CN111077032B - Detection system and analysis method for rail head abrasion of high-speed railway turnout steel rail part - Google Patents
Detection system and analysis method for rail head abrasion of high-speed railway turnout steel rail part Download PDFInfo
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- CN111077032B CN111077032B CN201811217264.7A CN201811217264A CN111077032B CN 111077032 B CN111077032 B CN 111077032B CN 201811217264 A CN201811217264 A CN 201811217264A CN 111077032 B CN111077032 B CN 111077032B
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- 238000005299 abrasion Methods 0.000 title abstract description 16
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Abstract
The invention provides a detection system and a rail head abrasion analysis method for a turnout steel rail piece of a high-speed railway. The detection system comprises a stock rail, a switch rail and a detection assembly, wherein the detection assembly comprises a plurality of detection pieces, the plurality of detection pieces comprise a first detection piece, a second detection piece, a third detection piece and a fourth detection piece, the first detection piece is arranged at the position where the width of the top of the switch rail is less than 3mm, the second detection piece is arranged at the position where the width of the top of the switch rail is more than or equal to 3mm and less than 10mm, the third detection piece is arranged at the position where the width of the top of the switch rail is more than or equal to 10mm and less than 35mm, and the fourth detection piece is arranged at the position where the width of the top of the switch rail is more than or equal to 35 mm; the first detecting member is in contact with the upper end and the side face of the stock rail to detect whether the joint of the stock rail and the switch rail is safe, and the second detecting member, the third detecting member and the fourth detecting member are in contact with the upper end of the stock rail and the side face of the switch rail to detect whether the joint of the stock rail and the switch rail is safe. The invention solves the problem that the abrasion condition of the railway turnout can not be accurately known in the prior art.
Description
Technical Field
The invention relates to the technical field of railway tracks, in particular to a detection system and a method for analyzing head abrasion of a turnout steel rail piece of a high-speed railway.
Background
At present, the abrasion degree of the rail head of a steel rail piece at a turnout of a high-speed railway is closely related to the stability and the safety of a travelling crane. However, in the prior art, no mature means applied in the field exists, so that the working personnel cannot judge and quantify the abrasion condition of the railway turnout, and the driving safety is influenced.
Disclosure of Invention
The invention mainly aims to provide a detection system and a method for analyzing the rail head abrasion of a rail member of a high-speed railway turnout, so as to solve the problem that the abrasion condition of the railway turnout cannot be accurately known in the prior art.
In order to achieve the above object, according to one aspect of the present invention, there is provided a detection system, the detection system including a stock rail, a point rail, and a detection assembly provided on the stock rail and the point rail, the detection assembly including a plurality of detection pieces, the plurality of detection pieces including a first detection piece, a second detection piece, a third detection piece, and a fourth detection piece, the first detection piece being provided at a position where a top width of the point rail is greater than 0 and less than 3mm, the second detection piece being provided at a position where the top width of the point rail is greater than or equal to 3mm and less than 10mm, the third detection piece being provided at a position where the top width of the point rail is greater than or equal to 10mm and less than 35mm, the fourth detection piece being provided at a position where the top width of the point rail is greater than or equal to 35 mm; wherein the first detecting member is in contact with the upper end and the side of the stock rail for detecting whether the joint of the stock rail and the switch rail is safe, and the second detecting member, the third detecting member and the fourth detecting member are in contact with the upper end of the stock rail and the side of the switch rail for detecting whether the joint of the stock rail and the switch rail is safe.
Further, the surface of the first detection member facing the stock rail and the tongue rail includes a first plane, a first step surface and a second step surface which are connected in sequence, the first plane is in contact with the top end of the stock rail, the first step surface is in contact with the side surface of the stock rail, a first distance D1 is provided between the first plane and the top of the tongue rail, and a second distance D2 is provided between the second step surface and the side surface of the tongue rail at the height position of the top of the tongue rail.
Further, a first preset distance L1 is arranged between the joint of the first step surface and the second step surface and the first plane, the first preset distance L1 is larger than or equal to 7mm and smaller than or equal to 9mm, the first step surface comprises a first sub-step surface and a second sub-step surface, a second preset distance L1 is arranged between the joint of the first step surface and the second step surface and the joint of the first sub-step surface and the second sub-step surface, and the second preset distance L2 is larger than or equal to 3mm and smaller than or equal to 5 mm.
Further, the second step surface includes a first inclined surface connected to the first step surface, and an inclination angle of at least a part of the first inclined surface decreases in a height direction h of the first detection member.
Further, the second detection piece comprises a second plane and a third step surface which are connected in sequence, the second plane is in contact with the top end of the stock rail, the third step surface is in contact with the side face of the stock rail, and a third distance D3 is reserved between the second plane and the rail top of the switch rail.
