CN114943399A

CN114943399A - General speed railway turnout state evaluation method

Info

Publication number: CN114943399A
Application number: CN202210295872.XA
Authority: CN
Inventors: 张晓阳; 杨亮; 王树国; 司道林; 葛晶; 赵振华; 王猛; 杨东升; 王璞; 潘振; 王钟苑; 易强; 高原; 王琨淇
Original assignee: China Academy of Railway Sciences Corp Ltd CARS; Railway Engineering Research Institute of CARS; China State Railway Group Co Ltd
Current assignee: China Academy of Railway Sciences Corp Ltd CARS; Railway Engineering Research Institute of CARS; China State Railway Group Co Ltd
Priority date: 2022-03-24
Filing date: 2022-03-24
Publication date: 2022-08-26

Abstract

The invention discloses a method for evaluating the state of a turnout of a common speed railway, which comprehensively evaluates the performance of the turnout from 9 points of static geometric dimension, dynamic irregularity, rail abrasion, rail damage, fastener performance, switch rail reduction value, an industrial electrical interface, a switch tie state and a track bed state of the turnout. And each item point is originally divided into 100 points, a deduction system is adopted to carry out item-by-item deduction according to the damage and the quality degree of each item point, the deducted score is the scoring value of each item point, and the quality of the performance of each item point is judged according to the value of the score. And finally, giving different weights to each item point by adopting a weight coefficient method and multiplying the weights by the grade values of the item points, and subtracting the replacement grade value of the daily maintenance rail part from the total value obtained by weighted averaging to obtain the comprehensive evaluation value of the whole group of turnouts.

Description

General speed railway turnout state evaluation method

Technical Field

The invention relates to the field of general speed railway engineering, in particular to a general speed railway turnout state evaluation method.

Background

Switches are a complex whole, so the evaluation of the whole group of switches is a comprehensive evaluation based on multi-source data. After the turnout is used for a period of time, due to factors such as structural deformation, rail member abrasion, fastener looseness, and instability of a rail foundation, the static geometrical dimensions of the turnout such as rail gauge, level, height, direction, support distance, intervals of all parts, close adhesion of rail members and the like can be changed. The turnout rail piece can generate abrasion and damage along with the increase of the transportation quantity, and the turnout fastener and the connecting piece can generate damage and performance reduction. These changes can affect switch performance and overall condition, and in severe cases, can affect stability and smoothness of train passage. There is no unified assessment method for the switch state quality and when to change.

In order to solve the problems, a general speed railway turnout state evaluation method is needed.

Disclosure of Invention

The invention provides a general speed railway turnout state evaluation method, aiming at solving the problems that although the general speed maintenance rule guides the maintenance and repair of the turnout in the general speed railway engineering field in the prior art, the maintenance rule is more one-sided and rough, and no specific method for evaluating the integral state of the turnout exists, so that a worker cannot follow the daily maintenance and repair, and the target is unclear, and the whole set of turnout state evaluation is comprehensively evaluated from 9 points of turnout static geometric dimension, dynamic irregularity, rail abrasion, rail damage, fastener performance, point rail reduction value, a working electrical interface, a turnout sleeper state and a track bed state; meanwhile, the influence of the replacement history of the turnout rail parts on the whole evaluation is considered to evaluate the performance of each turnout, so that the problems are solved.

The invention provides a general speed railway turnout state evaluation method, which comprises the following steps:

s1, setting the maintenance frequency interval as T;

s2, collecting the geometric dimension, the dynamic inspection state, the abrasion profile, the rail part damage, the fastener performance, the reduction value, the working and electrical interface state and the sleeper and track bed state of the current turnout;

s3, analyzing the turnout geometric dimension data to obtain a turnout geometric dimension fraction RGD; analyzing the dynamic state data of the turnout to obtain a dynamic irregularity score RDI of the turnout; analyzing the turnout abrasion profile data to obtain a turnout abrasion profile fraction RRW; analyzing the damage data of the turnout rail piece to obtain a turnout rail piece damage score RRD; analyzing the data of the turnout fastener performance fastener to obtain a turnout fastener performance score RFP; analyzing the turnout reduction value data to obtain a turnout reduction value score RTP; analyzing data of the close contact gap, the moving force and the failure condition of spare and accessory parts to obtain a switch power and electric interface score RTP; obtaining switch tie score RTS of a turnout zone from 3 aspects of longitudinal cracks, switch tie empty lifting rate and switch tie failure; analyzing the track bed state data to obtain a track bed score RBB of the turnout zone;

