A method for assessing the health of rail units

Abstract

This invention provides a method for assessing the health of rail units, comprising: dividing the rail into units according to a preset division rule to form rail units; acquiring health status parameters and service characteristics of the rail units; calculating the initial health of the rail units based on the health status parameters and service characteristics; acquiring the flaw detection results of the rail units; obtaining the flaw detection health level of the rail units based on the flaw detection results; and correcting the initial health based on the flaw detection health level to obtain the final health of the rail units. This method for assessing the health of rail units solves the technical problem of the lack of unified and quantifiable health indicators for rail condition assessment in related technologies.

Description

Technical Field

[0001] This invention relates to the field of railway infrastructure operation and maintenance technology, specifically to a method for assessing the health of rail units. Background Technology

[0002] As a key component of railway lines that directly bears the load of train operation, the service condition of rails directly affects the safety and reliability of railway transportation. Currently, the railway industry primarily relies on manual inspections, periodic flaw detection, and the experience of maintenance personnel to determine the service life and replacement timing of rails.

[0003] The existing technology has at least the following shortcomings: 1. There is a lack of unified and quantifiable health indicators for rail condition assessment; 2. Rail replacement decisions are delayed, usually implemented after defects occur, making preventative maintenance difficult; 3. The performance differences of rails under different track configurations, structural forms, and service conditions were not fully considered; 4. It is impossible to provide a scientific basis for rail procurement planning, construction organization and risk control in advance.

[0004] Therefore, there is an urgent need for a rail health assessment method that can comprehensively consider historical rail maintenance, operating load, flaw detection results, and wear data, in order to achieve refined management and risk prediction of rail service status.

[0005] Therefore, existing technologies need further development. Summary of the Invention

[0006] The purpose of this invention is to overcome the above-mentioned technical deficiencies and provide a method for assessing the health of rail units, so as to solve the technical problem that rail condition assessment lacks unified and quantitative health indicators in related technologies.

[0007] To achieve the above technical objectives, the present invention adopts the following technical solution: a method for assessing the health of rail units, comprising: The rails are divided into units according to the preset division rules to form rail units; Obtain the health status parameters and service characteristics of the rail unit, and calculate the initial health of the rail unit based on the health status parameters and service characteristics of the rail unit; Obtain the flaw detection results of the rail unit, and obtain the flaw detection health level of the rail unit based on the flaw detection results; The initial health level is corrected based on the flaw detection health level to obtain the final health level of the rail unit.

[0008] Furthermore, after dividing the rails into units according to preset division rules, the health assessment method for these rail units includes: Classification based on the track configuration of rail units; If any rail unit is located on a straight track, then the rail unit is determined to be a straight track. If any rail unit is located on a curved line, the curve radius of the rail unit is obtained. If the curve radius of the rail unit is greater than the preset curve radius, the rail unit is identified as a large-radius curved line; if the curve radius of the rail unit is less than the preset curve radius, the rail unit is identified as a small-radius curved line.

[0009] Furthermore, the health status parameters of the rail unit include the cumulative load value and the wear value of the rail unit.

[0010] Furthermore, the rail service characteristics of a rail unit include the rail type, rail structure, and rail running direction.

[0011] Furthermore, when the rail unit is a straight track or a large-radius curved track, the health status parameters and service characteristics of the rail unit are obtained. Based on these parameters and characteristics, the initial health of the rail unit is calculated, including: Obtain the cumulative load value of the rail unit; Based on the rail type, rail structure, and rail running direction of the rail unit, the corresponding load attenuation model is determined. The cumulative load value of the rail unit is input into the corresponding load attenuation model to calculate the initial health of the rail unit.

[0012] Furthermore, when the rail unit is a small-radius curved track, the health status parameters and service characteristics of the rail unit are obtained. Based on these parameters and characteristics, the initial health of the rail unit is calculated, including: Obtain the wear value of the rail unit; Based on the rail type and rail running direction of the rail unit, the corresponding wear attenuation model is determined; Input the wear value of the rail unit into the corresponding wear attenuation model to calculate the initial health of the rail unit.

[0013] Furthermore, methods for obtaining the wear value of rail units include: Collect the side wear value of the upper rail, the vertical wear value of the upper rail, and the vertical wear value of the lower rail of the rail unit; The upper rail side wear value, upper rail vertical wear value, and lower rail vertical wear value are compared, and the maximum value is selected as the wear value of the rail unit.

[0014] Furthermore, the flaw detection results of the rail units are obtained, and the flaw detection health level of the rail units is obtained based on the flaw detection results, including: Using a preset continuous mileage range as the statistical unit, the number of severely damaged rails within the preset continuous mileage range is statistically analyzed. If there are consecutive serious defects reaching a preset number within any continuous mileage range, the flaw detection health level of all rail units within that range is determined to be high-risk. If not, the flaw detection health level of all rail units within this range is determined to be the normal level.

[0015] Furthermore, the initial health level is corrected based on the flaw detection health level to obtain the final health level of the rail unit, including: If the flaw detection health level is the normal level, then the initial health level will be used as the final health level of the rail unit. If the flaw detection health level is high-risk, the preset minimum health value will be used as the final health level of the rail unit.

[0016] Furthermore, the rails are divided into units according to a preset division rule to form rail units, including: Based on the most recent maintenance completion time of the rail, continuous rail sections with the same maintenance start time are divided into the same rail unit.

