Method for evaluating health state of steel rail

Abstract

The invention relates to a steel rail health assessment method, which comprises the following steps of: obtaining damage data of a steel rail and classifying the damage data to obtain classified damage data; calculating vertical comprehensive damage depths and lateral comprehensive damage depths of different types of damage based on the classified damage data, and calculating to obtain a comprehensive damage index by combining the vertical comprehensive damage depths and the lateral comprehensive damage depths; calculating a steel rail health score according to the comprehensive damage index; and providing steel rail maintenance suggestions according to the steel rail health scores. According to the method provided by the invention, various coexisting damages can be comprehensively considered, the health state of the steel rail is quantified, the method is in good butt joint with maintenance operation, the maintenance efficiency is improved, and the service life of the steel rail is prolonged.

Description

Technical Field

[0001] The present application relates to the technical field related to rail transit rail maintenance, and in particular to a method and device for evaluating the health status of rails. Background Art

[0002] Rails are one of the key components of rail transit infrastructure, and the health of rails directly affects the riding comfort of passengers and the safety of train operation. Due to the harsh natural environment and the long-term huge load of train wheels, rails are often attacked by various damages and diseases during service, such as fish scales, vertical wear, side wear, corrugation, microcracks, peeling blocks, fat edges, abrasions, bruises, cracks, etc. In recent years, while some of my country's rail line equipment has been aging, the operating intensity has been increasing. The probability of rail damage and diseases, especially the simultaneous occurrence of multiple damage and diseases, has been on the rise, posing a huge challenge to the daily maintenance of rails.

[0003] At present, my country mainly uses the "minor and serious damage" method to evaluate the damage state of rails, that is, the health state. For example, when a rail has abrasion damage, if the depth of the abrasion exceeds 1mm, it is a minor injury, and if the depth of the abrasion exceeds 2mm, it is a serious injury. Minor injuries can be repaired by grinding or milling, and serious injuries require direct rail replacement.

[0004] The existing methods have the following disadvantages:

[0005] On the one hand, the existing methods do not consider the coexistence of multiple damages. For example, when microcracks, abrasions, and peeling blocks that all meet the "minor damage" standard appear on a section of rail at the same time, the existing methods lack guidance on how to evaluate the health status of the rail and how to adopt an optimized maintenance strategy.

[0006] On the other hand, existing methods do not pay enough attention to damage that does not meet the "minor damage" standard. For example, when fish scales, peeling blocks, abrasions and other damage that do not meet the "minor damage" standard (or local standard limit) appear, how to evaluate the health status of the rails and how to formulate optimized maintenance strategies, the existing methods do not provide corresponding guidance.

[0007] On the other hand, the existing methods provide very limited guidance on daily rail maintenance operations, and there are no quantitative and standardized maintenance suggestions for operators to easily follow, thus reducing maintenance efficiency.

[0008] In addition, there are also methods to evaluate the service status of rails based on the rail health index, which is mainly calculated through various factors such as total mass, service life, number of serious injuries, track bed, environment, etc., to guide the formulation of the optimal rail overhaul strategy. This method cannot evaluate the damage that does not meet the serious injury standard that is common in daily rail maintenance operations, so the guidance for daily rail maintenance operations is very limited.

[0009] Therefore, in view of the lack of consideration for the coexistence of multiple types of damage in the current rail health status assessment, the lack of attention to damage that does not reach the level of minor damage, and the low efficiency of rail assessment and maintenance operations, how to evaluate surface damage that does not reach the level of minor damage, conduct a comprehensive analysis of the health of rails with multiple types of damage at the same time, and how to quickly evaluate the damage and form standardized maintenance recommendations to guide maintenance operations are technical issues that need to be resolved. Summary of the invention

[0010] In view of the above problems of the prior art, the present application provides an assessment scheme for the health status of rails, which is suitable for daily inspection and maintenance of rails, and can comprehensively consider various types of damage, analyze damage that is not serious, provide convenient and fast assessment indicators and put forward standardized maintenance suggestions.

[0011] To achieve the above-mentioned purpose, the first aspect of the present application provides a method for evaluating the health status of a rail, comprising the following steps:

[0012] Acquire and classify the damage data of the rails to obtain classified damage data;

[0013] Based on the classified damage data, the vertical comprehensive damage depth and lateral comprehensive damage depth of different types of damage are calculated, and the comprehensive damage index is obtained by combining the two.

[0014] Calculate the rail health score based on the comprehensive damage index;

[0015] Provide rail maintenance recommendations based on rail health scores.

[0016] From the above, the rail health status assessment method described in the present application starts from the empirical characteristics of daily rail maintenance operations, and comprehensively considers the different characteristics of rail damage for classification; the equivalent vertical and lateral comprehensive damage depths are calculated in a targeted manner according to different types of damage, so as to consider the impact of the different types of damage on the overall health of the rail; the rail health score calculated by the comprehensive damage index can quickly control the health status of the rail in general, and quickly give the corresponding optimal rail maintenance strategy, so as to guide the daily maintenance operations of the rail.