s4, calculating the integral state score THI of the turnout, wherein the formula is as follows:

wherein, W _RGD As a geometric weight, W _RDI For dynamic inspection of state weights, W _RRW To wear profile weight, W _RRD Weight of rail damage, W _RFP As fastener performance weight, W _RTP To reduce the value weight; w _RPM Is the electrician interface weight; w is a group of _RTS The weight of the turnout is taken as the weight of the turnout; w _RBB Is the ballast bed state weight;

s5, judging whether the integral state score THI of the turnout is greater than or equal to a threshold value n, and if so, performing a step S6; otherwise, performing step S7;

s6, judging whether the total turnout passing amount exceeds a repair limit value, if so, reducing the maintenance frequency interval T by a threshold T1, and performing the step S9; otherwise, judging the turnout state to be safe, maintaining basic daily maintenance and repair, and performing step S9;

s7, judging whether the total turnout passing amount exceeds the trimming value, if so, performing S8; otherwise, performing key maintenance and replacement on the problematic item points by combining all the scores, resetting the maintenance frequency interval T, and performing step S9;

s8, judging whether the number of times of replacing the problem item exceeds three times, if so, replacing the whole group of turnouts; otherwise, performing key maintenance and replacement on the problematic item points, and resetting the maintenance frequency interval T;

s9, detecting whether an evaluation ending signal is received, if so, performing a step S10, otherwise, performing a step S2;

and S10, finishing the turnout state evaluation and outputting an evaluation result.

The invention relates to a general speed railway turnout state evaluation method, which is used as an optimal mode that the geometric dimension of the turnout in the step S2 is analyzed specificallyComprises the following steps: presetting the turnout geometrical size fraction RGD of the theoretical maximum value, and subtracting the turnout geometrical size fraction RGD of the theoretical maximum value by a geometrical measuring tool according to the geometrical sizes of the track gauge, the levelness, the track direction, the height, the support distance, the check interval, the back protection distance, the straight direction passing through the rim groove and the lateral direction passing through the rim groove, and comparing the threshold values of the numerical values, wherein when the project exceeds the frequent maintenance grade, the preset turnout geometrical size fraction RGD is less than RGDMAx-n ₁ (ii) a When the project is repaired beyond the temporary level, the pre-set geometric size fraction RGD of the turnout is reduced by more than RGDMAx-n ₁ Wherein RGDMAx is the theoretical maximum value of the geometric size fraction RGD of the turnout, and n ₁ A qualified threshold value of the turnout geometric dimension fraction RGD;

the gauge comprises a switch part gauge, a guide curve part gauge and a frog part gauge, wherein the switch part gauge comprises a stock rail initial end gauge, a point rail tip gauge, a point rail planing starting point gauge and a point rail heel end gauge; the guide curve part track pitch comprises a guide curve initial-end switch tie, a guide curve middle-end switch tie and a guide curve tail-end switch tie; the track gauge of the frog part comprises a frog starting-end switch tie, a frog middle-end switch tie and a frog tail-end switch tie;

the branch distance is a plurality of branch distances n meters away from the heel end, n is an equal difference number sequence starting from 0, and the maximum value of n is less than or equal to the maximum value of the length of the turnout;

the checking interval comprises a cross section checking interval of 20-30mm of the heart track width of the straight strand and a cross section checking interval of 20-30mm of the heart track width of the curved strand;

the back protection distance comprises the back protection distance of a section with the center rail width of 20-30mm of a straight strand and the back protection distance of a section with the center rail width of 20-30mm of a curved strand;

the straight through wheel rim groove comprises a straight through wheel rim groove with the distance from the non-working edge of the curved switch rail to the working edge of the straight stock rail, a straight through wheel rim groove at the tail end of the opening section of the straight guard rail, a straight through wheel rim groove at the tail end of the buffering section of the straight guard rail, a straight through wheel rim groove at the straight section of the straight guard rail, a straight through wheel rim groove at the tail end of the buffering section of the straight guard rail and a straight through wheel rim groove at the tail end of the opening section of the straight guard rail;

the lateral passing wheel rim groove comprises a lateral passing wheel rim groove for the distance from the non-working edge of the straight switch rail to the working edge of the curved stock rail, a lateral passing wheel rim groove for the tail end of the opening section of the lateral guard rail, a lateral passing wheel rim groove for the tail end of the buffering section of the lateral guard rail, a lateral passing wheel rim groove for the straight section of the lateral guard rail, a lateral passing wheel rim groove for the tail end of the buffering section of the lateral guard rail and a lateral passing wheel rim groove for the tail end of the opening section of the lateral guard rail.