Furthermore, the second detection piece comprises a second plane and a third step surface which are connected in sequence, the second plane is in contact with the top end of the stock rail, the third step surface is in contact with the side surface of the switch rail, and a fourth distance D4 is reserved between the contact point of the third step surface and the switch rail and the second plane.
Further, the third step surface includes a second inclined surface connected to the second plane, and an inclination angle of at least a part of the second inclined surface decreases in the height direction h of the second detection member.
Further, the third detection piece comprises a third plane, a third inclined plane and a first cambered surface which are connected in sequence, the third plane is in contact with the top end of the stock rail, the third inclined plane is in contact with the side face of the switch rail, a fifth distance D5 is reserved between the contact point of the third inclined plane and the switch rail and the third plane, and a sixth distance D6 is reserved between the third plane and the rail top of the switch rail.
Further, in the direction from the third inclined surface to the first cambered surface, the curvature radius of the first cambered surface is reduced.
Further, the fourth detection piece comprises a fourth plane, a fourth inclined plane and a second cambered surface which are connected in sequence, the fourth plane is in contact with the top end of the stock rail, the fourth inclined plane is in contact with the side face of the switch rail, a seventh distance D7 is reserved between the contact point of the fourth inclined plane and the switch rail and the fourth plane, and an eighth distance D8 is reserved between the fourth plane and the rail top of the switch rail.
Further, in a direction from the fourth inclined surface to the second arc surface, a radius of curvature of the second arc surface decreases.
Furthermore, a ninth distance D9 is formed between the joint of the third inclined surface and the first cambered surface and the third plane, and a tenth distance D10 is formed between the joint of the fourth inclined surface and the second cambered surface and the fourth plane; wherein the ninth distance D9 is greater than the tenth distance D10.
According to another aspect of the invention, a method for analyzing the head wear of a turnout rail piece of a high-speed railway is provided, the method for analyzing the head wear of the turnout rail piece of the high-speed railway adopts the detection system, and the method for analyzing the head wear of the turnout rail piece of the high-speed railway comprises the following steps: step S1: installing a detection assembly at the joint of a stock rail and a switch rail, wherein a first detection piece is placed at the position where the width of the top of the switch rail is more than 0 and less than 3mm, a second detection piece is placed at the position where the width of the top of the switch rail is more than or equal to 3mm and less than 10mm, a third detection piece is placed at the position where the width of the top of the switch rail is more than or equal to 10mm and less than 35mm, and a fourth detection piece is placed at the position where the width of the top of the switch rail is more than or equal to 35 mm; step S2: comparing the detection value of the first detection piece with a first preset value to determine whether the railway turnout is safe or not; and/or comparing the detection value of the second detection piece with a second preset value to determine whether the railway turnout is safe or not; and/or comparing the detection value of the third detection piece with a third preset value to determine whether the railway turnout is safe and stable; and/or comparing the detection value of the fourth detection piece with a fourth preset value to determine whether the railway turnout is safe and stable.
Further, in step S2, when the first distance D1 between the first plane of the first detecting member and the top of the point rail satisfies 18mm < D1 < 22mm, and the second distance D2 between the second step surface of the first detecting member and the side surface of the point rail satisfies: when D2 is larger than or equal to 2mm, the railway turnout is safe.
Further, in step S2, when the third step surface of the second detecting member contacts the side surface of the stock rail, a third distance D3 between the second plane of the second detecting member and the rail top of the tongue rail satisfies: when D3 is less than or equal to 22mm, the railway turnout is safe.
Further, in step S2, when the third step surface of the second sensing member is in contact with the side surface of the point rail, a fourth distance D4 between a contact point of the third step surface of the second sensing member with the point rail and the second plane of the second sensing member satisfies: when D4 is less than or equal to 22mm, the railway turnout is safe.
Further, in step S2, when a fifth distance D5 between a contact point of the third inclined surface of the third sensing piece with the point rail and the third plane of the third sensing piece satisfies: when D5 is less than or equal to 21.6mm, the railway turnout is safe; and/or when the error between the sixth distance D6 between the third plane of the third detection piece and the rail top of the switch rail and the first preset value is more than or equal to-1.5 mm and less than or equal to 1.5mm, the railway switch is stable.
Further, in step S2, when a seventh distance D7 between a contact point of the fourth inclined surface of the fourth detecting member with the point rail and the fourth flat surface of the fourth detecting member satisfies: when D7 is less than or equal to 19.6mm, the railway turnout is safe; and/or when the error between the eighth distance D8 between the fourth plane of the fourth detection piece and the rail top of the switch rail and the second preset value is more than or equal to-1.5 mm and less than or equal to 1.5mm, the railway turnout is stable.