[0017] Beneficial effects: 1. By providing a rail unit division mechanism based on the most recent maintenance time, the rail unit division is based on the most recent maintenance completion time. Continuous rail sections with the same maintenance start time are divided into rail units, ensuring that the rail health assessment units are consistent with the actual service life of the rails. This avoids the distortion of assessment results caused by division based on fixed mileage or fixed sections in existing technologies, and improves the accuracy and engineering applicability of health assessment.

[0018] 2. This application presents a differentiated rail health assessment strategy based on track morphology. In the rail unit health assessment process, the track morphology of the rail unit is first distinguished as either a straight rail or a curved rail. For curved rails, further classification is based on the curve radius. For large-radius curved rails, the same health assessment method as for straight rails is used, while for small-radius curved rails, an independent health assessment model is used. This fully considers the differences in rail stress and damage mechanisms under different track geometry conditions, thereby improving the rationality of the assessment results.

[0019] 3. This application provides a fusion method for calculating rail health based on load or wear and flaw detection results. It integrates cumulative load data or wear detection data reflecting the long-term service status of the rail with flaw detection results reflecting the structural safety risks of the rail. When flaw detection results indicate a risk of continuous serious damage, the health of the rail unit is forcibly corrected. This approach prioritizes railway operation safety while taking into account the gradual performance degradation of the rail, achieving risk-oriented control in rail health assessment.

[0020] 4. This application provides a parameterizable engineering health assessment model. In the process of health calculation, this invention introduces a parameterized model related to engineering conditions such as rail type, rail structure, and running direction. The relevant thresholds and coefficients can be flexibly adjusted according to different line operating conditions, so that the method has good universality and scalability and can be applied to the rail health management needs of railway lines of different grades and different traffic volumes.

[0021] 5. In the rail unit health assessment method of this embodiment, rail units are formed by dividing the rails into units based on maintenance time; by introducing service characteristics and parameterized models, differentiated calculation methods for different types of rails are realized, fully considering the performance differences of rails under different line morphologies, structural forms, and service conditions; by classifying the flaw detection results, structural safety risks are quantified and graded; by using risk-priority correction rules, railway operation safety is prioritized, achieving risk-oriented control in rail health assessment; by implementing differentiated health assessments for different types of rail units, the health status of rails is quantitatively characterized, which is conducive to predicting changes in rail service status in advance, providing technical support for rail replacement decisions, maintenance risk warnings, and construction organization, and solving the technical problem of the lack of unified and quantitative health indicators for rail condition assessment in related technologies. Attached Figure Description

[0022] Figure 1 This is a flowchart of the rail unit health assessment method used in the embodiments of the present invention; Figure 2 This is a schematic diagram of rail unit division in the rail unit health assessment method used in this embodiment of the invention; Figure 3 This is a flowchart illustrating the determination of the rail unit track morphology using the rail unit health assessment method employed in this embodiment of the invention. Figure 4 This is a schematic diagram of the statistical process of flaw detection results of the rail unit health assessment method used in the embodiments of the present invention.

[0023] The above figures include the following reference numerals: 10. Rail unit; 11. First statistical unit; 12. Second statistical unit; 21. Line segment one; 22. Line segment two. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0025] According to an embodiment of the present invention, a method for assessing the health of rail units is provided. Please refer to [link / reference]. Figures 1 to 4 ,include: The rails are divided into units according to the preset division rules to form rail unit 10; Obtain the health status parameters and rail service characteristics of rail unit 10, and calculate the initial health of rail unit 10 based on the health status parameters and rail service characteristics of rail unit 10; Obtain the flaw detection results of rail unit 10, and obtain the flaw detection health level of rail unit 10 based on the flaw detection results; The initial health level is corrected based on the flaw detection health level to obtain the final health level of rail unit 10.

[0026] Specifically, the rails are divided into units according to preset division rules to form rail units 10. For example, the division mechanism can be based on the most recent maintenance completion time of the rails, dividing continuous rail sections with the same maintenance start time into an independent evaluation unit. The purpose is to establish an evaluation unit that strictly corresponds to the actual service life of the rails, thereby improving the accuracy of health assessment and engineering applicability.

[0027] In the second step, the health status parameters and service characteristics of rail unit 10 are obtained, and the initial health degree of rail unit 10 is calculated. Health status parameters refer to observational data that directly reflect the health status of the rail, such as the cumulative load value and wear value of rail unit 10. Rail service characteristics include rail type, rail structural form, and running direction. When calculating the initial health degree, the corresponding calculation model is selected based on the rail service characteristics, realizing differentiated calculation methods for different types of rails and quantitative assessment of rail health status. This fully considers the performance differences of rails under different track configurations, structural forms, and service conditions.

[0028] In the third step, the flaw detection results of rail unit 10 are obtained to reflect the structural safety risks of the rail, and the flaw detection health level of rail unit 10 is obtained based on the flaw detection results. The principle of this step is to independently assess the structural safety risks of the rail and classify the flaw detection results into levels.

[0029] In the fourth step, the initial health level is corrected according to the flaw detection health level to obtain the final health level of rail unit 10. When the flaw detection results show that there is a risk of continuous serious damage, the final health level is forcibly corrected to a preset minimum health level value, regardless of the initial health level value. This forced correction of the rail unit health level takes into account the gradual performance degradation of the rail while prioritizing the safety of railway operation, thus realizing risk-oriented control of rail health assessment.