[0017] As a possible implementation of the first aspect, the classified injury data includes surface injuries, shallow injuries and internal injuries:

[0018] The surface damage includes welds, corrugation, micro cracks, peeling, abrasions, dents, vertical and side wear, high joints, fish scales, abnormal light bands, abnormal profiles, and fat edges;

[0019] The shallow damage includes: welds, microcracks, peeling blocks, abrasions, rubbing scratches, vertical wear and side wear;

[0020] The internal injuries include: cracks, peeling off, abrasions, bruises, vertical wear and side wear.

[0021] From the above, since the same type of damage is classified according to the severity, the different effects of the damage on the rail due to different severities can be distinguished. Since the severity can be distinguished by the size of the characteristic parameters, it is also operational.

[0022] As a possible implementation of the first aspect, the surface damage data is obtained in a manner including:

[0023] Weld seam, corrugation, micro cracks, peeling, abrasion, rubbing and vertical wear damage are obtained by measuring the vertical depth of the damage;

[0024] The high joint damage is obtained by measuring the excessive height of the high joint with a ruler and recording the number of all high joints in the rail section;

[0025] The fish scale damage is obtained by recording the fish scale area within 1 meter of the typical area, and taking 1 meter as the division unit, and counting the total number of fish scale blocks in the rail section;

[0026] Abnormal damage of the light band is obtained by measuring the width of the light band and the distance of the center of the light band from the center line of the track;

[0027] The abnormal profile damage is obtained by measuring the rail profile grinding index;

[0028] Side wear and fat edge damage are obtained by measuring the depth of the fat edge on the side of the rail;

[0029] The injury data of the superficial injury is obtained by:

[0030] Weld seams, micro cracks, peeling blocks, abrasions, dents, and vertical wear damage are obtained by measuring the vertical depth of the damage;

[0031] The side wear damage is obtained by measuring the depth of the fat edge on the side of the rail;

[0032] The damage data of the internal injury is obtained by:

[0033] The peeling, abrasion, dent and vertical wear are obtained by measuring the vertical depth of the damage;

[0034] The side wear damage is obtained by measuring the depth of the fat edge on the side of the rail.

[0035] From the above, further clarifying the data collection method of the injuries can standardize the calculation of the comprehensive injury depth, facilitate practitioners to standardize measurement operations, and facilitate the intervention and application of fully automated injury data collection technology in the future.

[0036] As a possible implementation manner of the first aspect, the comprehensive damage index is calculated by linearly combining the vertical comprehensive damage depth and the lateral comprehensive damage depth.

[0037] From the above, since the comprehensive damage index is calculated based on the vertical comprehensive damage depth and the lateral comprehensive damage depth, the different degrees of influence on the health status of the rail in two directions are taken into account; the comprehensive damage index is calculated by a simple linear combination method, which can be convenient in actual calculation without losing the accuracy of the estimated damage degree.

[0038] As a possible implementation manner of the first aspect, the comprehensive damage index is calculated according to the following formula:

[0039]

[0040] Among them, d ABC is the comprehensive injury index, d ABC_z is the vertical comprehensive injury depth, d ABC_x is the lateral comprehensive injury depth, which is calculated according to the following formula:

[0041] d ABC_z =d A_z +Max({d B_z , d C_z})

[0042] d ABC_x =Max({Depth x (m i )})

[0043] in,

[0044] d A_z is the vertical comprehensive injury depth of the surface injury, d B_z is the vertical comprehensive injury depth of shallow injury, d C_z It is the vertical comprehensive injury depth of internal injuries;

[0045] Depth x (m i ) is m i The lateral depth of the damage, m i Type I injuries include side wear and fat edges;

[0046] Among them, d A_z Calculated according to the following formula:

[0047] dA_z =Min({0.2mm,Max({d i})})

[0048]

[0049] in,

[0050] d i Calculate the depth vertically for surface injuries;

[0051] Depth z (a i ) is a i The vertical depth of the damage, a i Types of superficial injuries;

[0052] h i is the excess height of high joint damage, h i_max is the parameter limit, take 1mm; n h N is the number of all high joints in the rail section, h_max is the parameter limit, take 2;

[0053] S i is the damaged area within 1 meter, S i_max is the parameter limit, taking 1000mm×70mm; n f N is the total number of fish scales in the rail section. f_max is the parameter limit, take 5;

[0054] W i is the light band width, W i_max is the parameter limit, take 30mm; if |W i -W i_max |≤10mm, then W i =W i_max ; The distance of the light band center from the track centerline, d cen_max is the parameter limit, take 6mm, if d cen_i <2mm, then d cen_i =0mm;

[0055] k i is the profile calculation coefficient, GQI is the rail profile grinding index;

[0056] Among them, d B_z , d C_z Calculated according to the following formula:

[0057] d B_z =Max({Depth z (b i )}), b i ∈B

[0058]

[0059] in,

[0060] Depth z (b i ) is b i The vertical depth of the damage, b i A is the type of superficial injury, B is all types of superficial injuries;

[0061] Depth z (c i ) is c i The vertical depth of the damage, c i A is the type of superficial injury, and C is all types of superficial injuries.