The invention relates to a general speed railway turnout state evaluation method, which is used as an optimal mode, and the analysis of the turnout dynamic state data in the step S2 specifically comprises the following steps: presetting a dynamic irregularity fraction RDI of a turnout with a theoretical maximum value, dividing each detection item into four grades from low to high according to tolerance deviation by a track inspection vehicle for track gauge, horizontal gauge, triangular pit, composite irregularity, vehicle body vertical acceleration, vehicle body transverse acceleration and track gauge change rate in different speed intervals, and when the tolerance deviation of the detection item is at the lowest two grades, reducing the RDI of the dynamic irregularity fraction RDI to be less than RDImax-n ₂ Where RDImax is the theoretical maximum value of the dynamic irregularity score RDI, n ₂ When the allowable deviation of the detection item is at the highest two levels, the reduction value of the dynamic irregularity score RDI is greater than RDImax-n ₂ ；

The different speed intervals comprise V which is less than or equal to 80km/h, V which is more than 80km/h and less than or equal to 120km/h, V which is more than 120km/h and less than or equal to 160km/h and V which is more than 160km/h and less than 200 km/h; the detection items in the speed interval of 120km/h < V < 160km/h and the detection items in the speed interval of 160km/h < V < 200km/h also comprise height and track directions with the wavelength of 1.5-42 m and height and track directions with the wavelength of 1.5-70 m.

The invention relates to a general speed railway turnout state evaluation method, which is used as a preferred mode, and the step S2 of analyzing turnout abrasion profile data specifically comprises the following steps: presetting a turnout abrasion profile fraction RRW with a theoretical maximum value, detecting the side abrasion value of 10mm of the head width of each of a straight switch rail, a curved switch rail, a fork center straight strand, a fork center side strand, a fork heel switch rail, a straight stock rail, a curved stock rail, a wing rail, a straight guide rail and a curved guide rail, the side abrasion value of 20mm of the head width, the side abrasion value of 35mm of the head width and the side abrasion value of 50mm of the head width by a rail surface profiler, and when the top surface light of the rail has abnormal mutation and is except for the wing railWhen the turnout is not centered, the abrasion profile fraction RRW of each abrasion turnout is reduced by a; when the measured value of the section abrasion of the rail piece exceeds the light damage limit value, the abrasion profile fraction RRW of each abrasion turnout is reduced by b; when the heavy damage limit value is exceeded, the abrasion profile fraction RRW of each abrasion turnout is reduced by c, wherein a is less than b and less than RRWmax-n ₃ < c, RRWmax is the theoretical maximum RRW, n ₃ Is a qualified threshold value of the turnout abrasion profile fraction RRW.

The invention discloses a general speed railway turnout state evaluation method, which is used as a preferred mode, and the step S2 of analyzing the turnout rail part damage data specifically comprises the following steps: presetting a turnout rail part damage fraction RRD with a theoretical maximum value, detecting rail end or top surface stripping and chipping, rail surface abrasion, wave-shaped abrasion, rail surface cracks, basic rail bottom indentations, welded joint low collapse, point rail heel end heat affected zone low collapse and ultrasonic flaw detection defects by a flaw detector, and reducing a from the light-damaged turnout rail part damage fraction RRD at each position when light damage occurs; when heavy injury occurs, each heavy injury, the injury fraction RRD of the turnout rail member is reduced by b, wherein a is less than RRDmax-n ₄ < b, where RRDmax is the theoretical maximum value of the switch rail member damage fraction RRD. n is a radical of an alkyl radical ₄ The defect point is a qualified threshold value of the damage fraction RRD of the turnout rail member.

The invention relates to a general speed railway turnout state evaluation method, which is a preferred mode, and the specific method for analyzing turnout fastener performance fastener data in the step S2 is as follows: presetting a turnout fastener performance fraction RFP with a theoretical maximum value, and detecting whether the conditions of backing plate bolt breakage, elastic strip breakage, backing plate crushing or tearing under a rail, failure of a bedplate and abrasion of an elastic base plate of a movable section of a sliding bed platform and a frog point rail are larger than 2mm or not;

when the backing plate bolt is broken and the elastic strip is broken, the performance fraction RFP of the turnout fastener is reduced by a when one damage occurs; when two points appear continuously, performance scores RFP of the turnout fastener are reduced by b; when three points appear continuously, the performance fraction RFP of the turnout fastener is reduced by c, wherein a is less than b and less than RFPmax-n ₅ < c, where RFPmax is the theoretical maximum of the switch fastener performance score RFP, n ₅ Is a qualified threshold value of the switch fastener performance score RFP;

when the conditions that the backing plate under the rail is crushed or torn, the bedplate fails and the elastic base plate of the movable sections of the sliding bed platform and the frog point rail is abraded by more than 2mm, the performance fraction RFP of the turnout fastener is reduced by a when one damage occurs.

