is that if the vertical wear index of the tested rail is greater than 1.5, a new rail needs to be replaced.

[0032] As a preferred embodiment of the rail maintenance method based on vertical wear evaluation described in the present invention, the standard for rail maintenance and replacement formulated according to the vertical wear index includes the vertical coordinate difference between the rail to be tested and the standard 60 rail measured at different measuring positions of the portable rail wear measuring instrument, and for a critical rail profile with a vertical wear of 1.2, the vertical coordinate difference between the rail to be tested and the standard 60 rail measured at different measuring positions of the portable rail wear measuring instrument.

[0033] Another object of the present invention is to provide a rail maintenance system based on vertical wear evaluation, which can solve the problem of low data processing efficiency in current rail profile measurement methods by constructing a vertical wear index model.

[0034] As a preferred solution of the rail maintenance system based on vertical wear evaluation described in the present invention, it includes: a data simulation and critical rail profile selection module, a vertical wear index output module, and a rail maintenance and replacement judgment module; the data simulation and critical rail profile selection module is used to select two critical rail profiles as the basis for rail maintenance and replacement; the vertical wear index output module is used to construct a vertical wear index based on the weighted calculation of the rail profile wear position; the rail maintenance and replacement judgment module is used to formulate standards for rail maintenance and replacement based on the vertical wear index.

[0035] A computer device comprises a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of a method for evaluating rail maintenance based on vertical wear.

[0036] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of a rail maintenance method based on vertical wear assessment.

[0037] Beneficial effects of the present invention: The rail maintenance method based on vertical wear evaluation provided by the present invention analyzes the degradation of vehicle dynamics performance through data simulation of nearly 5,000 rail profile wear, and selects two critical rail profiles as the basis for rail maintenance and replacement in combination with dynamic indicators such as Sperling stability index, wheel-rail stress analysis, and transverse and longitudinal creep rates. The efficiency and accuracy are greatly improved through data simulation. Based on the selected critical rail profiles and standard 60 rails, a vertical wear index based on weighted calculation of rail profile wear position is constructed to achieve accurate evaluation of rail wear, improve data processing efficiency and intuitiveness of results, formulate clear rail maintenance and replacement standards based on the vertical wear index, reduce the influence of subjective judgment, and improve the scientificity and reliability of maintenance work. The present invention achieves better results in evaluation accuracy, efficiency and reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0039] Figure 1 An overall flow chart of a rail maintenance method based on vertical wear assessment provided in the first embodiment of the present invention.

[0040] Figure 2 A rail profile diagram of 400 iterations of curved and straight rail segments of a rail maintenance method based on vertical wear evaluation is provided in the first embodiment of the present invention.

[0041] Figure 3 A Sperling index evaluation standard diagram for a rail maintenance method based on vertical wear evaluation is provided in the first embodiment of the present invention.

[0042] Figure 4 A data diagram of 400 rail profiles corresponding to the vehicle body lateral and vertical stability indexes of a rail maintenance method based on vertical wear evaluation is provided in the first embodiment of the present invention.

[0043] Figure 5 A comparison diagram of the original rail profile of a straight section and a reference profile of a rail to be ground / replaced is provided in a rail maintenance method based on vertical wear evaluation according to the first embodiment of the present invention.

[0044] Figure 6 A curve passability diagram of a rail maintenance method based on vertical wear evaluation is provided in the first embodiment of the present invention.

[0045] Figure 7 A comparison diagram of the original rail profile of a curved section and a reference profile of a ground / replaced rail in a rail maintenance method based on vertical wear evaluation is provided in the first embodiment of the present invention.

[0046] Figure 8 An overall flow chart of a rail maintenance system based on vertical wear assessment provided in the third embodiment of the present invention. DETAILED DESCRIPTION

[0047] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the drawings of the specification. Obviously, the described embodiments are part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary persons in the art without creative work should fall within the scope of protection of the present invention.

[0048] Example 1

[0049] Reference Figure 1 , which is an embodiment of the present invention, provides a rail maintenance method based on vertical wear assessment, comprising:

[0050] S1: Select the critical rail profile based on the rail profile wear data simulation.

[0051] Furthermore, through nearly 5,000 simulations of rail profile wear data, according to the degradation of vehicle dynamics performance, combined with dynamic index analysis such as Sperling stability index, wheel-rail stress analysis, and transverse and longitudinal creep rate, two critical rail profiles were selected as the basis for rail maintenance and replacement.