[0062] From the above, the calculation of the comprehensive damage index takes into account the impact of minor damage on the health status of the rail, and takes into account the impact of multiple types of damage of different degrees on the overall health status. It is conducive to timely control of the dynamic health status of the rail, and the damage trend of the rail can be predicted according to the calculation method, thereby improving the comprehensive maintenance efficiency of the rail and extending the service life of the rail.

[0063] As a possible implementation of the first aspect, the rail health score may be calculated according to the following formula:

[0064]

[0065] Among them, y score is the rail health score, z1 and z2 are the rail score coefficients.

[0066] As described above, the rail health score calculation method provides a unified health assessment framework, quantifies the health of the rail, and can easily and quickly score the rail status. It is more intuitive for non-professionals and is convenient for display and subsequent decision-making.

[0067] As a possible implementation of the first aspect, the maintenance suggestion for the rail proposed according to the health score includes at least one of the following:

[0068] When the health score is in the range of [93, 100], maintenance is not recommended;

[0069] When the health score is in the [80,92] range, polishing is recommended;

[0070] When the health score is in the [70, 79] range, grinding or milling is recommended;

[0071] When the health score is in the range of [62, 69], milling is recommended;

[0072] When the health score is in the [60, 61] range, milling or rail replacement is recommended;

[0073] When the health score is in the interval [0, 59], it is recommended to change tracks.

[0074] From the above, the rail health score value is directly linked to the rail maintenance operation mode, making the rail maintenance strategy simpler and more intuitive, and improving the efficiency of rail assessment and inspection.

[0075] As a possible implementation manner of the first aspect, the rail health score is a piecewise function based on the rail comprehensive damage index.

[0076] From the above, the rail health score can be obtained into several intervals corresponding to the maintenance recommendations without further statistical or mathematical transformation, which is easy to understand.

[0077] A second aspect of the present application provides a rail health status assessment device, comprising:

[0078] The data collection and classification module is used to collect the damage data of the rails and classify them into surface damage, shallow damage and internal damage according to the damage degree; the collected damage data of the rails includes: collecting the number, distribution, size, depth and width information of the damage on the rails;

[0079] A data processing module, used to calculate the vertical comprehensive injury depth and the lateral comprehensive injury depth, and calculate the comprehensive injury index by combining the vertical comprehensive injury depth and the lateral comprehensive injury depth;

[0080] The scoring and suggestion module is used to calculate the rail health score according to the comprehensive damage index and put forward corresponding maintenance suggestions.

[0081] A third aspect of the present application provides a computing device, including:

[0082] processor, and

[0083] A memory stores program instructions, which, when executed by the processor, enable the processor to execute the method for assessing the health status of the rail. BRIEF DESCRIPTION OF THE DRAWINGS

[0084] Figure 1 is a flow chart of a method for evaluating the health status of rails provided in the first embodiment of the present application;

[0085] Figure 2 is a flow chart of a method for evaluating the health status of rails provided in the second embodiment of the present application;

[0086] Figure 3is a schematic diagram of rail damage classification distribution involved in the second embodiment of the present application;

[0087] Figure 4 is a schematic diagram of the classification of common rail damage involved in the second embodiment of the present application;

[0088] Figure 5 is a functional relationship diagram between rail comprehensive damage depth and rail health score involved in the second embodiment of the present application;

[0089] Figure 6 is a schematic diagram of a rail health status assessment device provided in an embodiment of the present application;

[0090] Figure 7 It is a structural schematic diagram of a computing device provided in an embodiment of the present application.

[0091] It should be understood that the size and shape of each block diagram in the above structural diagram are for reference only and should not constitute an exclusive interpretation of the embodiment of the present invention. The relative position and inclusion relationship between the blocks presented in the structural diagram are only schematic representations of the structural association between the blocks, and do not limit the physical connection method of the embodiment of the present invention. DETAILED DESCRIPTION

[0092] The technical solution provided by the present application is further described below with reference to the accompanying drawings and examples. It should be understood that the system structure and business scenarios provided in the examples of the present application are mainly to illustrate the possible implementation methods of the technical solution of the present application and should not be interpreted as the only limitation on the technical solution of the present application. It is known to those of ordinary skill in the art that with the evolution of the system structure and the emergence of new business scenarios, the technical solution provided by the present application is also applicable to similar technical problems.