The invention relates to a general speed railway turnout state evaluation method, which is a preferred mode, and the concrete method for analyzing turnout reduction value data in the step S2 is as follows: a turnout reduction value fraction RTP with a preset theoretical maximum value is characterized in that when a profile gauge or a reduction value measuring instrument is used for detecting a standard value and an actual measurement value of a reduction value of a section with the width of 10mm at the top of a straight switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 20mm at the top of a straight switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 35mm at the top of a straight switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 50mm at the top of a curved switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 10mm at the top of a curved switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 35mm at the top of a curved switch rail, and each detection item exceeds the standard value and the actual measurement value of the standard value and the reduction value of the section with the width of 50mm at the top of the curved switch rail, and subtracting a from the switch reduction value fraction RTP, and subtracting b from the switch reduction value fraction RTP when the detection item exceeds the standard value by 5mm, wherein a is less than RTPmax-n. ₆ B, RTPmax is the theoretical maximum value of the switch derating score RTP, n ₆ The qualifying threshold of the value score RTP is lowered for the switch.

The invention relates to a general speed railway turnout state evaluation method, which is a preferred mode, and the specific method for analyzing turnout area electrical interface data in the step S2 is as follows: presetting a turnout power and electricity interface score RTP with a theoretical maximum value, and detecting through a feeler gauge or an electricity detector;

when the switch rail opening is not in the range of minus 3mm to plus 5mm or the point rail opening is not in the range of minus 1mm to plus 2mm, subtracting a from the RTP of the switch point power-electricity interface fraction at every occurrence;

when the rail brace, the top iron, the roller, the limiter, the fastener, the ballast blocking plate, the anti-jump limiting device, the iron base plate, various bolts and rubber mats of the steel rail accessory are lost or lose efficacy, the gap between the anti-jump top iron and the upper surface of the rail limb is not in a 3-5 mm interval, the gap between the sliding bed plate and the upper surface of the rail limb is not less than 1mm or 160km/h and is not less than 2mm, the gap between the top iron and the upper surface of the rail limb is not less than 1mm or 160km/h and is not less than 2mm, the gap between the action surface of the rail brace and the steel rail is more than 2mm, the distance deviation between the central line of a traction point and a previous turnout sleeper is more than +/-3 mm, the distance deviation between the turnout sleeper at the traction point is more than 200km/h and is more than +/-3 mm or 200km/h and is more than +/-5 mm, and the turnout working electrical interface fraction RTP subtracts b every occurrence;

when the close contact condition from the point of the switch rail to the center line of the first traction point is not less than 0.5mm or the close contact condition from the point of the switch rail to the center line of the first traction point is not less than 0.5mm, the point power-supply interface fraction RTP is decreased by d;

when the close contact condition of the other close contact sections of the switch rail or the rail center is not less than 1mm, the switch point power and electric interface fraction RTP is reduced by c;

when the straight switch rail crawling amount, the curved switch rail crawling amount and the point rail crawling amount are not less than 20mm, reducing the switch point power and power interface score RTP by e;

when the turnout conversion resistance is not less than the rated conversion force of the switch machine, reducing the RTP of the power and electricity interface score of each turnout by e, and reducing by f when the RTP of the power and electricity interface score exceeds 1.5 times;

wherein a is more than b and more than c and more than d and more than e and more than RTPmax-n ₇ F, where RTPmax is the theoretical maximum value of the switch electrical interface score RTP, n ₇ And (4) a qualified threshold value of the switch power and electricity interface score RTP.

