Small-curve-radius heavy-load steel rail collaborative maintenance method based on dynamic regulation and control of abrasion rate

Abstract

The invention discloses a small-curve-radius heavy-load steel rail collaborative maintenance method based on abrasion rate dynamic regulation and control, and belongs to the technical field of railway track maintenance. The core of the method lies in that a closed-loop control system with an abrasion rate threshold value (0.5 mm / ten million ton passing total weight) as a decision center is established. According to the method, the side abrasion amount of the steel rail is monitored regularly, the abrasion rate is calculated, a calculation result is compared with a preset threshold value, and a dynamic decision is made and a lubrication strategy is executed; designing an asymmetric polishing target profile based on the lubrication state; performing staged fine grinding; and differential maintenance is carried out in a long-term service period. According to the method, a maintenance decision is upgraded from a fixed period to a precise state response, deep coordination of lubricating and grinding is achieved, the problems that in the prior art, decision basis is fuzzy, and a coordination mechanism is lacked are solved, the service life of the steel rail can be remarkably prolonged, and the maintenance cost of the whole life cycle is reduced.

Description

Technical Field

[0001] This invention belongs to the field of railway track maintenance technology, and particularly relates to a collaborative maintenance method for heavy-load rails with small curve radii based on dynamic control of wear rate. Background Technology

[0002] In railway transportation, the small-radius curve sections of heavy-haul lines are the areas where rail damage is most concentrated. Due to the enormous centrifugal force generated when a train passes through a curve, the wheel flanges press tightly against the inner side of the rail, resulting in intense sliding friction and rolling contact, causing severe wear on the rail side (side wear). Side wear is the main cause of rail replacement on curved sections, greatly increasing the maintenance costs and operational pressure on the line.

[0003] Currently, there are two main preventative measures for rail side wear: 1. Rail lubrication: Applying lubricant to the rail side to reduce the friction coefficient between the wheel and rail. For example, patent CN112095426A proposes an intelligent lubrication system based on big data prediction, but its reliance on multi-parameter prediction models limits its accuracy and real-time performance. Patent CN110670437B focuses on improving the lubrication device. 2. Rail grinding: Repairing the rail profile mechanically. For example, patent CN111335092A specifically studies the design of asymmetric grinding profiles, and patent CN113802446A proposes a grinding cycle based on a fixed total passing weight. More importantly, existing technologies have recognized the necessity of coordinated maintenance. For instance, patent CN114775354A discloses a method for coordinated maintenance of rail grinding and lubrication, but its description is rather general, only proposing the concept of coordination without a precise, quantifiable technical parameter to link these two processes, failing to address the core issues of "when to lubricate, when to grind, and how to dynamically adjust."

[0004] The common shortcomings of existing technologies are as follows: Vague decision-making basis: Lubrication and grinding are often triggered based on fixed cycles or complex predictive models, failing to directly respond to the actual wear state of the rails, leading to insufficient or excessive maintenance. Lack of coordination mechanisms: Existing "coordination" remains largely conceptual, lacking a simple, effective, and quantifiable technical indicator as a "bridge" and "trigger" for coordinated lubrication and grinding. Insufficient full-cycle management: Differentiated and precise maintenance strategies are not developed based on the damage characteristics of different service stages (new rails, stable wear period, long-term service).

[0005] Therefore, the present invention aims to provide a collaborative maintenance method that can deeply integrate lubrication and polishing through a core quantitative indicator, thereby realizing the transformation from "experience-based maintenance" to "condition-based maintenance". Summary of the Invention

[0006] The purpose of this invention is to provide a collaborative maintenance method for heavy-load rails with small curve radii based on dynamic control of wear rate. This method introduces the wear rate per unit of total weight as the core control parameter, thereby achieving precise and dynamic coordination of lubrication and grinding, thus fundamentally suppressing rail side wear and optimizing the entire life cycle cost.

[0007] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0008] This invention discloses a collaborative maintenance method for heavy-load rails with small curve radii based on dynamic control of wear rate. Its core lies in establishing a closed-loop control system with a "wear rate threshold" as the decision-making center. Specifically, it includes the following steps:

[0009] S1. Wear condition monitoring and lubrication decision: Periodically measure the side wear of the rails on the inside of the curve section, and calculate the average wear rate V of the rail side wear in conjunction with the cumulative total weight passing through during the time period, in millimeters per ton of tons.

[0010] S2. Dynamic lubrication control: Compare the average wear rate V calculated in step S1 with the preset wear rate threshold α = 0.5 mm / 10 MT;

[0011] If V≥α, then lubrication should be performed or enhanced in the area 8-20mm below the top of the rail on the inner side of the rail head.

[0012] If V < α, then maintain the existing lubrication scheme or reduce the frequency and dosage of lubrication operations;

[0013] S3. Wheel-rail contact relationship analysis and grinding target profile design: Based on the wheel-rail contact state after step S2, wheel-rail dynamics simulation or field test is performed to design an asymmetric rail grinding target profile, which moves the contact point between the wheel and the rail 2-5mm toward the center of the rail top.