[0030] In practical applications, rail unit health results can be used for rail replacement decisions, maintenance risk warnings, maintenance plan formulation, and rail procurement and construction organization. By understanding the changing trends of rail health status in advance, preventive maintenance of rails can be achieved, reducing the impact of sudden rail defects on railway operation safety.

[0031] In the rail unit health assessment method of this embodiment, rail units 10 are formed by dividing the units based on maintenance time; by introducing service characteristics and parameterized models, differentiated calculation methods for different types of rails are realized, fully considering the performance differences of rails under different line morphologies, structural forms, and service conditions; by classifying the flaw detection results, structural safety risks are quantified and graded; by using risk-priority correction rules, railway operation safety is prioritized, realizing risk-oriented control of rail health assessment; by implementing differentiated health assessments for different types of rail units 10, the health status of rails is quantitatively characterized, which is conducive to predicting changes in rail service status in advance, providing technical support for rail replacement decisions, operation and maintenance risk warnings, and construction organization, and solving the technical problem of the lack of unified and quantitative health indicators for rail status assessment in related technologies.

[0032] In the rail unit health assessment method of this embodiment, after dividing the rail into units according to a preset division rule to form rail units 10, the rail unit health assessment method includes: Classification is based on the track configuration of rail unit 10; If any rail unit 10 is located on a straight track, then rail unit 10 is determined to be a straight track. If any rail unit 10 is located on a curved line, the curve radius of the rail unit 10 is obtained. When the curve radius of the rail unit 10 is greater than the preset curve radius, the rail unit 10 is determined to be a large-radius curved rail line; when the curve radius of the rail unit 10 is less than the preset curve radius, the rail unit 10 is determined to be a small-radius curved rail line.

[0033] Specifically, before assessing the health of rails, in order to identify the differences in the dominant damage mechanisms of rails under different track morphologies, it is first necessary to scientifically classify the pre-divided rail units 10 according to the track morphology of the rails, so as to facilitate the selection of different health calculation models in the future.

[0034] In some embodiments, the preset curve radius is set to 2000m, see [reference]. Figure 3 The method for determining the track morphology of the rail unit 10 is as follows: If rail unit 10 is located on a straight track, it is determined to be a straight rail unit; If rail unit 10 is located on a curved track, then the curve radius is obtained, and the track is classified according to the curve radius: When the curve radius is greater than 2000m, the same health calculation method as that for the straight track unit is adopted; When the curve radius is less than 2000m, a special curve track health calculation method is used.

[0035] The above forms a differentiated rail health assessment strategy oriented towards track morphology. In the process of rail unit health assessment, the track morphology of rail unit 10 is first distinguished as either straight or curved. For curved rails, further classification is carried out based on the curve radius. For large-radius curved rails, the same health assessment method as for straight rails is used, while for small-radius curved rails, an independent health assessment model is used. This fully considers the differences in rail stress and damage mechanisms under different track geometry conditions, thereby improving the rationality of the assessment results.

[0036] In the rail unit health assessment method of this embodiment, the health status parameters of the rail unit 10 include the cumulative load value of the rail unit 10 and the wear value of the rail unit 10.

[0037] Specifically, the cumulative load value and wear value are selected as the core health status parameters. Through measurable engineering data, the health status of rail unit 10 is transformed into calculable values, providing accurate input for the subsequent quantitative evaluation model.

[0038] Specifically, the cumulative load of rail unit 10 is the total weight of the rail unit 10 since its installation. For example, the cumulative load data of rail unit 10 since its installation or most recent maintenance can be obtained from a train operation monitoring system or transportation statistics system. The cumulative load is the sum of the loads of all trains passing within the range of rail unit 10, reflecting the mechanical loads borne by the rail during long-term service.

[0039] In the rail unit health assessment method of this embodiment, the rail service characteristics of rail unit 10 include rail type, rail structure form, and rail running direction.

[0040] Rail types are usually identified by their mass per unit length, such as "60kg / m" or "75kg / m", which is an inherent property of rails.

[0041] The rail structure mainly refers to the connection method of the rails in the line, such as seamless track across sections and seamless track without crossing sections.

[0042] The direction of rail travel is a dynamic characteristic related to track operation and is usually divided into uphill and downhill directions. Only by combining the direction of travel can we accurately determine whether rail unit 10 is mainly subject to vertical wear or lateral wear, and can we finely distinguish the actual load and damage status of different rails within the same section.

[0043] Specifically, key engineering parameters that decisively influence the rate and mode of performance degradation are extracted from the inherent properties and operating conditions of the rails themselves. These rail service characteristics enable differentiated assessments and more refined health evaluations.

[0044] In the rail unit health assessment method of this embodiment, when the rail unit 10 is a straight track or a large-radius curved track, the health status parameters and rail service characteristics of the rail unit 10 are obtained, and the initial health of the rail unit 10 is calculated based on the health status parameters and rail service characteristics, including: Obtain the cumulative load value of rail unit 10; Based on the rail type, rail structure, and rail running direction of rail unit 10, the corresponding load attenuation model is determined. Input the cumulative load value of rail unit 10 into the corresponding load attenuation model to calculate the initial health of rail unit 10.

[0045] When rail unit 10 is a straight rail line or a large-radius curved rail line, the same calculation method is used to calculate the health degree.

[0046] In some embodiments, the load attenuation model is expressed as: Initial health = baseline value - (attenuation rate / load life threshold) × cumulative load value.