The invention relates to a general speed railway turnout state evaluation method, which is a preferred mode, and the concrete method for analyzing turnout zone turnout data in the step S2 is as follows: presetting switch tie fraction RTS of a theoretical maximum value in a turnout area, and detecting whether the condition that prestressed steel wires are exposed due to switch tie breakage, switch tie transverse crack or inclined crack, switch tie longitudinal crack, severe net crack, concrete crack around an embedded part, rail bearing surface damage or block dropping exists or not;

when the turnout sleeper embedded part fails, the turnout sleeper fraction RTS in the turnout area is reduced by a when one damage occurs; when the sleeper continuously fails, the switch sleeper fraction RTS in the turnout area is decreased by b; when the failure rate of the wooden sleeper exceeds 8% or the failure rate of the concrete sleeper exceeds 4%, the switch sleeper fraction RTS in the turnout area is reduced by c, wherein a is more than b and less than c and RTSmax-n ₈ Wherein RTSmax is the theoretical maximum value of switch tie score RTS in the turnout zone, n ₈ And the switch tie score RTS is a qualified threshold value of the switch tie score in the turnout zone.

The invention relates to a general speed railway turnout state evaluation method, which is a preferred mode, and the concrete method for analyzing turnout zone track bed data in the step S2 is as follows: presetting a turnout zone track bed fraction RBB with a theoretical maximum value, and detecting the track bed supporting condition and the track bed elasticity condition through a broken stone track bed frequency response BDM tester;

when the track bed support uneven coefficient is less than 10%, the fraction RBB of the track bed in the turnout zone is not reduced; when the track bed support uneven coefficient is more than or equal to 10% and less than 20%, the track bed fraction RBB of the turnout zone is reduced by a; when the track bed support uneven coefficient is more than or equal to 20% and 30%, the track bed fraction RBB of the turnout zone is reduced by b; when the track bed support uneven coefficient is larger than 30%, the fraction RBB of the track bed in the turnout area is reduced by c;

when the average dynamic modulus of the track bed is more than 100, the track bed fraction RBB of the turnout zone is not reduced; when the average dynamic modulus of the track bed is more than or equal to 75 and less than 100, the track bed fraction RBB of the turnout zone is reduced by a; when the average dynamic modulus of the track bed is more than or equal to 50 and 75, subtracting b from the fraction RBB of the track bed in the turnout zone; when the average dynamic modulus of the track bed is less than 50, the fraction RBB of the track bed in the turnout zone is reduced by c;

wherein a is more than b and more than c and more than RBBmax-n ₉ Wherein RBBmax is the theoretical maximum value of the turnout zone track bed fraction RBB, n ₉ Is a qualified threshold value of the turnout zone bed score RBB.

The invention has the following beneficial effects:

according to the technical scheme, the state evaluation of the whole set of turnouts is comprehensively evaluated from 9 points of turnouts, such as static geometric size, dynamic irregularity, rail abrasion, rail damage, fastener performance, switch rail reduction value, an electrical interface, a turnout sleeper state and a track bed state; meanwhile, the influence of the replacement history of the turnout rail parts on the whole set of evaluation is considered to evaluate the performance of each turnout, and the accuracy is high.

Drawings

Fig. 1 is a schematic diagram of a general speed railway turnout state evaluation method.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments.

Example 1

As shown in fig. 1, a method for evaluating the state of a switch of a general speed railway comprises the following steps:

s1, setting the maintenance frequency interval as T;

wherein, W _RGD As a geometric weight, W _RDI For dynamic inspection of state weights, W _RRW As a weight of the wear profile, W _RRD Weight of rail damage, W _RFP As fastener performance weight, W _RTP To reduce the value weight; w is a group of _RPM Is the electrician interface weight; w _RTS The weight of the turnout is taken as the weight of the turnout; w _RBB Is the ballast bed state weight;

s6, judging whether the total turnout passing amount exceeds a repair limit value, if so, reducing the maintenance frequency interval T by a threshold T1, and performing the step S9; otherwise, judging the turnout state to be safe, maintaining the basic daily maintenance and repair, and performing step S9;

The analysis of the geometric size of the turnout in the step S2 specifically comprises the following steps: presetting the turnout geometrical size fraction RGD of the theoretical maximum value, and subtracting the turnout geometrical size fraction RGD of the theoretical maximum value by a geometrical measuring tool according to the geometrical sizes of the track gauge, the levelness, the track direction, the height, the support distance, the check interval, the back protection distance, the straight direction passing through the rim groove and the lateral direction passing through the rim groove, and comparing the threshold values of the numerical values, wherein when the project exceeds the frequent maintenance grade, the preset turnout geometrical size fraction RGD is less than RGDMAx-n ₁ (ii) a When the project is repaired beyond the temporary level, the pre-set geometric size fraction RGD of the turnout is reduced by more than RGDMAx-n ₁ Wherein RGDMAx is the theoretical maximum value of the geometric size fraction RGD of the turnout, and n ₁ A qualified threshold value of the switch geometric size fraction RGD is set;