[0093] It should be understood that the rail health status assessment scheme provided in the embodiments of the present application includes a rail health status assessment method, an assessment device, and a computing device. Since the principles of solving the problems in these technical solutions are the same or similar, some repetitions may not be repeated in the introduction of the following specific embodiments, but it should be regarded as that these specific embodiments have been referenced to each other and can be combined with each other.

[0094] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by technicians in the technical field of this application. In the event of any inconsistency, the meaning described in this specification or the meaning derived from the contents recorded in this specification shall prevail. In addition, the terms used herein are only for the purpose of describing the embodiments of the present application and are not intended to limit the present application. In order to accurately describe the technical content in this application and to accurately understand the present invention, the following explanations or definitions are given to the terms used in this specification before describing the specific embodiments:

[0095] 1) Grinding Quality Index (GQI): It is an important indicator to measure the quality of rail grinding. It evaluates the quality of the rail profile after grinding by calculating the deviation between the measured rail profile and the target profile (grinding template). In practical applications, GQI can be used to inspect the quality of rail grinding operations.

[0096] The rail health status assessment scheme provided in the embodiment of the present application considers and collects data for different types of damage on the rails, scores the overall health of the rails through comprehensive analysis in the vertical and lateral directions, and makes corresponding maintenance suggestions. This method focuses on the comprehensive impact caused by the accumulation of surface damage that has not been taken seriously in the past, as well as the contribution of damage in the vertical and lateral directions to the overall situation. It is comprehensive and fills the gap in previous technologies. It calculates and makes maintenance suggestions in the form of health scores, which is concise and easy to implement and promote. The embodiment of the present application can be applied to scenarios such as daily maintenance inspection, overhaul and minor repairs, and troubleshooting of railway rails. The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0097] The first embodiment of the present application provides a method for evaluating the health status of a rail. Figure 1 , specifically describing the implementation of each step of the method, including steps S10-S40:

[0098] S10 acquires and classifies the damage data of the rails to obtain classified damage data.

[0099] In some embodiments, the rail damage data obtained includes damage such as welds, corrugation, microcracks, cracks, peeling blocks, abrasions, dents, vertical wear and side wear, high joints, fish scale patterns, abnormal light bands, abnormal profiles, fat edges, etc.; it may also include various types of fatigue, oxidation, corrosion, cracks, deformation, etc. caused by internal material defects, mechanical wear, poor workmanship, etc.

[0100] In some embodiments, the damage data collection can be performed by obtaining external characteristic information such as the number, distribution, size, depth, width, and direction of damage on the rails; signal characteristic information such as waveform, amplitude, and change can also be obtained through flaw detection equipment; characteristic information such as the development speed and shape change of damage that changes over time can also be obtained through observation over a period of time. External characteristic information such as the external climate environment, train running conditions, railway line conditions, and maintenance conditions during measurement can also be recorded; wherein, the collection of damage data is usually performed in a section of rails, and the rails between two welds (commonly 100m in length) are used as calculation units.

[0101] In some embodiments, the method for collecting the rail damage data may use manual observation, tool measurement, camera acquisition, image recognition, ultrasonic detection, laser detection, vibration sensor, deep learning and other methods.

[0102] In some embodiments, the rail damage can be classified according to the collected damage data; can be classified according to the degree of damage, such as surface damage, shallow damage, internal damage; can also be classified according to other suitable conditions, which are not limited here. It should be understood that the classification of damage according to the degree of damage is to better consider that different degrees of damage have different effects on the overall health of the rail.

[0103] In some embodiments, the surface damage may include at least one of the following damages: welds, corrugations, microcracks, peeling blocks, abrasions, bruises, vertical wear and side wear, high joints, fish scales, abnormal light bands, abnormal profiles, and fat edges; the shallow damage may include at least one of the following damages: welds, microcracks, peeling blocks, abrasions, bruises, vertical wear and side wear; the internal damage may include at least one of the following damages: cracks, peeling blocks, abrasions, bruises, vertical wear and side wear. It should be understood that although the damage names are the same here, they are still different types of damage if they are classified under different damage degrees, and their subsequent processing and calculation methods should be different.

[0104] S20 calculates the vertical comprehensive injury depth and lateral comprehensive injury depth of different types of injuries based on the classified damage data, and obtains the comprehensive damage index by combining the two.

[0105] In some embodiments, the vertical comprehensive damage depth reflects the comprehensive impact of various types of damage on the vertical direction of the rail, and the lateral comprehensive damage depth reflects the comprehensive impact of various types of damage on the lateral direction of the rail; wherein, the damage that affects the vertical direction of the rail includes but is not limited to: welds, corrugation, microcracks, cracks, peeling, abrasions, bruises, vertical wear, high joints, fish scales, light band abnormalities, and profile abnormalities; the damage that affects the lateral direction of the rail includes but is not limited to: side wear and fat edges.