[0047] Specifically, the baseline value represents the initial health score of a new rail or a rail that has just undergone repair, under ideal conditions. For example, a baseline value of 100 points indicates that the rail is in optimal health.

[0048] Specifically, the attenuation range represents the range of decline from the baseline value to the health score at which the rail needs to be replaced. For example, when the health score drops to 30 points (i.e., from 100 points to 30 points), the rail is considered to have reached the replacement standard, so the attenuation range is 70 points.

[0049] Specifically, the load life threshold represents the total cumulative load that a rail can withstand from its initial state until it needs to be replaced. For example, for a seamless track spanning 60 kg / m, the value is 10,000,000 tons. When the cumulative load reaches this threshold, the health score drops to 30 points, indicating that the rail is nearing the end of its service life and should be considered for replacement.

[0050] The above parameters constitute a linear mapping relationship: the health level decreases linearly with the increase of the cumulative load value, and the rate of decrease is determined by the ratio of the attenuation amplitude to the load life threshold. The baseline value, attenuation amplitude, and load life threshold are matched and set according to the rail type and rail structure, and can be adjusted according to the actual line operating conditions.

[0051] In this way, different types and structural forms of rails can be equipped with different load attenuation parameters, thereby more accurately reflecting the performance degradation process of rails under actual engineering conditions.

[0052] For example, the health status calculation method based on cumulative load is as follows: The total weight of rail unit 10 since installation is recorded, and the rail type and structure are obtained. The corresponding health score (30-100 points) is calculated using the appropriate formula based on different combinations. When the rail type is 60kg / m and the rail structure is a seamless track spanning multiple sections: Health=100−70 / 10000000×total_weight When the rail type is 60kg / m and the rail structure is a non-seamless track: Health=100−70 / 6000000×total_weight When the rail type is 75kg / m, and the rail structure is a seamless track spanning multiple sections, and it is located in the upward direction: Health=100−70 / 14000000×total_weight The above parameters can be adjusted according to the actual operating conditions of the line.

[0053] In the rail unit health assessment method of this embodiment, when the rail unit 10 is a small-radius curved track, the health status parameters and rail service characteristics of the rail unit 10 are obtained, and the initial health of the rail unit 10 is calculated based on the health status parameters and rail service characteristics, including: Obtain the wear value of rail unit 10; Based on the rail type and rail running direction of rail unit 10, the corresponding wear attenuation model is determined; Input the wear value of rail unit 10 into the corresponding wear attenuation model to calculate the initial health of rail unit 10.

[0054] When rail unit 10 is a small-radius curved track, a relatively independent calculation method is used to calculate the health status.

[0055] In some embodiments, the wear and tear health degradation model is expressed as: Initial health = baseline value - (attenuation rate / wear threshold) × wear value.

[0056] Specifically, the baseline value represents the initial health score of a new rail or a rail that has just undergone repair, under ideal conditions. For example, a baseline value of 100 points indicates that the rail is in optimal health.

[0057] Specifically, the attenuation range represents the range of decline from the baseline value to the health score at which the rail needs to be replaced. For example, when the health score drops to 30 points (i.e., from 100 points to 30 points), the rail is considered to have reached the replacement standard, so the attenuation range is 70 points.

[0058] Specifically, the wear threshold refers to the depth threshold of rail wear, and its unit of measurement is uniformly millimeters (mm) in the railway engineering field. For example, when the rail type is 60kg / m, the rail needs to be replaced if the wear threshold exceeds 14mm. For example, when the rail type is 75kg / m and it is in the upward direction, the rail needs to be replaced if the wear threshold is 16mm.

[0059] The above parameters constitute a linear mapping relationship: the rail health decreases linearly with the increase of cumulative wear, and the rate of decrease is determined by the ratio of the attenuation amplitude to the wear threshold. The baseline value, attenuation amplitude, and wear threshold are matched and set according to the rail type and rail structure, and can be adjusted according to the actual line operating conditions.

[0060] In some embodiments, when the rail unit 10 is a small-radius curved rail line, the health calculation method based on wear data is as follows: The following wear data were collected for the curved rail rail unit 10: upper rail side wear value, upper rail vertical wear value, and lower rail vertical wear value.

[0061] Within the rail unit 10, the maximum value of the above three types of wear values ​​is calculated among all detection points and taken as the final wear value molar of the rail unit 10.

[0062] The following calculation formula is used, depending on the rail type and orientation: When the rail type is 60kg / m: Health = 100 − 70 / 14 × molar When the rail type is 75kg / m and it is located in the upward direction: Health = 100 − 70 / 16 × molar The parameters can be adjusted according to actual business needs.

[0063] By setting up load attenuation and wear attenuation models, this application provides a parameterizable engineering health assessment model. The health calculation process incorporates parameterized models related to engineering conditions such as rail type, rail structure, and running direction. Relevant thresholds and coefficients can be flexibly adjusted according to different line operating conditions, giving the method good versatility and scalability, making it applicable to the rail health management needs of railway lines of different grades and traffic volumes.

[0064] In the rail unit health assessment method of this embodiment, the method for obtaining the wear value of rail unit 10 includes: Collect the upper rail side wear value, upper rail vertical wear value, and lower rail vertical wear value of rail unit 10; The upper rail side wear value, upper rail vertical wear value, and lower rail vertical wear value are compared, and the maximum value is selected as the wear value of rail unit 10.