the inspection interval comprises a section inspection interval with the heart track width of 20-30mm of the straight strand and a section inspection interval with the heart track width of 20-30mm of the curved strand;

the straight-direction passing wheel rim groove comprises a straight-direction passing wheel rim groove of the distance from the non-working edge of the curved switch rail to the working edge of the straight stock rail, a straight-direction passing wheel rim groove at the tail end of the opening section of the straight guard rail, a straight-direction passing wheel rim groove at the tail end of the buffering section of the straight guard rail, a straight-direction passing wheel rim groove at the straight-direction flat section of the straight guard rail, a straight-direction passing wheel rim groove at the tail end of the buffering section of the straight guard rail and a straight-direction passing wheel rim groove at the tail end of the opening section of the straight guard rail;

The project reflects the geometric dimension state and daily maintenance level of the turnout structure. This entry directly references the last static geometry check data, and populates the geometry score summary as per Table 1. And (4) scoring according to the static geometric irregularity allowable deviation management value of the line track corresponding to the speed grade in the maintenance rule of the ordinary railway line, and deducting 4 points from the super-frequent maintenance grade, and deducting 41 points from the super-temporary repair grade.

TABLE 1 geometrical size checking item point recording table for universal speed railway turnout

The step S2 of analyzing the switch dynamic state data specifically includes: the dynamic irregularity fraction RDI of the turnout with the theoretical maximum value is preset, the track gauge, the horizontal gauge, the triangular pit, the composite irregularity, the vertical acceleration of a vehicle body, the transverse acceleration of the vehicle body and the track gauge change rate of different speed ranges are checked by a track checking vehicle, each detection item is divided into four grades from low to high according to the allowable deviation, and when the allowable deviation of the detection item is at the lowest two grades, the reduction value of the dynamic irregularity fraction RDI is smaller than RDImax-n ₂ Where RDImax is the theoretical maximum value of the dynamic irregularity score RDI, n ₂ When the allowable deviation of the detection item is at the highest two levels, the reduction value of the dynamic irregularity score RDI is greater than RDImax-n ₂ ；

The item refers to the inspection data of the latest dynamic inspection vehicle such as vertical/transverse acceleration, triangular pits, geometric irregularity and the like, and the evaluation is carried out according to the dynamic quality allowable deviation management value of the track corresponding to the speed grade in the maintenance rule of the ordinary speed railway track, 16 grades are deducted from the actual deviation measurement value of each item, namely the deviation management value of the super II grade, and 41 grades are deducted from the deviation management value of the super III grade and above.

TABLE 2 orbital dynamic geometry irregularity tolerance management values

Note: the various deviation limits in the table are the half-peaks of the actual amplitude.

The horizontal limit value does not contain an ultrahigh value and an ultrahigh down slope amount which are set by a curve according to the specification; adopting space curves of corresponding wavelengths in the height direction and the rail direction; composite irregularity particularly refers to track direction and horizontal reverse direction

The composition is not smooth.

And thirdly, the limit value of the triangular pit contains the amount of distortion caused by the superelevation of the gentle curve.

And fourthly, the harmful space part of the fixed frog is not checked for gauge and direction, and other checking items and checking standards are the same as those of the line.

Fifthly, adopting 20Hz low-pass filtering for the vertical vibration acceleration of the vehicle body, and adopting 0.5-10 Hz band-pass filtering and 10Hz low-pass filtering for the transverse vibration acceleration of the vehicle body.

The step S2 of analyzing the turnout wear profile data specifically includes: presetting a turnout abrasion profile fraction RRW with a theoretical maximum value, detecting a side abrasion value at a position of 10mm of head width of each of a straight switch rail, a curved switch rail, a fork center straight strand, a fork center side strand, a fork heel switch rail, a straight stock rail, a curved stock rail, a wing rail, a straight guide rail and a curved guide rail, a side abrasion value at a position of 20mm of head width, a side abrasion value at a position of 35mm of head width and a side abrasion value at a position of 50mm of head width by using a rail surface profiler, and reducing a from the abrasion profile fraction RRW of each turnout when the top surface of the rail has abnormal mutation and is not centered except the wing rail; when the measured value of the section abrasion of the rail piece exceeds the light damage limit value, the abrasion profile fraction RRW of each abrasion turnout is reduced by b; when the heavy damage limit value is exceeded, the abrasion profile fraction RRW of each abrasion turnout is reduced by c, wherein a is less than b and less than RRWmax-n ₃ C, RRWmax is the theoretical maximum RRW, n ₃ Is a qualified threshold value of the turnout abrasion profile fraction RRW.