By applying the technical scheme of the invention, the first detection piece is respectively arranged at the position where the width of the top of the switch rail is more than 0 and less than 3mm, the second detection piece is arranged at the position where the width of the top of the switch rail is more than or equal to 3mm and less than 10mm, the third detection piece is arranged at the position where the width of the top of the switch rail is more than or equal to 10mm and less than 35mm, and the fourth detection piece is arranged at the position where the width of the top of the switch rail is more than or equal to 35 mm. Wherein the first detecting member is in contact with the upper end and the side of the stock rail for detecting whether the joint of the stock rail and the switch rail is safe, and the second detecting member, the third detecting member and the fourth detecting member are in contact with the upper end of the stock rail and the side of the switch rail for detecting whether the joint of the stock rail and the switch rail is safe. Like this, four detection pieces of installation are used for detecting the security of railway switch department respectively in railway switch department, detect the wearing and tearing condition of railway track of relevant position department through first detection piece, second detection piece, third detection piece and fourth detection piece, and then solved among the prior art can not accurately learn the problem of the wearing and tearing condition of railway switch department, have promoted the factor of safety of railway track, guarantee driving safety.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 shows a schematic structural view of a first detection member of an embodiment of a detection system according to the invention;
fig. 2 shows a measurement view of the first detecting member of fig. 1 disposed at a position where the top width of the point rail is greater than 0 and less than 3 mm;
FIG. 3 shows a schematic structural view of a second detection member of an embodiment of the detection system according to the invention;
fig. 4 shows a measurement view of the second detecting member of fig. 3 disposed at a position where the top width of the tongue rail is 3mm or more and less than 10mm, and the third step surface of the second detecting member is in contact with the side surface of the stock rail;
fig. 5 is a view showing a measurement when the second sensing member of fig. 3 is disposed at a position where the top width of the point rail is 3mm or more and less than 10mm, and the third step surface of the second sensing member is in contact with the side surface of the point rail;
FIG. 6 shows a schematic structural view of a third test element of an embodiment of the test system according to the invention;
fig. 7 shows a measurement view of the third detecting member of fig. 6 disposed at a position where the top width of the point rail is 10mm or more and 35mm or less;
FIG. 8 shows a schematic structural view of a fourth test element of an embodiment of the test system according to the invention; and
fig. 9 shows a measurement view of the fourth detecting member of fig. 8 when it is disposed at a position where the rail top width of the point rail is 35mm or more.
Wherein the figures include the following reference numerals:
10. a stock rail; 20. a point rail; 31. a first detecting member; 311. a first plane; 312. a first step surface; 312a, a first sub-step surface; 312b, a second sub-step surface; 313. a second step surface; 313a, a first inclined surface; 32. a second detecting member; 321. a second plane; 322. a third step surface; 322a, a second inclined surface; 33. a third detecting member; 331. a third plane; 332. a third inclined surface; 333. a first arc surface; 34. a fourth detecting member; 341. a fourth plane; 342. a fourth inclined surface; 343. a second cambered surface.
Detailed Description
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
It is noted that, unless otherwise indicated, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
In the present invention, unless stated to the contrary, use of the directional terms "upper and lower" are generally directed to the orientation shown in the drawings, or to the vertical, or gravitational direction; likewise, for ease of understanding and description, "left and right" are generally to the left and right as shown in the drawings; "inner and outer" refer to the inner and outer relative to the profile of the respective member itself, but the above directional terms are not intended to limit the present invention.
In order to solve the problem that the abrasion condition of a railway turnout cannot be accurately known in the prior art, the application provides a detection system and a method for analyzing the rail head abrasion of a rail part of a high-speed railway turnout.
As shown in fig. 1 to 9, the detecting system includes a stock rail 10, a point rail 20, and a detecting assembly disposed on the stock rail 10 and the point rail 20, the detecting assembly includes a plurality of detecting members, the plurality of detecting members includes a first detecting member 31, a second detecting member 32, a third detecting member 33, and a fourth detecting member 34, the first detecting member 31 is disposed at a position where a top width of the point rail 20 is greater than 0 and less than 3mm, the second detecting member 32 is disposed at a position where the top width of the point rail 20 is greater than or equal to 3mm and less than 10mm, the third detecting member 33 is disposed at a position where the top width of the point rail 20 is greater than or equal to 10mm and less than 35mm, and the fourth detecting member 34 is disposed at a position where the top width of the point rail 20 is greater than or equal to 35 mm; wherein the first detecting member 31 is in contact with the upper end and the side of the stock rail 10 for detecting whether the joint of the stock rail 10 and the point rail 20 is safe, and the second, third and fourth detecting members 32, 33, 34 are in contact with the upper end of the stock rail 10 and the side of the point rail 20 for detecting whether the joint of the stock rail 10 and the point rail 20 is safe.