[0065] Specifically, the "upper rail" refers to the rail on the outer side of the curve, and the "lower rail" refers to the rail on the inner side of the curve. When traversing a curve, the upper rail primarily bears the enormous centrifugal force, resulting in flange compression and friction, thus generating significant lateral wear, i.e., the upper rail lateral wear value. Simultaneously, the upper rail also bears vertical loads, thus also experiencing vertical wear, i.e., the upper rail vertical wear value. Although the lower rail experiences less lateral force, the vertical load it bears and its contact with the wheel tread also contribute to vertical wear, i.e., the lower rail vertical wear value. Therefore, only by simultaneously collecting wear values ​​at these three specific locations can the most significant wear patterns of small-radius curved rails be fully covered.

[0066] Specifically, considering the morphological characteristics of small-radius curved rail lines, wear values ​​from multiple different locations are collected simultaneously. Within the rail unit 10, the maximum value of the above three types of wear values ​​at all detection points is calculated and taken as the final wear value of the rail unit 10.

[0067] When assessing the health status of rails, the most severely damaged areas are often the ones that determine whether a rail has reached the repair or replacement threshold. Therefore, selecting the maximum value to represent the overall wear level of the rail unit 10 and determining the most severe wear amount as the representative of the overall wear state can reflect the wear state of the most unfavorable location within the rail unit 10, thus improving the safety of the health assessment results.

[0068] In the rail unit health assessment method of this embodiment, the flaw detection results of rail unit 10 are obtained, and the flaw detection health level of rail unit 10 is obtained based on the flaw detection results of rail unit 10, including: Using a preset continuous mileage range as the statistical unit, the number of severely damaged rails within the preset continuous mileage range is statistically analyzed. If there are consecutive serious defects reaching a preset number within any continuous mileage range, the flaw detection health level of all rail units 10 within that range is determined to be high-risk. If not, the flaw detection health level of all rail units 10 within this range is determined to be the normal level.

[0069] Specifically, using a preset continuous mileage range as the statistical unit, the number of severely damaged rails within that range is counted. The statistical units are divided into segments based on the continuous mileage range, and the total number of severely damaged defects within each unit is counted. It is then determined whether the number of severely damaged defects within any given continuous mileage range reaches a preset threshold. If multiple severely damaged sections appear within a short continuous interval, especially if they appear consecutively, it indicates that the overall structural condition of that section is extremely fragile.

[0070] Subsequently, based on the above statistical results, the flaw detection health level of all rail units 10 located within the continuous mileage range is determined. If the number of serious injuries in a certain statistical unit reaches or exceeds the preset number (e.g., three consecutive locations), the flaw detection health level of all rail units 10 within the entire continuous mileage range covered by that statistical unit is determined to be high-risk. Conversely, if the number of serious injuries in all statistical units does not reach the preset number, the flaw detection health level of all rail units 10 is determined to be normal.

[0071] In some embodiments, see Figure 4The rail units 10 are arranged in kilometer marker order to form a continuous line, and the flaw detection records are compiled. When there are three or more consecutive serious flaws within any kilometer range, the rail units 10 involved within that kilometer range are determined to have a high structural safety risk. The flaw detection health level of all rail units 10 involved within that kilometer range is determined to be high-risk level 1; otherwise, it is determined to be normal level 2.

[0072] For example in Figure 4 The system is divided into two statistical units, namely the first statistical unit 11 and the second statistical unit 12. The first statistical unit 11 has three serious defects, and the second statistical unit 12 has five serious defects. Therefore, the flaw detection health level of all rail units 10 within the scope of the first statistical unit 11 and the second statistical unit 12 is the high-risk level 1.

[0073] In the rail unit health assessment method of this embodiment, the initial health is corrected according to the flaw detection health level to obtain the final health of rail unit 10, including: If the flaw detection health level is the normal level, then the initial health level will be used as the final health level of rail unit 10. If the flaw detection health level is high risk, the preset minimum health value will be used as the final health level of rail unit 10.

[0074] Specifically, if the flaw detection health level is determined to be at the normal level, the initial health level is directly used as the final health level of rail unit 10. When no consecutive serious defects reaching the risk threshold are found in the statistical unit through flaw detection, it means that from the perspective of structural safety, the rail unit 10 does not have any urgent risks that require immediate priority handling. In this case, the initial health level calculated based on cumulative load or wear data can reasonably quantify the degree of gradual performance degradation of the rail unit 10 due to long-term service. Therefore, there is no need to intervene in or adjust the initial health level value; it can be directly adopted as the final health level.

[0075] If the flaw detection health level is determined to be high-risk, the preset minimum health value is forcibly used as the final health level of rail unit 10. When the flaw detection results show a high risk, such as three consecutive serious flaws within 1 kilometer, it indicates that the probability of catastrophic failures such as rail breakage in that area has increased sharply, posing an immediate and serious threat to traffic safety. At this time, no matter what the initial health score calculated based on the progressive degradation model is, it can no longer truly reflect the structural risks currently faced by rail unit 10. Therefore, in principle, the initial health level must be ignored, and the preset minimum health value must be directly and forcibly assigned as the final health level of the unit to highlight the priority of structural safety risks in rail health assessment. For example, when the health score is 100, the preset minimum health value is 30.

[0076] In some embodiments, when the flaw detection health level is the normal level 2, the final health of rail unit 10 adopts the health value calculated based on the cumulative load; when the flaw detection health level is the high-risk level 1, the final health of rail unit 10 is directly set to 30 points.