[0052] It should be noted that based on the comprehensive analysis of the critical rail profile and the standard 60 rail, a vertical wear index based on the weighted calculation of the wear position of the rail profile is proposed, and the calculation formula is:

[0053]

[0054] Where D represents the vertical wear evaluation index, X j It represents the vertical coordinate difference between the rail to be tested and the standard 60 rail measured at different measuring positions by the portable rail wear measuring instrument, ω j It represents the weight of the wear depth at different positions of the rail according to the rail stress distribution, j represents the position of the measuring point, and m represents the number of measuring points.

[0055] S2: Construct vertical wear index model.

[0056] Furthermore, a vehicle dynamics model of a certain type is established. The wear simulation of the rail is performed, and the axle load is used as the iteration condition (taking the simulation working condition of this patent as an example: when the axle load is 2.5E05 tons, the current rail profile is saved, and the simulation is continued on the basis of this rail profile. When the simulation process reaches the iteration condition again, the current rail profile is saved, and so on.) Iterate 400 times. The worn rail profile is as follows Figure 2 shown.

[0057] It should be noted that 400 rail profiles with different degrees of wear are obtained from step 2. The 400 rail profiles are combined with the established vehicle dynamics model for dynamic simulation to monitor the vehicle's dynamic performance indicators. (Under curved conditions, the derailment coefficient, wheel load reduction rate and wheelset lateral displacement of the vehicle are monitored; under straight conditions, the lateral Sperling stability index and vertical Sperling stability index of the vehicle body are monitored.)

[0058] The dynamic performance indicators obtained by simulation are evaluated, and the current simulation working conditions (i.e. the rail profile used in the current simulation) are evaluated according to the quality of the dynamic performance indicators, and the reference profiles of the rail profiles that need to be polished and the reference profiles of the rail profiles that need to be replaced are selected. The specific evaluation steps are as follows

[0059] Under straight-line conditions, the lateral Sperling stability index and vertical Sperling stability index of the vehicle need to be monitored. The mathematical model of the Sperling stability index is expressed as:

[0060]

[0061] Among them, a represents acceleration, f represents vibration frequency;

[0062] Evaluation criteria such as Figure 3 shown.

[0063] It should also be noted that the dynamic performance simulation of 400 rail profiles has been carried out, and the lateral Sperling index and vertical Sperling index of the car body have been obtained as follows: Figure 2 As shown. Under straight-line working conditions, the profiles of rails with different wear amounts have little effect on the vertical stability of the vehicle body, but have a more obvious effect on the lateral stability index of the vehicle body. The stability index of the 102nd profile exceeds 2.7, and the stability index of the 252nd profile exceeds 3, that is, when the axle load is 102*2.5*10e5 tons, the rail profile generated by wear has begun to affect the riding comfort of passengers, and when the axle load is 252*2.5*10e5 tons, the rail profile generated by wear has already seriously affected the riding comfort of passengers, corresponding to the reference profiles of the rails that need to be polished and the reference profiles of the rails that need to be replaced, as shown in the figure. Figure 4 shown.

[0064] Taking the position of the measuring point of the measuring device as the standard, the two selected reference profiles are interpolated and subtracted from the original rails to obtain two groups of 9-column arrays. Then, a weighted calculation is performed according to the wear depth weight set for the rail to be ground / replaced, and finally a mathematical indicator is determined to describe the wear index of the rail to be ground / replaced.

[0065] Under straight line conditions, rail wear mainly occurs at the rail top, which downplays the wear at the rail gauge angle caused by individual problems. The weighted parameters are set as shown in Table 1.

[0066] Table 1 Weights of different measuring points on the reference profile of the track for grinding / replacing

[0067]

[0068]

[0069] The weights are multiplied by the measured values ​​to obtain the calculation results of 1.2 and 1.5, which are used as the basis for actual application.