[0106] In some embodiments, the vertical comprehensive damage depth of the rail has a greater impact on the rail than the lateral comprehensive damage depth. Therefore, when calculating the comprehensive damage index, its coefficient contribution is more obvious; for example, in a linear formula, the comprehensive damage index can be calculated as follows:

[0107]

[0108] Among them, d ABC is the comprehensive injury index, d ABC_z is the vertical comprehensive injury depth, d ABC_xIt should be understood that this linear formula is only one possible implementation of the present application, and there should be other reasonable calculation methods, and the formula parameters and formula form are not limited here.

[0109] In some embodiments, since the distribution area of ​​surface damage is wide and the types are many, the vertical comprehensive damage depth of the rail should fully consider the collective effect of surface damage; for example, in one formula, the vertical comprehensive damage depth of the rail can be the sum of the maximum value of the vertical comprehensive damage depth of surface damage and the vertical comprehensive damage depth of shallow damage and internal damage. It should be understood that this formula is only a possible implementation method of this application, and there should be other reasonable calculation methods, so the formula parameters and formula form are not limited here.

[0110] In some embodiments, the vertical comprehensive wound depth of surface wounds may have an upper limit to prevent over-considering the comprehensive effects of surface wounds.

[0111] In some embodiments, for different surface injuries, different calculation methods may be used for the vertical and lateral combined injury depths to meet corresponding technical requirements, which are not limited here.

[0112] S30 calculates the rail health score based on the comprehensive damage index.

[0113] In some embodiments, the rail health score may be a function of a comprehensive damage coefficient or a function that has undergone statistical transformation. For example, the following piecewise function of a comprehensive damage index may be used to comprehensively score the rail health:

[0114]

[0115]

[0116] Among them, y score Score the rail health, d ABC is the comprehensive damage index, z1 and z2 are rail scoring coefficients.

[0117] In some embodiments, a continuous function may also be used to score rail health.

[0118] In some embodiments, the rail health score can be further comprehensively scored for rails within a certain interval, length, or area; in the comprehensive scoring process, the specific external weather, management, and regional conditions of the rails within the interval, length, or range can be considered to add necessary parameter items to the rail health score function; the factors under consideration can be changed and replaced according to the needs of rail maintenance and management, and are not limited here.

[0119] In some embodiments, the rail health score can also be used in scenarios such as supervision and acceptance of railway projects.

[0120] S40 provides rail maintenance recommendations based on the rail health score.

[0121] In some embodiments, suggestions for rail repair and maintenance may be made according to the interval values ​​of the rail health score segmentation function; or the continuous function of the rail health score may be segmented by itself, and suggestions for rail repair and maintenance may be made accordingly;

[0122] In some embodiments, maintenance suggestions for rails may include processes such as maintenance, grinding, milling, and rail replacement; they may also include repair processes such as filling and welding; and corresponding maintenance suggestions, time plans, procedures, etc. may also be formulated based on the project's maintenance cycle, processes, technical standards, etc.

[0123] The second embodiment of the present application provides a rail health scoring method based on a damage index, and the implementation process is as follows: Figure 2 As shown, the specific steps include:.

[0124] S201 obtains and classifies rail damage data to obtain classified damage data. :

[0125] First, the common damage and diseases in rail maintenance operations are classified into Figure 3 , Figure 4 As shown in the figure, it is divided. For example, fish scales, corrugations, high joints, abnormal profiles, fat edges, abnormal light bands, etc. are usually only shallow injuries. Welds and microcracks can be surface injuries or shallow injuries because of their varying depths. In practice, the depths of peeling blocks, abrasions, rubbing injuries, vertical wear and side wear vary greatly, and they should be assigned to surface injuries, shallow injuries or internal injuries according to their actual depths. Cracks mainly refer to cracks in rail screw holes, cracks in the lower jaw of the rail head, core injuries, cracks in the rail waist, cracks at the bottom of the rail, etc. The occurrence of such injuries means that the rails must be replaced, and they can only be internal injuries C. In the second embodiment of the present application, surface injuries (A) include fish scales, corrugations, high joints, abnormal light bands, abnormal profiles, welds, peeling blocks, microcracks, abrasions, rubbing injuries, vertical wear and side wear. Shallow injuries (B) include: welds, microcracks, peeling blocks, abrasions, rubbing injuries, vertical wear and side wear. Internal injuries (C) include: peeling, abrasions, bruises, vertical abrasions and side abrasions.

[0126] In the second embodiment of the present application, taking a certain track regular inspection as an example, it is found that there are 3 fish scale patterns with an area of ​​about 400mmx70mm within a certain section of rail within 100m, and it is also found that there are scratches on the tread of this section of rail, and the scratch depth is measured to be 0.5mm. Therefore, this measurement result is recorded to calculate the comprehensive damage depth of the rail.