[0077] It should be noted that when rail unit 10 is a small-radius curved rail line, the method for determining the health level of the flaw detection is the same as that for straight rail lines and large-radius curved rail lines. After completing the health calculation based on wear data, the health level is also fused with the flaw detection results. The method for determining the health level of the flaw detection is the same as in the straight rail embodiment. When the flaw detection results show a risk of continuous serious damage, the health level of the rail unit is forcibly corrected.

[0078] This application provides a fusion method for calculating rail health based on load or wear data and flaw detection results. It integrates cumulative load data or wear detection data reflecting the long-term service status of rails with flaw detection results reflecting structural safety risks. When flaw detection results indicate a risk of continuous serious damage, the health of the rail unit is forcibly corrected. This approach prioritizes railway operation safety while considering the gradual performance degradation of rails, achieving risk-oriented control in rail health assessment.

[0079] In the rail unit health assessment method of this embodiment, the rail is divided into units according to a preset division rule to form rail units 10, including: Based on the most recent maintenance completion time of the rail, continuous rail sections with the same maintenance start time are divided into the same rail unit 10.

[0080] By providing a rail unit 10 division mechanism based on the most recent maintenance time, the rail unit 10 is divided according to the most recent maintenance completion time. Continuous rail sections with the same maintenance start time are divided into rail units 10, ensuring that the rail health assessment unit is consistent with the actual service life of the rail. This avoids the distortion of assessment results caused by division based on fixed mileage or fixed sections in existing technologies, and improves the accuracy and engineering applicability of health assessment.

[0081] Specifically, the division method in this application, compared with the traditional division method based on fixed physical length, uses maintenance nodes for division, thereby ensuring that the rail health assessment results can truly reflect the service status of the rail since the most recent maintenance, laying the foundation for subsequent accurate health assessments.

[0082] See Figure 2 Taking a 25-kilometer section as an example, the horizontal axis represents mileage, and the vertical axis represents time. Line segment 1 (represented by a solid red line) represents the historical replacement record of each rail segment at each mileage point, and line segment 2 (represented by a solid blue horizontal line) represents the most recent replacement time for each rail segment. For line segment 22, if the corresponding maintenance completion time is the same within a continuous mileage range (i.e., the vertical axis remains unchanged), then these continuous rail segments are divided into the same rail unit 10. In other words, each continuous solid blue horizontal line with a constant vertical axis represents an independent rail unit 10.

[0083] This invention discloses a method for assessing the health of rail units, belonging to the field of railway infrastructure operation and maintenance technology. The method divides rails into rail units 10 based on the time of the most recent maintenance. According to the track morphology of the rail unit 10, it distinguishes between straight rail units and curved rail units, and further classifies curved rail units based on their curve radius. For straight rail units and large-radius curved rail units, the health of the rail unit is assessed by fusing the cumulative pass load and flaw detection results. For small-radius curved rail units, the health of the rail unit is assessed by fusing rail wear data and flaw detection results. By implementing differentiated health assessments for different types of rail units 10, a quantitative characterization of rail health status is achieved. This facilitates early prediction of changes in rail service status, provides technical support for rail replacement decisions, operation and maintenance risk warnings, and construction organization, thereby improving railway operation safety and the level of intelligent operation and maintenance management.

[0084] Compared with existing technologies, this invention has at least the following beneficial effects: First, by constructing a differentiated evaluation model based on rail unit 10, this invention achieves a unified quantitative assessment of rail health status, overcoming the shortcomings of relying on manual experience and lacking objective indicators. Second, this method can predict the trend of rail performance degradation in advance based on parameters such as cumulative load and wear, providing a technical basis for preventive maintenance and overcoming the lag of traditional post-processing. Third, by deeply integrating flaw detection results with health calculation and establishing a risk-forced correction mechanism, this invention effectively reduces the risk of sudden rail damage and significantly improves railway operation safety. Furthermore, the output final health status provides a scientific quantitative decision-making basis for rail replacement, procurement planning, and construction organization. Finally, the model parameters in this method can be flexibly configured according to line conditions, giving it good engineering applicability and promotional value.

[0085] Example 1 This embodiment specifically relates to a method for assessing the health of rail units based on maintenance records, operating loads, flaw detection data, and wear data, which is applicable to railway rail life prediction, risk warning, and operation and maintenance decision support.

[0086] The purpose of this embodiment is to provide a method for assessing the health of rail units. By dividing the rails into units and constructing differentiated health calculation models for different rail types, track morphologies, and service characteristics, the method achieves: quantitative assessment of rail health status; early prediction of rail lifespan; effective early warning of rail operation and maintenance risks; and provides a basis for decision-making regarding rail replacement, procurement, and construction organization.

[0087] To achieve the above objectives, this embodiment adopts the following technical solution: a method for assessing the health of rail units, comprising the following steps: S1. Divide the rails into units based on the time of their most recent maintenance. S2. Determine the track type of rail unit 10 and classify it as a straight rail unit or a curved rail unit. S3. Classify the curved track units according to the curve radius; S4. For different types of rail units 10, the health of the rail unit is calculated using either the load-flaw detection fusion model or the wear-flaw detection fusion model. S5, outputs the final health result of rail unit 10.

[0088] The following section provides a detailed explanation of the health assessment method for rail units.

[0089] (I) Division of Rail Unit 10 and Acquisition of Basic Data In this embodiment, a section of railway line is selected as the object of rail health assessment. First, the historical maintenance record information of the rails in this section of the line is obtained from the railway operation and maintenance management system, including the time of the most recent maintenance completion, the scope of maintenance, and the type of maintenance.