[0014] S4. Phased preventative sanding: This phase includes:

[0015] S41. Pre-grinding: After the rails are laid or overhauled, immediately use a large rail grinding machine to perform at least two rounds of fine grinding. The amount of metal removed in each round is controlled at 0.02-0.05mm, and the total amount of metal removed is not greater than 0.1mm. The rail profile is processed to the target profile surface described in step S3.

[0016] S42. Periodic Repair Grinding: Using the total weight passed as the maintenance cycle indicator, when the total weight passed reaches 50 million tons, a repair grinding is organized and implemented. This grinding operation consists of 3-5 passes, with the total grinding amount controlled within the range of 0.2-0.4mm, in order to eliminate the fatigue layer and restore the profile to the target profile.

[0017] Furthermore, in step S42, the grinding operation is carried out a total of 4 times, and the total grinding amount is controlled within the range of 0.2-0.4mm.

[0018] Furthermore, in step S1, the assessment of the wear condition is supplemented by observation of the "bright band" on the side of the rail: when the wear rate V≥α and the bright band is continuous and bright, lubrication should be strengthened immediately; when V<α and the bright band is dim or intermittent, lubrication should be maintained or reduced.

[0019] Furthermore, in step S41, the grinding amount of the pre-grinding is 0.02 mm / pass.

[0020] Furthermore, in step S1, the application of the lubricant is achieved by a lubrication device fixed to the rail, which is triggered when the train wheel passes by to apply the lubricant to the wheel flange.

[0021] Furthermore, it also includes step S5: effect monitoring and feedback adjustment: regularly measure the rail profile, wear amount and total weight, and dynamically adjust the lubrication decision threshold α and the target profile and cycle of the next grinding operation based on the monitoring results.

[0022] Furthermore, this maintenance method extends the service life of small-radius curved rails by 50%-70% through closed-loop control.

[0023] Compared with the prior art, the beneficial technical effects of the present invention are as follows:

[0024] This invention pioneers a control mechanism centered on a "wear rate threshold (e.g., 0.5mm / 10MT)," achieving a leap from "fixed-cycle maintenance" to "precise on-demand maintenance," avoiding both insufficient and excessive maintenance. This threshold acts as an "intelligent switch" linking lubrication and grinding, enabling deep synergy between the two. Lubrication creates an optimized contact environment for grinding, while the customized grinding profile reinforces and amplifies the wear-reducing effect of lubrication. It covers the entire lifecycle, from pre-grinding of new rails and mid-term repair grinding to targeted maintenance after long-term service, and employs differentiated measures for different damage forms on the upper and lower rails of curves, achieving optimal resource allocation. Through closed-loop control, the service life of rails on small-radius curves can be extended by 50%-70%. Although the initial investment in the decision-making system is high, the overall lifecycle maintenance cost is significantly reduced. Compared to the vague "synergy" concept in existing patents, this invention provides clear, quantifiable, and executable technical steps, making it easy to promote and apply. Attached Figure Description

[0025] The present invention will be further described below with reference to the accompanying drawings.

[0026] Figure 1 This is a schematic diagram of the closed-loop control process of the method of the present invention.

[0027] Figure 2 This is a schematic diagram of the lubrication area and bright band on the side of the rail.

[0028] Figure 3 This is a dynamic lubrication decision logic diagram based on wear rate.

[0029] Figure 4 This is a schematic diagram comparing the traditional profile with the asymmetric grinding target profile of the present invention.

[0030] Figure 5 The graph shows the effect comparison of the example. Detailed Implementation

[0031] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0032] Example 1: Dynamic lubrication decision and mid-term maintenance, taking a section of a heavy-haul railway with a curve radius of R = 400m and an annual total weight of about 120 million tons as an example.

[0033] Comparative example (using traditional fixed-cycle lubrication): For adjacent curve sections, a strategy of lubricating once every five million tons is adopted.

[0034] Embodiment of the present invention: Dynamic control based on wear rate is adopted. The wear rate threshold α is set to 0.5 mm / 10 MT.

[0035] Implementation process:

[0036] Initial state (S41. Pre-grinding): New track is put on the track and pre-grinding is performed (2 passes, 0.02mm / pass) to correct the profile and remove the decarburized layer.

[0037] Monitoring and Decision-Making Cycle 1 (S1, S2): The total weight reaches 10MT, and the wear measurement increases by 0.4mm. The wear rate is calculated as 0.4 / 10MT = 0.4mm / 10MT, which is less than the threshold of 0.5mm / 10MT (V1 < α). System Decision: The current wheel-rail contact condition is determined to be good, and the lubrication effect is good. The system instructs that the current lubrication scheme be maintained and suggests extending the monitoring cycle to 15MT.