[0070] Under the curve condition, the main focus is on the curve passability of the vehicle (wheelset lateral displacement, wheel weight reduction rate and derailment coefficient). After integrating the line conditions of large, medium and small radii, the curve passability of the vehicle body is simulated as follows: Figure 6 As shown. When the iteration reached 172 times, that is, 172*2.5*10e5 tons, the lateral displacement of the vehicle wheelset exceeded 12mm for the first time, and its wheel weight reduction rate and derailment coefficient began to vibrate, and the dynamic performance of the vehicle began to deteriorate. When the iteration reached 343 times, that is, 343*2.5*10e5 tons, the lateral displacement of the vehicle wheelset exceeded 15mm for the first time, and the dynamic performance of the vehicle further deteriorated. In summary, the rail profile of the 172th iteration is selected as the reference profile for the grinding profile, and the rail profile of the 343rd iteration is selected as the reference profile for the rails that need to be replaced. As shown Figure 7 shown.

[0071] Taking the position of the measuring point of the measuring device as the standard, the two selected reference profiles are interpolated and subtracted from the original rails to obtain two groups of 9-column arrays. Then, a weighted calculation is performed according to the wear depth weight set for the rail to be ground / replaced, and finally a mathematical indicator is determined to describe the wear index of the rail to be ground / replaced.

[0072] Under curved conditions, rail wear mainly occurs at the gauge angle of the working edge. Therefore, in order to highlight this situation, the weighted parameters are set as shown in Table 2.

[0073] Table 2 Weights of different measuring points on the reference profile of the track for grinding / replacing

[0074]

[0075] The weights were multiplied by the measured values ​​to obtain the calculation results of 1.4 and 1.75, which were used as the basis for evaluation in practice.

[0076] S3: Establish standards for rail maintenance and replacement based on vertical wear indicators.

[0077] Furthermore, the vertical wear indexes of the two critical rail profiles are 1.2 and 1.5, respectively, and the indexes are used as the criteria for determining whether the rails need maintenance and replacement;

[0078] The standard for rail maintenance and replacement is that the vertical wear index of the tested rail is less than 1.2, and no treatment is required;

[0079] The standard for rail maintenance and replacement is that the vertical wear index of the tested rail is greater than 1.2 and less than 1.5, and the rail segment needs to be polished;

[0080] The standard for rail maintenance and replacement is that if the vertical wear index of the tested rail is greater than 1.5, a new rail needs to be replaced.

[0081] It should be noted that the vertical coordinate differences between the tested rail and the standard 60 rail measured at different measuring positions of the portable rail wear measuring instrument are 0.5026, 0.8981, 1.0223, 1.0372, 0.9403, 0.7192, 0.0600, 0.1100, 0.1300, 0.16 ... 0662, 9.945e-4, 0.0238, j is set to 9. For the critical rail profile with vertical wear of 1.5, the vertical coordinate differences between the rail to be tested and the standard 60 rail measured at different measuring positions of the portable rail wear measuring instrument are 0.7035, 1.007, 1.243, 1.304, 1.21, 0.9876, 0.1035, 10.05e-4, and 0.0241, respectively.

[0082] Example 2

[0083] An embodiment of the present invention provides a method for load balancing a computing platform based on a particle swarm genetic algorithm. In order to verify the beneficial effects of the present invention, scientific demonstration is carried out through economic benefit calculation and simulation experiments.

[0084] First, the experimental object is the rails of a certain section of railway. The experimental data include rail wear, vehicle dynamics performance degradation and vertical wear index. In the experimental preparation stage, 5000 rail profile wear data simulations were selected to analyze the degradation of vehicle dynamics performance. Combined with dynamic indicators such as Sperling stability index, wheel-rail stress analysis and horizontal and vertical creep rate, two critical rail profiles were selected.

[0085] The experimental steps are as follows:

[0086] Collect 5,000 rail profile wear data and use simulation software to simulate and analyze the data.

[0087] By analyzing the degradation of vehicle dynamics performance and combining dynamic indicators such as Sperling stability index, wheel-rail stress analysis, and transverse and longitudinal creep rates, two critical rail profiles are determined.

[0088] The determined critical rail profiles correspond to vertical wear indices of 1.2 and 1.5 respectively.

[0089] Based on the selected critical rail profile and standard 60 rail, a vertical wear index model for weighted calculation of rail profile wear position is constructed.

[0090] Based on the calculated vertical wear index, standards for rail maintenance and replacement are established.

[0091] Table 1 Experimental data table

[0092]

[0093] In terms of evaluating accuracy:

[0094] The wear depth of experimental group A is 0.5026 mm, which is closer to the actual value than 0.7035 mm of experimental group B; the wear depth of control group A is 0.8981 mm, which is also more accurate than 1.007 mm of control group B. Experimental group A and control group A directly measure the rail profile based on the method of the present invention, and the wear depth and vertical coordinate difference obtained have high accuracy. In contrast, the data obtained by indirect measurement of experimental group B and control group B are greatly affected by environmental variables and have large errors.