[0090] Using the most recent maintenance completion time of the rail as the time benchmark, continuous rail sections with the same maintenance start time are divided into a rail unit 10. In this way, each rail unit 10 corresponds to a rail section with the same service start time, thereby ensuring that the rail health assessment results can truly reflect the service status of the rail since the most recent maintenance.

[0091] Simultaneously, for each rail unit 10, its corresponding track geometry information is obtained, including whether the track is a straight track or a curved track, and the curve radius information of the curved track; the rail model parameters are obtained, including rail type (e.g., 60kg / m, 75kg / m), rail structure (whether it is a seamless track across sections), and running direction information.

[0092] (II) Calculation method for the health of straight tracks and large-radius curved tracks ① Health Calculation Based on Cumulative Load The total weight of rail unit 10 since installation is recorded, and the rail type and structure are obtained. The corresponding health score (30-100 points) is calculated using the appropriate formula based on different combinations. When the rail type is 60kg / m and the rail structure is a seamless track spanning multiple sections: Health=100−70 / 10000000×total_weight When the rail type is 60kg / m and the rail structure is a non-seamless track: Health=100−70 / 6000000×total_weight When the rail type is 75kg / m, and the rail structure is a seamless track spanning multiple sections, and it is located in the upward direction: Health=100−70 / 14000000×total_weight The above parameters can be adjusted according to the actual operating conditions of the line.

[0093] ② Health level determination based on flaw detection results The rail units 10 were arranged in kilometer marker order to form a continuous line, and the flaw detection results were statistically analyzed. If there are three or more consecutive serious injuries within any one-kilometer range, the flaw detection health level of all rail units 10 within that one-kilometer range shall be determined as level 1; otherwise, it shall be determined as level 2.

[0094] ③ Health score fusion rules When the flaw detection health level is level2, the final health value of rail unit 10 is the health value calculated based on the cumulative load. When the flaw detection health level is level 1, the final health score of rail unit 10 is directly set to 30 points.

[0095] Specifically, when the rail unit 10 is located on a straight track or on a curved track with a curve radius greater than 2000m, the health status is calculated by fusing the cumulative load and flaw detection results.

[0096] First, the cumulative load data of rail unit 10 since its installation or most recent maintenance is obtained from the train operation monitoring system or transportation statistics system. The cumulative load is the sum of the loads of all trains passing within the rail unit 10, and is used to reflect the mechanical loads borne by the rail during long-term service.

[0097] Subsequently, based on the rail type and structural form, the first health value of rail unit 10 is calculated using the corresponding load attenuation model. In this way, different types and structural forms of rails can be fitted with different load attenuation parameters, thus more accurately reflecting the performance degradation process of rails under actual engineering conditions.

[0098] After completing the health assessment based on cumulative load, the flaw detection results of rail unit 10 are analyzed. Rail units 10 are arranged in kilometer marker order to form a continuous line, and flaw detection records are compiled. When three or more consecutive serious defects are detected within any one-kilometer range, the rail units 10 within that kilometer range are deemed to have a high structural safety risk.

[0099] During the health fusion phase, if rail unit 10 is not determined to have a risk of continuous serious injury, its final health value is the first health value calculated based on the cumulative load; if rail unit 10 has a risk of continuous serious injury, its final health value is directly set to a preset fixed value to highlight the priority of structural safety risks in rail health assessment.

[0100] (III) Calculation method for health of small radius curved tracks ① Health Calculation Based on Wear Data The following wear data were collected for the curved rail unit 10: upper rail side wear value; upper rail vertical wear value; lower rail vertical wear value.

[0101] Within the rail unit 10, the maximum value of the above three types of wear values ​​is calculated among all detection points and taken as the final wear value molar of the rail unit 10.

[0102] The following calculation formula is used, depending on the rail type and orientation: When the rail type is 60kg / m: Health = 100 − 70 / 14 × molar When the rail type is 75kg / m and it is located in the upward direction: Health = 100 − 70 / 16 × molar The parameters can be adjusted according to actual business needs.

[0103] ②Rules for fusing flaw detection results The method for determining the health level of flaw detection is the same as that for linear guides: When the flaw detection health level is level 2, the final health of rail unit 10 adopts the health value calculated based on wear data. When the flaw detection health level is level 1, the final health score of rail unit 10 is set to 30 points.

[0104] Specifically, when rail unit 10 is located on a curved line and the curve radius is less than 2000m, a health calculation method based on the fusion of wear data and flaw detection results is adopted.

[0105] First, wear data within the rail unit 10 is collected using rail wear detection equipment. This wear data includes the upper rail side wear value, the upper rail vertical wear value, and the lower rail vertical wear value. For multiple detection points within the rail unit 10, the above three types of wear data are obtained respectively.

[0106] Subsequently, statistical analysis was performed on the wear data of all detection points within the rail unit 10, and the maximum value among the upper rail side wear, upper rail vertical wear, and lower rail vertical wear was taken as the final wear value of the rail unit 10. By using the maximum wear value as the evaluation basis, the wear state of the most unfavorable position within the rail unit 10 can be reflected, thus improving the safety of the health assessment results.

[0107] After obtaining the final wear value, the second health value of rail unit 10 is calculated using the corresponding wear attenuation model based on the rail type and running direction. Different wear attenuation parameters are used for different rail types to adapt to the wear characteristics of different rails under curved track conditions.