By applying the technical solution of the present embodiment, the first detecting element 31 is installed at the position where the top width of the switch rail 20 is greater than 0 and less than 3mm, the second detecting element 32 is installed at the position where the top width of the switch rail 20 is greater than or equal to 3mm and less than 10mm, the third detecting element 33 is installed at the position where the top width of the switch rail 20 is greater than or equal to 10mm and less than 35mm, and the fourth detecting element 34 is installed at the position where the top width of the switch rail 20 is greater than or equal to 35 mm. Wherein the first detecting member 31 is in contact with the upper end and the side of the stock rail 10 for detecting whether the joint of the stock rail 10 and the point rail 20 is safe, and the second, third and fourth detecting members 32, 33, 34 are in contact with the upper end of the stock rail 10 and the side of the point rail 20 for detecting whether the joint of the stock rail 10 and the point rail 20 is safe. Like this, four detection pieces of installation are used for detecting the security of railway switch department respectively in railway switch department, detect the wearing and tearing condition of railway track of relevant position department through first detection piece 31, second detection piece 32, third detection piece 33 and fourth detection piece 34, and then solved among the prior art can not accurately learn the problem of the wearing and tearing condition of railway switch department, have promoted the factor of safety of railway track, guarantee driving safety.
In this embodiment, with the detection piece of wheel parameter preparation, through detection piece simulation wheel rail contact state, follow the angle analysis switch rail railhead wearing and tearing condition of guaranteeing vehicle security and stationarity to solve high-speed railway switch rail spare railhead wearing and tearing quantitative analysis problem. In 4 wheel rim tread profiles used by the high-speed railway motor train unit, LMA and LMC type wheels with relatively small safety margins are selected as the basis for checking the design parameter values of the sample plate. 4 detection parts are designed in total and are used for analyzing the rail head abrasion of the steel rail parts in 4 different sections of the high-speed railway turnout area.
In the embodiment, the detection system is higher in matching performance with the high-speed railway turnout in China. The detection piece used by the analysis method is manufactured according to wheel design parameters and actual profiles for high-speed railway motor train units in China, the wheel-rail contact relation is more suitable for high-speed railway systems in China, and the control indexes are more suitable for the structural characteristics of high-speed railway turnouts in China and are more suitable for actual application situations. Meanwhile, the detection system can detect the turnout steel rail more comprehensively, the analysis method can cover more complete turnout steel rail area, and different sections can be divided more clearly and quantitatively; the control indexes are more, the two aspects of vehicle safety and stability are evaluated, and the abrasion state of the rail head of the high-speed turnout rail is comprehensively evaluated. In addition, 8 measurable indexes of 4 detection pieces used by the detection system are quantitative indexes, and data of each index can form continuous historical data for trend analysis, so that the system has a certain prediction function.
As shown in fig. 1 and 2, the surface of the first detecting member 31 facing the stock rail 10 and the point rail 20 includes a first flat surface 311, a first step surface 312 and a second step surface 313 which are connected in sequence, the first flat surface 311 contacts with the top end of the stock rail 10, the first step surface 312 contacts with the side surface of the stock rail 10, the first flat surface 311 has a first distance D1 with the top of the point rail 20, and the second step surface 313 has a second distance D2 with the side surface of the point rail 20 at the height position of the top of the point rail 20. Thus, only when the first distance D1 and the second distance D2 both satisfy the value requirement, the position measured by the first detecting member 31 can be ensured to be safe, and the vehicle can pass safely and smoothly at the position.
As shown in fig. 1, a first preset distance L1 is provided between a connection point of the first step surface 312 and the second step surface 313 and the first plane 311, the first preset distance L1 is greater than or equal to 7mm and less than or equal to 9mm, the first step surface 312 includes a first sub-step surface 312a and a second sub-step surface 312b, a second preset distance L1 is provided between a connection point of the first step surface 312 and the second step surface 313 and a connection point of the first sub-step surface 312a and the second sub-step surface 312b, and the second preset distance L2 is greater than or equal to 3mm and less than or equal to 5 mm. Optionally, the first preset distance L1 is 8 mm. Optionally, the second preset distance L2 is 4 mm.
As shown in fig. 1, the second step surface 313 includes a first inclined surface 313a connected to the first step surface 312, and an inclination angle of at least a portion of the first inclined surface 313a decreases in the height direction h of the first sensing piece 31. Specifically, in the height direction h of the first detecting member 31, the first inclined surface 313a includes a first sub-inclined surface and a second sub-inclined surface connected in series, the angle between the first sub-inclined surface and the horizontal plane is 80 °, and the angle between the second sub-inclined surface and the horizontal plane is 70 °.
As shown in fig. 3 and 4, the second detecting member 32 includes a second plane 321 and a third step plane 322 connected in sequence, the second plane 321 contacts with the top end of the stock rail 10, the third step plane 322 contacts with the side surface of the stock rail 10, and the second plane 321 has a third distance D3 from the top of the point rail 20. Thus, when the third step surface 322 contacts with the side surface of the stock rail 10, as long as the third distance D3 meets the value requirement, the position measured by the second detecting member 32 can be ensured to be safe, and the vehicle can pass through safely and smoothly at the position.