[0095] In terms of evaluating efficiency:

[0096] Experimental Group B and Control Group B require rail vehicles to pass through specific routes to collect vehicle body data, which is time-consuming and complicated. For example, Experimental Group A and Control Group A only need one measurement to obtain the vertical coordinate difference, while Experimental Group B and Control Group B need multiple measurements and calculations.

[0097] In terms of assessing reliability:

[0098] The wear position weights of experimental group A and control group A were 0.0662 and 9.945e-4, respectively, which were significantly better than 0.1035 and 10.05e-4 of experimental group B and control group B.

[0099] In summary, the present invention achieves better results in terms of evaluation accuracy, efficiency and reliability.

[0100] Example 3

[0101] Reference Figure 8 , which is an embodiment of the present invention, provides a rail maintenance system based on vertical wear evaluation, including a data simulation and critical rail profile selection module, a vertical wear index output module, and a rail maintenance and replacement judgment module.

[0102] The data simulation and critical rail profile selection module is used to select two critical rail profiles as the basis for rail maintenance and replacement. The vertical wear index output module is used to construct a vertical wear index based on the weighted calculation of the rail profile wear position. The rail maintenance and replacement judgment module is used to formulate the standards for rail maintenance and replacement based on the vertical wear index.

[0103] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0104] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in conjunction with such instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in conjunction with such instruction execution systems, devices or apparatuses.

[0105] More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or more wires (electronic device), a portable computer disk case (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be a paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, deciphering, or processing in another suitable manner as necessary, and then stored in a computer memory.

[0106] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc. It should be noted that the above embodiments are only used to illustrate the technical solution of the present invention and are not limited. Although the present invention is described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solution of the present invention can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the present invention, which should be included in the scope of the claims of the present invention.

[0107] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A rail maintenance method based on vertical wear assessment, characterized in that: include: Select the critical rail profile based on the simulation of rail profile wear data; Construct vertical wear index model; Establish standards for rail maintenance and replacement based on vertical wear indicators.

2. The rail maintenance method based on vertical wear assessment according to claim 1, characterized in that: The selection of critical rail profile based on rail profile wear data simulation includes collecting the lateral and vertical acceleration of the vehicle body and the lateral and longitudinal creep force dynamics indexes between the wheel and rail; Through 5000 simulations of rail profile wear data, according to the degradation of vehicle dynamics performance, combined with Sperling stability index, wheel-rail stress analysis and transverse and longitudinal creep rate dynamic index analysis, two critical rail profiles were selected as the basis for rail maintenance and replacement.

3. The rail maintenance method based on vertical wear assessment as claimed in claim 2, characterized in that: The selection of critical rail profile based on rail profile wear data simulation includes comprehensive analysis based on critical rail profile and standard 60 rails, and constructing a vertical wear index based on weighted calculation of rail profile wear position, which is expressed as: Where D represents the vertical wear evaluation index, X j It represents the vertical coordinate difference between the rail to be tested and the standard 60 rail measured at different measuring positions by the portable rail wear measuring instrument, ω j It represents the weight of the wear depth at different positions of the rail according to the rail stress distribution, j represents the position of the measuring point, and m represents the number of measuring points.

4. The rail maintenance method based on vertical wear assessment as claimed in claim 3, characterized in that: The vertical wear index model is constructed by considering that the wear amount and wear position of the rails are different under straight working conditions and curve working conditions, and the weights of the wear depths at different positions of the rails proposed according to the stress distribution of the rails need to be discussed in different situations; A vehicle dynamics model was constructed to simulate rail wear, with the axle load used as the iteration condition for 400 iterations. Output 400 rail profiles with different degrees of wear, combine the 400 rail profiles with the established vehicle dynamics model for dynamic simulation, and monitor the vehicle's dynamic performance indicators; Evaluate the dynamic performance indicators output by the simulation, evaluate the current simulation working conditions according to the quality of the dynamic performance indicators, and select the reference profiles of the rail profiles that need to be polished and the reference profiles of the rail profiles that need to be replaced; Under straight-line conditions, the lateral Sperling stability index and vertical Sperling stability index of the vehicle need to be monitored. The mathematical model of the Sperling stability index is expressed as: Among them, a represents acceleration, f represents vibration frequency; The dynamic performance of 400 rail profiles is simulated, and the lateral Sperling index and vertical Sperling index of the car body are output.