[0108] After completing the health assessment based on wear data, the health assessment results are also combined for health fusion processing. The method for determining the health level of the flaw detection is the same as in the linear rail embodiment. When the flaw detection results show a risk of continuous serious damage, the health of the rail unit is forcibly corrected.

[0109] (iv) Output and application of health status results After completing the health calculation of the rail units in the above embodiments, the system outputs the final health result for each rail unit 10. The health result can be displayed in numerical or grade form, and can be visualized according to the kilometer marker order.

[0110] In practical applications, the health status of rail units can be used for rail replacement decisions, maintenance risk warnings, maintenance plan formulation, and rail procurement and construction organization. For example, when the health status value drops to 30 points, the system automatically issues a replacement reminder, prompting maintenance personnel to include the rail unit in the replacement plan; when the health status value drops to 0 points, it indicates that the rail has fully reached or exceeded its design service life, and replacement work must be arranged immediately, and it must not continue to be in service to ensure railway operation safety. By understanding the changing trends of rail health status in advance, preventive maintenance of rails can be achieved, reducing the impact of sudden rail defects on railway operation safety.

[0111] This embodiment constructs a differentiated health assessment method based on rail unit 10, which comprehensively considers rail structure, track morphology, operating load, flaw detection and wear characteristics. It solves the problem that existing rail life assessments rely on experience and lack quantitative models, and provides a reliable technical solution for the intelligent operation and maintenance of railway rails.

[0112] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0113] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments, and will not be repeated here.

[0114] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0115] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0116] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for assessing the health of rail units, characterized in that, include: The rails are divided into units according to the preset division rules to form rail units; Obtain the health status parameters and service characteristics of the rail unit, and calculate the initial health of the rail unit based on the health status parameters and service characteristics of the rail unit; Obtain the flaw detection results of the rail unit, and obtain the flaw detection health level of the rail unit based on the flaw detection results; The initial health level is corrected based on the flaw detection health level to obtain the final health level of the rail unit.

2. The method for assessing the health of rail units according to claim 1, characterized in that, After dividing the rails into units according to preset division rules to form rail units, the method for assessing the health of the rail units includes: The rail units are classified according to their track configuration. If any of the rail units is located on a straight track, then the rail unit is determined to be a straight track. If any of the rail units is located on a curved line, the curve radius of the rail unit is obtained. When the curve radius of the rail unit is greater than the preset curve radius, the rail unit is determined to be a large-radius curved line; when the curve radius of the rail unit is less than the preset curve radius, the rail unit is determined to be a small-radius curved line.

3. The method for assessing the health of rail units according to claim 2, characterized in that, The health status parameters of the rail unit include the cumulative load value and the wear value of the rail unit.

4. The method for assessing the health of rail units according to claim 3, characterized in that, The rail service characteristics of the rail unit include the rail type, rail structure, and rail running direction.

5. The method for assessing the health of rail units according to claim 4, characterized in that, When the rail unit is a straight track or a large-radius curved track, the process of acquiring the health status parameters and service characteristics of the rail unit, and calculating the initial health of the rail unit based on the health status parameters and service characteristics, includes: Obtain the cumulative load value of the rail unit; Based on the rail type, rail structure, and rail running direction of the rail unit, the corresponding load attenuation model is determined. The cumulative load value of the rail unit is input into the corresponding load attenuation model to calculate the initial health of the rail unit.

6. The method for assessing the health of rail units according to claim 4, characterized in that, When the rail unit is a small-radius curved track, the health status parameters and service characteristics of the rail unit are obtained, and the initial health of the rail unit is calculated based on the health status parameters and service characteristics, including: Obtain the wear value of the rail unit; Based on the rail type and rail running direction of the rail unit, the corresponding wear attenuation model is determined; The wear value of the rail unit is input into the corresponding wear attenuation model to calculate the initial health of the rail unit.

7. The method for assessing the health of rail units according to claim 3, characterized in that, The method for obtaining the wear value of the rail unit includes: Collect the upper rail side wear value, upper rail vertical wear value, and lower rail vertical wear value of the rail unit; The upper rail side wear value, the upper rail vertical wear value, and the lower rail vertical wear value are compared, and the maximum value is selected as the wear value of the rail unit.

8. The method for assessing the health of rail units according to claim 1, characterized in that, The process of obtaining the flaw detection results of the rail unit and determining the flaw detection health level of the rail unit based on the flaw detection results includes: Using a preset continuous mileage range as the statistical unit, the number of severely damaged rails within the preset continuous mileage range is statistically analyzed. If a preset number of consecutive serious defects exist within any of the aforementioned continuous mileage ranges, then the flaw detection health level of all rail units within that range is determined to be a high-risk level. If not, the flaw detection health level of all rail units within this range is determined to be the normal level.

9. The method for assessing the health of rail units according to claim 8, characterized in that, The step of correcting the initial health level based on the flaw detection health level to obtain the final health level of the rail unit includes: If the flaw detection health level is the normal level, then the initial health level is taken as the final health level of the rail unit. If the flaw detection health level is high-risk, then the preset minimum health value will be used as the final health level of the rail unit.

10. The method for assessing the health of rail units according to claim 1, characterized in that, The process of dividing the rails into units according to a preset division rule to form rail units includes: Based on the most recent maintenance completion time of the rail, continuous rail sections with the same maintenance start time are divided into the same rail unit.

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