As shown in fig. 3 and 5, the second detecting member 32 includes a second plane 321 and a third step plane 322 connected in sequence, the second plane 321 contacts with the top end of the stock rail 10, the third step plane 322 contacts with the side surface of the point rail 20, and a fourth distance D4 is provided between the contact point of the third step plane 322 and the point rail 20 and the second plane 321. Thus, when the third step surface 322 contacts with the side surface of the switch rail 20, as long as the fourth distance D4 meets the value requirement, the position measured by the second detecting member 32 can be ensured to be safe, and the vehicle can pass through the position safely and smoothly.
As shown in fig. 3, the third step surface 322 includes a second inclined surface 322a connected to the second plane 321, and an inclination angle of at least a portion of the second inclined surface 322a decreases in the height direction h of the second detecting member 32. Specifically, in the height direction h of the second detecting member 32, the second inclined surface 322a includes a third sub-inclined surface and a fourth sub-inclined surface which are sequentially connected, the included angle between the third sub-inclined surface and the horizontal plane is 70 °, and the included angle between the fourth sub-inclined surface and the horizontal plane is 60 °.
As shown in fig. 6 and 7, the third detecting member 33 includes a third flat surface 331, a third inclined surface 332 and a first curved surface 333 which are connected in sequence, the third flat surface 331 contacts with the top end of the stock rail 10, the third inclined surface 332 contacts with the side surface of the point rail 20, a fifth distance D5 is provided between the contact point of the third inclined surface 332 and the point rail 20 and the third flat surface 331, and a sixth distance D6 is provided between the third flat surface 331 and the top end of the point rail 20. Specifically, when the fifth distance D5 meets the value requirement, the position measured by the third detecting member 33 is safe, and the vehicle can pass through the position safely and smoothly. When the sixth distance D6 meets the value requirement, the vehicle can smoothly pass at the position measured by the third detecting member 33.
As shown in fig. 6 and 7, the radius of curvature of the first cambered surface 333 decreases in the direction from the third inclined surface 332 to the first cambered surface 333. Specifically, the angle between the third inclined surface 332 and the horizontal plane is 70 °.
As shown in fig. 8 and 9, the fourth detecting member 34 includes a fourth flat surface 341, a fourth inclined surface 342 and a second cambered surface 343, which are connected in sequence, the fourth flat surface 341 contacts with the top end of the stock rail 10, the fourth inclined surface 342 contacts with the side surface of the tongue rail 20, a seventh distance D7 is provided between the contact point of the fourth inclined surface 342 and the tongue rail 20 and the fourth flat surface 341, and an eighth distance D8 is provided between the fourth flat surface 341 and the top end of the tongue rail 20. Specifically, when the seventh distance D7 meets the value requirement, the position measured by the fourth detecting member 34 is safe, and the vehicle can pass through the position safely and smoothly. When the eighth distance D8 meets the value requirement, the vehicle can smoothly pass at the position measured by the fourth detecting member 34.
As shown in fig. 8 and 9, a radius of curvature of the second arc surface 343 is reduced in a direction from the fourth inclined surface 342 to the second arc surface 343. Specifically, the angle between the fourth inclined surface 342 and the horizontal plane is 70 °.
As shown in fig. 6 and 8, a ninth distance D9 is provided between the junction of the third inclined surface 332 and the first cambered surface 333 and the third plane 331, and a tenth distance D10 is provided between the junction of the fourth inclined surface 342 and the second cambered surface 343 and the fourth plane 341; wherein the ninth distance D9 is greater than the tenth distance D10. Specifically, the ninth distance D9 is 18.1mm and the tenth distance D10 is 16.1 mm.
The application also provides a high-speed railway switch rail piece railhead abrasion analysis method, the high-speed railway switch rail piece railhead abrasion analysis method adopts the detection system, and the high-speed railway switch rail piece railhead abrasion analysis method comprises the following steps:
step S1: mounting a detecting assembly at a junction of the stock rail 10 and the point rail 20, wherein a first detecting member 31 is placed at a position where the top width of the point rail 20 is greater than 0 and less than 3mm, a second detecting member 32 is placed at a position where the top width of the point rail 20 is greater than or equal to 3mm and less than 10mm, a third detecting member 33 is placed at a position where the top width of the point rail 20 is greater than or equal to 10mm and less than 35mm, and a fourth detecting member 34 is placed at a position where the top width of the point rail 20 is greater than or equal to 35 mm;
step S2: comparing the detection value of the first detection member 31 with a first preset value to determine whether the railway turnout is safe;
comparing the detection value of the second detection piece 32 with a second preset value to determine whether the railway turnout is safe or not;
comparing the detection value of the third detection part 33 with a third preset value to determine whether the railway turnout is safe and stable;
the detected value of the fourth detector 34 is compared with a fourth preset value to determine whether the railway switch is safe and smooth.