[0127] S202 calculates the rail comprehensive damage depth and rail damage index according to the formula:

[0128] The "comprehensive damage depth" is calculated as the damage index of the rail. Specifically, A = {fish scale pattern, corrugation, high joint, abnormal light band, abnormal profile, weld, peeling block, microcrack, abrasion, bruise, head wear}, B = {weld, microcrack, peeling block, abrasion, bruise, head wear}, C = {peeling block, abrasion, bruise, head wear}, then the comprehensive damage depth of the rail is d ABC The calculation is as follows:

[0129]

[0130] Among them, d ABC_z is the vertical comprehensive injury depth, d ABC_x It is a deep lateral comprehensive injury.

[0131] d ABC_z =d A_z +Max({d B_z , d C_z}) (2)

[0132] in,

[0133] d A_z =Min({0.2mm,Max({d i})})

[0134]

[0135] d B_z =Max({Depth z (b i )}), b i ∈B (4)

[0136]

[0137] The function Depth in formula (3), (4), and (5) z (x) is the vertical depth of the damage, and GQI (Grinding Quality Index) is the rail profile grinding index, which is used here to judge the abnormality of the rail profile. In formula (3), for some damages such as fish scales, light band abnormalities, and profile abnormalities, since they cannot directly measure the damage depth, the measured characteristic parameter values ​​and the rail surface thickness that needs to be ground or milled in actual rail maintenance to eliminate the disease are "converted" here, and the converted thickness is used as its "equivalent damage depth". The relevant damage parameters and their limits are shown in Table 1.

[0138] Table 1 Definitions and limits of some rail damage parameters

[0139]

[0140] In addition, in formula (1), dABC_x The calculation is as follows:

[0141] d ABC_x =Max({Depth x (m i )}), m i ∈{side grinding, fat edge} (6)

[0142] The function Depth in formula (6) x (y) is the depth of the damage on the side of the rail.

[0143] In the second embodiment of the present application, since both types of damage are vertical damage to the rail and the depth of the abrasion does not reach the standard of light damage, the calculation method of the comprehensive damage depth formula (1) is:

[0144]

[0145] From the above calculation process, it can be seen that using "comprehensive damage depth" as the damage index of the rail can realize the comprehensive evaluation of various types of damage and reflect the damage status of the rail in general. That is, the larger the rail damage index value, the more serious the rail damage.

[0146] S203 calculates the rail health score based on the comprehensive damage index:

[0147] In order to more intuitively reflect the health of the rails through the damage state of the rails, the scoring function of formula (7) is used to quantitatively score the health of the rails.

[0148]

[0149] in,

[0150]

[0151] The graph of rail scoring function is as follows: Figure 3 shown.

[0152] In the second embodiment of the present application, the specific score of rail health can be calculated according to formula (7):

[0153] y Score =f(d ABC )=68.43

[0154] S204 provides rail maintenance recommendations based on the rail health score:

[0155] Based on the actual rail maintenance experience, according to the relationship between rail health score and rail damage, as shown in formula (7) and Figure 5 As shown in Table 2, rail maintenance operation decisions can be further made.

[0156] It can be seen from the rail health scoring table that the score of this section of rail in the second embodiment of the present application is lower than 70 points, and it is recommended to repair the rail by milling.

[0157] Table 2 Rail maintenance recommendations based on rail health scores

[0158]

[0159]

[0160] The third embodiment of the present application provides a device for evaluating the health status of a rail. Figure 6 As shown, including:

[0161] The data collection and classification module is used to collect the damage data of the rail and classify it into surface damage, shallow damage and internal damage according to the degree of damage; the collection of the damage data of the rail includes: collecting the number, distribution, size, depth and width information of the damage on the rail; specifically, the data collection and classification module can be used to implement step S10 in the first embodiment and its optional embodiments.

[0162] The data processing module is used to calculate the vertical comprehensive injury depth and the lateral comprehensive injury depth, and calculate the comprehensive damage index in combination with the vertical comprehensive injury depth and the lateral comprehensive injury depth; specifically, the data processing module can be used to implement step S20 in the first embodiment and its optional embodiments.

[0163] The scoring and suggestion module is used to calculate the rail health score according to the comprehensive damage index and put forward corresponding maintenance suggestions; specifically, the data processing module can be used to implement steps S30 and S40 in the first embodiment and its optional embodiments.

[0164] Figure 7 900 is a schematic structural diagram of a computing device 900 provided in an embodiment of the present application. The computing device can execute each optional embodiment of the above method, and the computing device can be a terminal, or a chip or chip system inside the terminal. Figure 7 As shown, the computing device 900 includes: a processor 910 , a memory 920 , and a communication interface 930 .

[0165] It should be understood that Figure 7 The communication interface 930 in the computing device 900 shown may be used to communicate with other devices, and may specifically include one or more transceiver circuits or interface circuits.

[0166] The processor 910 may be connected to a memory 920. The memory 920 may be used to store the program code and data. Therefore, the memory 920 may be a storage unit inside the processor 910, or an external storage unit independent of the processor 910, or a component including a storage unit inside the processor 910 and an external storage unit independent of the processor 910.