[0038] Monitoring and Decision-Making Cycle 2 (S1, S2): With an additional 10MT of total weight (cumulative 20MT), the side wear increases by 0.6mm. The wear rate at this stage = 0.6 / 10MT = 0.6mm / 10MT. This value exceeds the threshold of 0.5mm / 10MT (V2>α), and the system decides to immediately trigger an enhanced lubrication command.

[0039] Mid-term maintenance (S42 periodic repair and polishing): When the cumulative total weight reaches 50MT, the tissue undergoes repair and polishing.

[0040] Comparison of effects (see) Figure 5 ):

[0041] Comparative example: Within a 50MT cycle, the average wear rate is approximately 0.055mm / MT, and the total side wear amount reaches 2.75mm at the end of the cycle.

[0042] In this embodiment of the invention, through dynamic control, the average wear rate is stabilized at 0.048 mm / MT. The total side wear at the end of the cycle is 2.4 mm, and the wear is reduced by approximately 12.7%. Simultaneously, the total lubricant consumption is reduced by approximately 20% compared to the comparative example.

[0043] By introducing the wear rate threshold as a core quantitative indicator, this invention successfully constructs a precise, dynamic, and full-cycle rail collaborative maintenance system. The embodiment successfully constructs a precise, dynamic, and full-cycle rail collaborative maintenance system. The comparative data between the embodiment and the comparative example fully demonstrates its significant advantages and ingenuity in extending rail life and reducing maintenance costs.

[0044] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A collaborative maintenance method for heavy-load rails with small curve radii based on dynamic control of wear rate, characterized in that, Includes the following steps: S1. Wear condition monitoring and lubrication decision: Periodically measure the side wear of the rails on the inside of the curve section, and calculate the average wear rate V of the rail side wear in conjunction with the cumulative total weight passing through during the time period, in millimeters per ton of tons. S2. Dynamic lubrication control: Compare the average wear rate V calculated in step S1 with the preset wear rate threshold α = 0.5 mm / 10 MT; If V≥α, then lubrication should be performed or enhanced in the area 8-20mm below the top of the rail on the inner side of the rail head. If V < α, then maintain the existing lubrication scheme or reduce the frequency and dosage of lubrication operations; S3. Wheel-rail contact relationship analysis and grinding target profile design: Based on the wheel-rail contact state after step S2, wheel-rail dynamics simulation or field test is performed to design an asymmetric rail grinding target profile, which moves the contact point between the wheel and the rail 2-5mm toward the center of the rail top. S4. Phased preventative sanding: This phase includes: S41. Pre-grinding: After the rails are laid or overhauled, immediately use a large rail grinding machine to perform at least two rounds of fine grinding. The amount of metal removed in each round is controlled at 0.02-0.05mm, and the total amount of metal removed is not greater than 0.1mm. The rail profile is processed to the target profile surface described in step S3. S42. Periodic Repair Grinding: Using the total weight passed as the maintenance cycle indicator, when the total weight passed reaches 50 million tons, a repair grinding is organized and implemented. This grinding operation consists of 3-5 passes, with the total grinding amount controlled within the range of 0.2-0.4mm, in order to eliminate the fatigue layer and restore the profile to the target profile.

2. The collaborative maintenance method for heavy-load rails with small curve radii based on dynamic adjustment of wear rate according to claim 1, characterized in that, In step S42, the grinding operation is carried out a total of 4 times, and the total grinding amount is controlled within the range of 0.2-0.4mm.

3. The collaborative maintenance method for heavy-load rails with small curve radii based on dynamic adjustment of wear rate according to claim 1, characterized in that, In step S1, the assessment of the wear condition is supplemented by observation of the "bright band" on the side of the rail: when the wear rate V≥α and the bright band is continuous and bright, lubrication should be strengthened immediately; when V<α and the bright band is dim or discontinuous, lubrication should be maintained or reduced.

4. The collaborative maintenance method for heavy-load rails with small curve radii based on dynamic adjustment of wear rate according to claim 1, characterized in that, In step S41, the grinding amount of the pre-grinding is 0.02 mm / pass.

5. The collaborative maintenance method for heavy-load rails with small curve radii based on dynamic adjustment of wear rate according to claim 1, characterized in that, In step S1, the application of the lubricant is achieved by a lubrication device fixed to the rail, which is triggered when the train wheel passes by to apply the lubricant to the wheel flange.

6. The collaborative maintenance method for heavy-load rails with small curve radii based on dynamic adjustment of wear rate according to claim 1, characterized in that, It also includes step S5: effect monitoring and feedback adjustment: regularly measure the rail profile, wear amount and total weight, and dynamically adjust the lubrication decision threshold α and the target profile and cycle of the next grinding operation based on the monitoring results.

7. The collaborative maintenance method for heavy-load rails with small curve radii based on dynamic adjustment of wear rate according to claim 1, characterized in that, This maintenance method extends the service life of small-radius curved rails by 50%-70% through closed-loop control.

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