In this embodiment, the high-speed railway refers to a running speed of not less than 250 km/h.
Specifically, the first detecting piece 31 is installed at a position where the top width of the point rail 20 is greater than 0 and less than 3mm, the second detecting piece 32 is installed at a position where the top width of the point rail 20 is greater than or equal to 3mm and less than 10mm, the third detecting piece 33 is installed at a position where the top width of the point rail 20 is greater than or equal to 10mm and less than 35mm, and the fourth detecting piece 34 is installed at a position where the top width of the point rail 20 is greater than or equal to 35mm, respectively. Thereafter, the detection value of the first detecting member 31 is compared with a first preset value to determine whether safe traffic can be passed at the position measured by the first detecting member 31. The detection value of the second detector 32 is compared with a second preset value to determine whether safe traffic can be passed at the position measured by the second detector 32. The detection value of the third detector 33 is compared with a third preset value to determine whether the vehicle can safely pass through and whether the vehicle can smoothly pass through at the position measured by the third detector 33. The detection value of the fourth detection member 34 is compared with a fourth preset value to determine whether the vehicle can pass safely and smoothly at the position measured by the fourth detection member 34.
In the present embodiment, in step S2, when the first distance D1 between the first flat surface 311 of the first detecting member 31 and the rail top of the point rail 20 satisfies 18mm ≦ D1 ≦ 22mm, and the second distance D2 between the second step surface 313 of the first detecting member 31 and the side surface of the point rail 20 satisfies: when D2 is larger than or equal to 2mm, the railway turnout is safe.
In the present embodiment, in step S2, when the third step surface 322 of the second detecting member 32 contacts the side surface of the stock rail 10, the third distance D3 between the second flat surface 321 of the second detecting member 32 and the rail top of the point rail 20 satisfies: when D3 is less than or equal to 22mm, the railway turnout is safe.
In the present embodiment, in step S2, when the third step surface 322 of the second sensing member 32 contacts the side surface of the point rail 20, the fourth distance D4 between the contact point of the third step surface 322 of the second sensing member 32 and the point rail 20 and the second plane 321 of the second sensing member 32 satisfies: when D4 is less than or equal to 22mm, the railway turnout is safe.
In the present embodiment, in step S2, when the fifth distance D5 between the contact point of the third inclined surface 332 of the third detecting member 33 and the point rail 20 and the third plane 331 of the third detecting member 33 satisfies: when D5 is less than or equal to 21.6mm, the railway turnout is safe; when the error between the sixth distance D6 between the third plane 331 of the third detecting member 33 and the top of the switch rail 20 and the first preset value is greater than or equal to-1.5 mm and less than or equal to 1.5mm, the railway switch is stable.
In the present embodiment, in step S2, when the seventh distance D7 between the contact point of the fourth inclined surface 342 of the fourth detecting member 34 and the point rail 20 and the fourth flat surface 341 of the fourth detecting member 34 satisfies: when D7 is less than or equal to 19.6mm, the railway turnout is safe; when the error between the eighth distance D8 between the fourth plane 341 of the fourth detecting element 34 and the top of the switch rail 20 and the second preset value is greater than or equal to-1.5 mm and less than or equal to 1.5mm, the railway switch is stable.
From the above description, it can be seen that the above-described embodiments of the present invention achieve the following technical effects:
the first detection piece is installed at the position where the width of the top of the switch rail is larger than 0 and smaller than 3mm, the second detection piece is installed at the position where the width of the top of the switch rail is larger than or equal to 3mm and smaller than 10mm, the third detection piece is installed at the position where the width of the top of the switch rail is larger than or equal to 10mm and smaller than 35mm, and the fourth detection piece is installed at the position where the width of the top of the switch rail is larger than or equal to 35 mm. Wherein the first detecting member is in contact with the upper end and the side of the stock rail for detecting whether the joint of the stock rail and the switch rail is safe, and the second detecting member, the third detecting member and the fourth detecting member are in contact with the upper end of the stock rail and the side of the switch rail for detecting whether the joint of the stock rail and the switch rail is safe. Like this, four detection pieces of installation are used for detecting the security of railway switch department respectively in railway switch department, detect the wearing and tearing condition of railway track of relevant position department through first detection piece, second detection piece, third detection piece and fourth detection piece, and then solved among the prior art can not accurately learn the problem of the wearing and tearing condition of railway switch department, have promoted the factor of safety of railway track, guarantee driving safety.
It is to be understood that the above-described embodiments are only a few, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular is intended to include the plural unless the context clearly dictates otherwise, and it should be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of features, steps, operations, devices, components, and/or combinations thereof.