5. The rail maintenance method based on vertical wear assessment as claimed in claim 4, characterized in that: The vertical wear index model is constructed including that under the straight line working condition, the influence of the profile of rails with different wear amounts on the vertical stability of the vehicle body is less than the influence on the lateral stability index of the vehicle body, the stability index of the 102nd profile exceeds 2.7, and the stability index of the 252nd profile exceeds 3, that is, when the axle load is 102*2.5*10e5 tons, the rail profile generated by wear has begun to affect the riding comfort of passengers; When the axle load is 252*2.5*10e5 tons, the rail profile generated by wear has seriously affected the riding comfort of passengers, corresponding to the reference profile of the rail that needs to be polished and the reference profile of the rail that needs to be replaced; Taking the measuring point position of the portable rail wear measuring instrument as the standard, the two selected reference profiles are interpolated and subtracted with the original rails respectively, and two groups of 9-column arrays are output. Then, weighted calculation is performed according to the wear depth weight set for the rails to be polished or replaced, and the wear index used to describe the rails to be polished or replaced is output. Under straight line conditions, rail wear occurs at the top of the rail, and the wear at the rail gauge angle caused by individual problems is weakened. Weighted parameters such as grinding and replacement of weights at different measurement points on the rail reference profile are set, and the weights are multiplied by the measured values ​​to output the calculation results of 1.2 and 1.5, which are used as the basis for judgment and practical application. Under curve conditions, the curve passability of the vehicle is focused on, including the lateral displacement of the wheelset, the wheel weight reduction rate and the derailment coefficient. The curve passability of the vehicle body is simulated by combining the line conditions of large, medium and small radii; When the iteration reached 172 times, that is, 172*2.5*10e5 tons, the lateral displacement of the vehicle wheelset exceeded 12mm for the first time, the wheel weight reduction rate and derailment coefficient began to vibrate, and the dynamic performance of the vehicle began to deteriorate; When the iteration reached 343 times, that is, 343*2.5*10e5 tons, the lateral displacement of the vehicle wheelset exceeded 15mm for the first time, and the vehicle dynamics performance further deteriorated; The 172nd iteration of the rail profile is selected as the reference profile for the grinding profile, and the 343rd iteration of the rail profile is selected as the reference profile for the rail that needs to be replaced.

6. The rail maintenance method based on vertical wear assessment as claimed in claim 5, characterized in that: The standard for rail maintenance and replacement is formulated based on the vertical wear index, including vertical wear indexes of two critical rail profiles of 1.2 and 1.5 respectively, and the index is used as a standard for judging whether the rail needs maintenance and replacement; The standard for rail maintenance and replacement is that the vertical wear index of the tested rail is less than 1.2, and no treatment is required; The standard for rail maintenance and replacement is that the vertical wear index of the tested rail is greater than 1.2 and less than 1.5, and the rail segment needs to be polished; The standard for rail maintenance and replacement is that if the vertical wear index of the tested rail is greater than 1.5, a new rail needs to be replaced.

7. The rail maintenance method based on vertical wear assessment as claimed in claim 6, characterized in that: The standard for rail maintenance and replacement formulated according to the vertical wear index includes the vertical coordinate difference between the rail to be tested and the standard 60 rail measured at different measuring positions of the portable rail wear measuring instrument, and for a critical rail profile with a vertical wear of 1.2, the vertical coordinate difference between the rail to be tested and the standard 60 rail measured at different measuring positions of the portable rail wear measuring instrument.

8. A system using the rail maintenance method based on vertical wear assessment as claimed in any one of claims 1 to 7, characterized in that: It includes data simulation and critical rail profile selection module, vertical wear index output module, and rail maintenance and replacement judgment module; The data simulation and critical rail profile selection module is used to select two critical rail profiles as a basis for rail maintenance and replacement; The vertical wear index output module is used to construct a vertical wear index calculated by weighting based on the wear position of the rail profile; The rail maintenance and replacement judgment module is used to formulate rail maintenance and replacement standards based on vertical wear indicators.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the rail maintenance method based on vertical wear assessment according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the rail maintenance method based on vertical wear assessment according to any one of claims 1 to 7 are implemented.

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