[0167] Optionally, the computing device 900 may further include a bus. The memory 920 and the communication interface 930 may be connected to the processor 910 via the bus. The bus may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 A line without an arrow is used to represent the bus, but this does not mean that there is only one bus or one type of bus.

[0168] It should be understood that in the embodiment of the present application, the processor 910 may adopt a central processing unit (CPU). The processor may also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc. Alternatively, the processor 910 may adopt one or more integrated circuits to execute relevant programs to implement the technical solutions provided in the embodiment of the present application.

[0169] The memory 920 may include a read-only memory and a random access memory, and provides instructions and data to the processor 910. A portion of the processor 910 may also include a nonvolatile random access memory. For example, the processor 910 may also store information on the device type.

[0170] When the computing device 900 is running, the processor 910 executes the computer-executable instructions in the memory 920 to perform any operation step of the above method and any optional embodiment thereof.

[0171] It should be understood that the computing device 900 according to the embodiment of the present application can correspond to the corresponding subjects in the methods according to the embodiments of the present application, and the above-mentioned and other operations and / or functions of each module in the computing device 900 are respectively for implementing the corresponding processes of each method of the present embodiment. For the sake of brevity, they will not be repeated here.

[0172] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0173] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0174] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0175] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0176] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0177] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in each embodiment of the present application. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0178] An embodiment of the present application also provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, it is used to execute the above method, which includes at least one of the solutions described in the above embodiments.

[0179] The computer storage medium of the embodiment of the present application can adopt any combination of one or more computer-readable media. Computer-readable media can be computer-readable signal media or computer-readable storage media. Computer-readable storage media can be, for example, but not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or devices, or any combination of the above. More specific examples (non-exhaustive lists) of computer-readable storage media include: electrical connections with one or more wires, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above. In this document, computer-readable storage media can be any tangible medium containing or storing programs, which can be used by instruction execution systems, devices or devices or used in combination with them.

[0180] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, which carry computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0181] The program code embodied on the computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0182] Computer program code for performing the operation of the present application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages, such as Java, Smalltalk, C++, and conventional procedural programming languages, such as "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as an independent software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (e.g., using an Internet service provider to connect through the Internet).

[0183] In addition, the words "first, second, third, etc." or module A, module B, module C and other similar terms in the specification and claims are only used to distinguish similar objects and do not represent a specific ordering of the objects. It can be understood that the specific order or sequence can be interchanged where permitted so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0184] In the above description, the numbers representing the steps, such as S100, S101, etc., do not necessarily mean that the steps will be executed in this manner. If permitted, the order of the steps can be interchanged or they can be executed simultaneously.

[0185] The term "comprising" as used in the description and claims should not be interpreted as being limited to what is listed thereafter; it does not exclude other elements or steps. Therefore, it should be interpreted as specifying the presence of the features, integers, steps or components mentioned, but does not exclude the presence or addition of one or more other features, integers, steps or components and groups thereof. Therefore, the expression "a device comprising means A and B" should not be limited to a device consisting of components A and B only.

[0186] References to "one embodiment" or "an embodiment" in this specification mean that a particular feature, structure, or characteristic described in conjunction with the embodiment is included in at least one embodiment of the present application. Therefore, the phrases "in one embodiment" or "in an embodiment" appearing in various places in this specification do not necessarily refer to the same embodiment, but may refer to the same embodiment. In addition, in one or more embodiments, the particular features, structures, or characteristics can be combined in any appropriate manner, as would be apparent to one of ordinary skill in the art from this disclosure.

[0187] Note that the above are only preferred embodiments of the present application and the technical principles used. Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and that various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the scope of protection of the present application. Therefore, although the present application is described in more detail through the above embodiments, the present application is not limited to the above embodiments, and may also include more other equivalent embodiments without departing from the concept of the present application, all of which belong to the scope of protection of the present application.

Claims

1. A method for evaluating the health status of a rail, characterized in that: include: Acquire and classify the damage data of the rails to obtain classified damage data; Based on the classified damage data, the vertical comprehensive damage depth and lateral comprehensive damage depth of different types of damage are calculated, and the comprehensive damage index is obtained by combining the two. Calculate the rail health score based on the comprehensive damage index; Provide rail maintenance recommendations based on rail health scores.

2. The method according to claim 1, characterized in that The injury data of the above classification include surface injury, shallow injury and internal injury: The surface damage includes at least one of the following: weld, corrugation, microcracks, peeling, abrasion, dent, vertical and side wear, high joint, fish scale pattern, abnormal light band, abnormal profile, fat edge; The shallow damage includes at least one of the following: weld, microcrack, peeling, abrasion, rubbing, vertical wear and side wear; The internal damage includes at least one of the following: cracks, peeling pieces, abrasions, rubbing scratches, vertical wear and side wear.