It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in sequences other than those illustrated or described herein.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (18)
1. A detection system, characterized in that the detection system comprises a stock rail (10), a point rail (20) and detection components arranged on the stock rail (10) and the point rail (20), the detection assembly comprises a plurality of detection pieces, the plurality of detection pieces comprise a first detection piece (31), a second detection piece (32), a third detection piece (33) and a fourth detection piece (34), the first detecting member (31) is disposed at a position where the width of the top of the point rail (20) is greater than 0 and less than 3mm, the second detecting member (32) is disposed at a position where the width of the top of the point rail (20) is 3mm or more and less than 10mm, the third detecting member (33) is provided at a position where the width of the top of the point rail (20) is 10mm or more and less than 35mm, the fourth detecting piece (34) is arranged at the position where the rail top width of the switch rail (20) is more than or equal to 35 mm; wherein the first detecting member (31) is in contact with the upper end and the side of the stock rail (10) for detecting whether the joint of the stock rail (10) and the point rail (20) is safe, and the second detecting member (32), the third detecting member (33) and the fourth detecting member (34) are in contact with the upper end of the stock rail (10) and the side of the point rail (20) for detecting whether the joint of the stock rail (10) and the point rail (20) is safe;
the surface of the first detection piece (31) facing the stock rail (10) and the point rail (20) comprises a first plane (311), a first step surface (312) and a second step surface (313) which are connected in sequence; a first preset distance L1 is arranged between the joint of the first step surface (312) and the second step surface (313) and the first plane (311), the first step surface (312) comprises a first sub-step surface (312a) and a second sub-step surface (312b), and a second preset distance L2 is arranged between the joint of the first step surface (312) and the second step surface (313) and the joint of the first sub-step surface (312a) and the second sub-step surface (312 b);
the second detection piece (32) comprises a second plane (321) and a third step surface (322) which are connected in sequence; the third step surface (322) includes a second inclined surface (322a) connected to the second flat surface (321);
the third detection piece (33) comprises a third plane (331), a third inclined surface (332) and a first cambered surface (333) which are connected in sequence;
the fourth detection piece (34) comprises a fourth plane (341), a fourth inclined plane (342) and a second cambered surface (343) which are connected in sequence.
2. A detection system according to claim 1, characterised in that the first plane (311) is in contact with the top end of the stock rail (10), the first step surface (312) is in contact with the side face of the stock rail (10), the first plane (311) is at a first distance D1 from the top of the point rail (20), and the second step surface (313) is at a second distance D2 from the side face of the point rail (20) at the level of the top of the point rail (20).
3. The detection system according to claim 2, wherein the first predetermined distance L1 is equal to or greater than 7mm and equal to or less than 9mm, and the second predetermined distance L2 is equal to or greater than 3mm and equal to or less than 5 mm.
4. The detecting system according to claim 2, wherein the second step surface (313) includes a first inclined surface (313a) connected to the first step surface (312), and an inclination angle of at least a part of the first inclined surface (313a) decreases in a height direction h of the first detecting member (31).
5. A detection system according to claim 1, wherein the second plane (321) is in contact with the top end of the stock rail (10), the third step surface (322) is in contact with the side surface of the stock rail (10), and the second plane (321) has a third distance D3 from the top of the point rail (20).
6. A detection system according to claim 1, characterised in that the second plane (321) is in contact with the top end of the stock rail (10), that the third step surface (322) is in contact with the side surface of the point rail (20), and that the contact point of the third step surface (322) with the point rail (20) and the second plane (321) has a fourth distance D4.
7. A detection system according to claim 5 or 6, characterized in that the inclination of at least part of the second inclined surface (322a) decreases in the height direction h of the second detection member (32).
8. A detection system according to claim 1, characterised in that the third flat surface (331) is in contact with the top end of the stock rail (10), that the third inclined surface (332) is in contact with the side of the point rail (20), that the contact point of the third inclined surface (332) with the point rail (20) is at a fifth distance D5 from the third flat surface (331), and that the third flat surface (331) is at a sixth distance D6 from the top end of the point rail (20).
9. The detection system according to claim 8, wherein a radius of curvature of the first cambered surface (333) decreases in a direction from the third inclined surface (332) to the first cambered surface (333).
10. A detection system according to claim 8, characterised in that the fourth flat surface (341) is in contact with the top end of the stock rail (10), that the fourth inclined surface (342) is in contact with the side of the point rail (20), that the contact point of the fourth inclined surface (342) with the point rail (20) has a seventh distance D7 from the fourth flat surface (341), and that the fourth flat surface (341) has an eighth distance D8 from the top end of the point rail (20).
11. A detection system according to claim 10, characterized in that the radius of curvature of the second arc surface (343) decreases in the direction from the fourth inclined surface (342) to the second arc surface (343).