The lateral wear and vertical wear values of the turnout rail members were measured according to the requirements of table 3 and evaluated according to the wear of the rail members. When the light on the top surface of the rail has abnormal mutation and is not centered (except for a wing rail), each part is buckled for 2 minutes; when the actual measurement value of the abrasion of a certain section of the rail exceeds the light damage limit value, each rail fastener is buckled for 16 minutes, and when the actual measurement value of the abrasion of a certain section of the rail exceeds the heavy damage limit value, each rail fastener is buckled for 41 minutes.

TABLE 3 light band and abrasion evaluation table for steel rail

The step S2 of analyzing the turnout rail damage data specifically includes: railroad switch rail damage with preset theoretical maximum valueThe damage fraction RRD is detected by a flaw detector, wherein the damage fraction RRD of each light-damaged turnout rail part is reduced by a when light damage occurs, and the flaw detection defects of rail end or top surface stripping and block falling, rail surface scratching, wavy abrasion, rail surface cracks, base rail bottom indentation, low collapse of a welding joint, low collapse of a heat affected zone of a switch rail heel end and ultrasonic flaw detection are detected by the flaw detector; when heavy injury occurs, each heavy injury, the injury fraction RRD of the turnout rail member is reduced by b, wherein a is less than RRDmax-n ₄ < b, where RRDmax is the theoretical maximum value of the switch rail member damage fraction RRD. n is ₄ The defect point is a qualified threshold value of the damage fraction RRD of the turnout rail member.

And observing and measuring the damage condition of the turnout rail piece according to the requirements of a table 4, recording, and judging the severity of the damage according to the regulations of the maintenance rules of the ordinary speed railway, wherein 16 points are deducted from the 1 part with light damage, and 41 points are deducted from the 1 part with heavy damage.

Table 4 actual measuring value recording table for rail part damage of turnout

The concrete method for analyzing the data of the turnout fastener performance fastener in the step S2 is as follows: presetting a switch fastener performance fraction RFP with a theoretical maximum value, and detecting whether the conditions of backing plate bolt breakage, elastic strip breakage, rail backing plate crushing or tearing, bedplate failure and sliding bed platform and frog point rail movable section elastic substrate abrasion larger than 2mm exist;

when the under-rail backing plate is crushed or torn, the bedplate fails and the sliding bed platform and the movable section elastic base plate of the frog point rail are abraded by more than 2mm, the performance fraction RFP of the turnout fastener is reduced by a when one injury occurs.

The fastener system was visually inspected for macro damage and functional failures, filled in table 5 and calculated for scores.

TABLE 5 recorder of fastener system damage and failure

The concrete method for analyzing the turnout reduction value data in the step S2 is as follows: a turnout reduction value fraction RTP with a preset theoretical maximum value is characterized in that when a profile gauge or a reduction value measuring instrument is used for detecting a standard value and an actual measurement value of a reduction value of a section with the width of 10mm at the top of a straight switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 20mm at the top of a straight switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 35mm at the top of a straight switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 50mm at the top of a curved switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 10mm at the top of a curved switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 35mm at the top of a curved switch rail, and each detection item exceeds the standard value and the actual measurement value of the standard value and the reduction value of the section with the width of 50mm at the top of the curved switch rail, and subtracting a from the switch reduction value fraction RTP, and subtracting b from the switch reduction value fraction RTP when the detection item exceeds the standard value by 5mm, wherein a is less than RTPmax-n. ₆ B, RTPmax is the theoretical maximum value of the switch derating score RTP, n ₆ The qualifying threshold of the value score RTP is lowered for the switch.

The switch rail reduction value has great influence on the running stability of the train and needs to be strictly controlled. And (3) detecting the point rail reduction value according to the specification of a table 6, wherein the reduction value is measured by a reduction value instrument or a profile instrument, 16 points are deducted when the reduction value exceeds a standard value by 2mm, 41 points are deducted when the reduction value exceeds a standard value by 5mm, the straight point rail and the curved point rail are respectively calculated, and a plurality of points of a single rail piece exceed the standard and are deducted according to one point.