3. The method according to claim 2, characterized in that The damage data of the surface damage is obtained by: Weld seam, corrugation, micro cracks, peeling, abrasion, rubbing and vertical wear damage are obtained by measuring the vertical depth of the damage; The high joint damage is obtained by measuring the excessive height of the high joint with a ruler and recording the number of all high joints in the rail section; The fish scale damage is obtained by recording the fish scale area within 1 meter of the typical area, and taking 1 meter as the division unit, and counting the total number of fish scale blocks in the rail section; Abnormal damage of the light band is obtained by measuring the width of the light band and the distance of the center of the light band from the center line of the track; The abnormal profile damage is obtained by measuring the rail profile grinding index; Side wear and fat edge damage are obtained by measuring the depth of the fat edge on the side of the rail; The injury data of the superficial injury is obtained by: Weld seams, micro cracks, peeling blocks, abrasions, dents, and vertical wear damage are obtained by measuring the vertical depth of the damage; The side wear damage is obtained by measuring the depth of the fat edge on the side of the rail; The damage data of the internal injury is obtained by: The peeling, abrasion, dent and vertical wear are obtained by measuring the vertical depth of the damage; The side wear damage is obtained by measuring the depth of the fat edge on the side of the rail.

4. The method according to claim 1, characterized in that: The comprehensive damage index is calculated by linearly combining the vertical comprehensive injury depth and the lateral comprehensive injury depth.

5. The method according to claim 4, characterized in that The comprehensive damage index is calculated according to the following formula: Among them, d ABC is the comprehensive injury index, d ABC_z is the vertical comprehensive injury depth, d ABC_x is the lateral comprehensive injury depth, which is calculated according to the following formula: d ABC_z =d A_z +Max({d B_z ,d C_z )) d ABC_x =Max({Depth x (m i )}) in, d A_z is the vertical comprehensive injury depth of the surface injury, d B_z is the vertical comprehensive injury depth of shallow injury, d C_z It is the vertical comprehensive injury depth of internal injuries; Depth x (m i ) is m i The lateral depth of the damage, m i Type I injuries include side wear and fat edges; Among them, d A_z Calculated according to the following formula: d A_z =Min({0.2mm,Max({d i })}) in, d i Calculate the depth vertically for surface injuries; Depth z (a i ) is a i The vertical depth of the damage, a i Types of superficial injuries; h i is the excess height of high joint damage, h i_max is the parameter limit, take 1mm; n h N is the number of all high joints in the rail section, h_max is the parameter limit, take 2; S i is the damaged area within 1 meter, S i_max is the parameter limit, taking 1000mm×70mm; n f N is the total number of fish scales in the rail section. f_max is the parameter limit, take 5; W i is the light band width, W i_max is the parameter limit, take 30mm; if |W i -W i_max |≤10mm, then W i =W i_max ; The distance of the light band center from the track centerline, d cen_max is the parameter limit, take 6mm, if d cen_i <2mm, then d cen_i =0mm; k i is the profile calculation coefficient, GQI is the rail profile grinding index; Among them, d B_z , d C_z Calculated according to the following formula: d B_z =Max({Depth z (b i )}),b i ∈B in, Depth z (b i ) is b i The vertical depth of the damage, b i A is the type of superficial injury, B is all types of superficial injuries; Depth z (c i ) is c i The vertical depth of the damage, c i A is the type of superficial injury, and C is all types of superficial injuries.

6. The method according to claim 5, characterized in that The rail health score can be calculated according to the following formula: Among them, y score is the rail health score, z1 and z2 are the rail score coefficients.

7. The method according to claim 6, characterized in that The rail maintenance recommendations based on the health score include at least one of the following: When the health score is in the [93,100] range, maintenance is not recommended; When the health score is in the [80,92] range, polishing is recommended; When the health score is in the [70, 79] range, grinding or milling is recommended; When the health score is in the range of [62, 69], milling is recommended; When the health score is in the [60, 61] range, milling or rail replacement is recommended; When the health score is in the interval [0, 59], it is recommended to change tracks.

8. The method according to claim 1, characterized in that The rail health score is a piecewise function based on the rail comprehensive damage index.

9. A device for evaluating the health status of a rail, characterized in that: include: Data collection and classification module, used to collect rail damage data and classify it into surface damage, shallow damage and internal damage according to the degree of damage; The collecting of the damage data of the rails includes: collecting the number, distribution, size, depth and width information of the damage on the rails; A data processing module, used to calculate the vertical comprehensive injury depth and the lateral comprehensive injury depth, and calculate the comprehensive injury index by combining the vertical comprehensive injury depth and the lateral comprehensive injury depth; The scoring and suggestion module is used to calculate the rail health score according to the comprehensive damage index and put forward corresponding maintenance suggestions.

10. A computing device, characterized in that include: processor, and A memory having program instructions stored thereon, wherein when the program instructions are executed by the processor, the processor executes the method for assessing the health status of a rail according to any one of claims 1 to 8.

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