12. A detection system according to claim 10, characterized in that the junction of the third inclined surface (332) with the first cambered surface (333) has a ninth distance D9 from the third plane (331), and the junction of the fourth inclined surface (342) with the second cambered surface (343) has a tenth distance D10 from the fourth plane (341); wherein the ninth distance D9 is greater than the tenth distance D10.
13. A method for analyzing the head wear of a turnout rail piece of a high-speed railway, which is characterized by adopting the detection system of any one of claims 1 to 12, and comprises the following steps:
step S1: mounting a detection assembly at the junction of a stock rail (10) and a point rail (20), wherein a first detection piece (31) is placed at a position where the top width of the point rail (20) is greater than 0 and less than 3mm, a second detection piece (32) is placed at a position where the top width of the point rail (20) is greater than or equal to 3mm and less than 10mm, a third detection piece (33) is placed at a position where the top width of the point rail (20) is greater than or equal to 10mm and less than 35mm, and a fourth detection piece (34) is placed at a position where the top width of the point rail (20) is greater than or equal to 35 mm;
step S2: comparing the detection value of the first detection piece (31) with a first preset value to determine whether the railway turnout is safe or not; and/or
Comparing the detection value of the second detection piece (32) with a second preset value to determine whether the railway turnout is safe or not; and/or
Comparing the detection value of the third detection piece (33) with a third preset value to determine whether the railway turnout is safe and stable; and/or
Comparing the detection value of the fourth detection piece (34) with a fourth preset value to determine whether the railway turnout is safe and stable;
wherein the first sensing piece (31) detects a first distance D1 between a first plane (311) of the first sensing piece (31) and the top of the point rail (20) and a second distance D2 between a second step surface (313) of the first sensing piece (31) and the side of the point rail (20);
when the third step surface (322) of the second detecting member (32) is in contact with the side surface of the stock rail (10), the second detecting member (32) detects a third distance D3 between the second plane (321) of the second detecting member (32) and the top of the point rail (20);
when the third step surface (322) of the second detecting member (32) contacts the side surface of the point rail (20), the detection value of the second detecting member (32) is a fourth distance D4 between the contact point of the third step surface (322) of the second detecting member (32) and the point rail (20) and the second plane (321) of the second detecting member (32);
the third detecting member (33) detects a fifth distance D5 between a contact point of a third inclined surface (332) of the third detecting member (33) and the point rail (20) and a third plane (331) of the third detecting member (33); and/or the third detecting member (33) detects a sixth distance D6 between a third plane (331) of the third detecting member (33) and the top of the point rail (20);
the fourth detecting member (34) detects a seventh distance D7 between a contact point of a fourth inclined surface (342) of the fourth detecting member (34) with the point rail (20) and a fourth flat surface (341) of the fourth detecting member (34); and/or the fourth detecting element (34) detects an eighth distance D8 between a fourth plane (341) of the fourth detecting element (34) and the top of the point rail (20).
14. The method for analyzing the wear of the rail head of the turnout rail member of the high speed railway according to claim 13, wherein in the step S2, when the first distance D1 satisfies 18mm ≤ D1 ≤ 22mm, and the second distance D2 satisfies: when D2 is larger than or equal to 2mm, the railway turnout is safe.
15. The method for analyzing the rail head wear of the switch rail member of the high-speed railway as claimed in claim 13, wherein in the step S2, when the third step surface (322) of the second detecting member (32) contacts with the side surface of the stock rail (10), the third distance D3 satisfies: when D3 is less than or equal to 22mm, the railway turnout is safe.
16. The method for analyzing the wear of the rail head of the switch rail member of the high speed railway as claimed in claim 13, wherein in the step S2, when the third step surface (322) of the second detecting member (32) contacts with the side surface of the switch rail (20), the fourth distance D4 satisfies: when D4 is less than or equal to 22mm, the railway turnout is safe.
17. The method for analyzing the wear of the rail head of the turnout rail member of the high speed railway according to claim 13, wherein in the step S2,
when the fifth distance D5 satisfies: when D5 is less than or equal to 21.6mm, the railway turnout is safe; and/or
When the error between the sixth distance D6 and the first preset value is more than or equal to-1.5 mm and less than or equal to 1.5mm, the railway turnout is stable.
18. The method for analyzing the wear of the rail head of the turnout rail member of the high speed railway according to claim 13, wherein in the step S2,
when the seventh distance D7 satisfies: when D7 is less than or equal to 19.6mm, the railway turnout is safe; and/or
When the error between the eighth distance D8 and the second preset value is more than or equal to-1.5 mm and less than or equal to 1.5mm, the railway turnout is stable.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811217264.7A CN111077032B (en) | 2018-10-18 | 2018-10-18 | Detection system and analysis method for rail head abrasion of high-speed railway turnout steel rail part |
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| CN201811217264.7A CN111077032B (en) | 2018-10-18 | 2018-10-18 | Detection system and analysis method for rail head abrasion of high-speed railway turnout steel rail part |
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