Table 6 measuring table for common speed switch point reduced value

The specific method for analyzing the switch zone electrical interface data in step S2 is as follows: presetting a turnout power and electricity interface score RTP with a theoretical maximum value, and detecting through a feeler gauge or an electricity detector;

when the switch rail opening is not in the range of-3 mm- +5mm or the point rail opening is not in the range of-1 mm- +2mm, subtracting a from RTP for the switch point power and electrical interface fraction;

wherein a is more than b and more than c and more than d and more than e and more than RTPmax-n ₇ < f whereinRTPmax is the theoretical maximum value of switch power and electrical interface fraction RTP, n ₇ And (4) a qualified threshold value of the switch power and electricity interface score RTP.

The evaluation of the switch area electrical interface is mainly comprehensively evaluated from the conditions of close contact gap, moving power, failure of spare parts and the like, and the deduction is calculated according to the table 7.

TABLE 7 evaluation table for power and electricity combination in turnout area

The concrete method for analyzing the switch tie data in the turnout zone in the step S2 is as follows: presetting a switch tie fraction RTS in a switch area with a theoretical maximum value, and detecting whether the condition that prestressed steel wires are exposed due to switch tie breakage, switch tie transverse crack or inclined crack, switch tie longitudinal crack, serious net crack, concrete crack around an embedded part, rail bearing surface damage or block falling exists or not;

when the switch tie embedded part fails, the switch tie fraction RTS in the switch area is subtracted by a every time one part of damage occurs; when the sleeper continuously fails, the switch sleeper fraction RTS in the turnout area is decreased by b; when the failure rate of the wooden sleeper exceeds 8% or the failure rate of the concrete sleeper exceeds 4%, the switch sleeper fraction RTS in the turnout area is reduced by c, wherein a is more than b and less than c and is more than RTSmax-n ₈ Wherein RTSmax is the theoretical maximum value of switch tie score RTS in the turnout zone, n ₈ The switch tie score RTS is a qualified threshold value of the switch tie score in the turnout zone.

And evaluating turnout sleepers in the turnout zone mainly from 3 aspects of longitudinal cracks, the turnout sleeper empty lifting rate and turnout sleeper failure, and checking and deducting according to a table 8.

TABLE 8 evaluation item table for switch tie damage and failure in turnout zone

The concrete method for analyzing the turnout zone bed data in the step S2 is as follows: presetting a turnout zone track bed fraction RBB with a theoretical maximum value, and detecting the track bed supporting condition and the track bed elasticity condition through a broken stone track bed frequency response BDM tester;

when the track bed support uneven coefficient is less than 10%, the track bed fraction RBB of the turnout area is not reduced; when the track bed support uneven coefficient is more than or equal to 10% and less than 20%, the track bed fraction RBB of the turnout zone is reduced by a; when the track bed support uneven coefficient is more than or equal to 20% and 30%, the track bed fraction RBB of the turnout zone is reduced by b; when the track bed support uneven coefficient is more than 30%, the track bed fraction RBB of the turnout zone is decreased by c;

when the average dynamic modulus of the track bed is more than 100, the fraction RBB of the track bed in the turnout zone is not reduced; when the average dynamic modulus of the track bed is more than or equal to 75 and less than 100, the track bed fraction RBB of the turnout zone is reduced by a; when the average dynamic modulus of the track bed is more than or equal to 50 and 75, the track bed fraction RBB of the turnout zone is reduced by b; when the average dynamic modulus of the track bed is less than 50, the fraction RBB of the track bed in the turnout zone is reduced by c;

The uneven supporting coefficient of the track bed is an index for evaluating the relative supporting condition of the sleeper in the section from the statistical perspective, and if the index is higher, the higher the empty hanging rate of the sleeper is, the higher the unevenness of the rigidity under the rail is. The dynamic modulus of the track bed is a key index corresponding to the evaluation of the dynamic state of the under-rail supporting condition, the supporting condition of the track bed and the compactness of the track bed can be reflected through the index, and the empty hanging judgment of the sleeper can be carried out. The average value represents the dynamic supporting condition of the base under the rail in one section.

The bed test is carried out by adopting a BDM intelligent tester which is independently developed by the iron department institute and used for measuring the frequency response of the ballast bed. And (4) the switch tie evaluation in the turnout zone is subjected to deduction according to the calculation of a table 9.

TABLE 9 evaluation table for track bed support

The determination method of the weight in this embodiment is as follows: in order to determine the weight coefficient of each item of the turnout, a hierarchical analysis method is adopted for research, and the importance of 9 large items is divided into 3 levels according to experience, field investigation, consultation and other modes. Wherein the first level is a daily detection item point, which can be rapidly recovered by field maintenance after a fault occurs, and the weight coefficient is a basic coefficient (W) _R ) (ii) a The second level is that the damage can not be repaired after the rail item point appears, the item point needing to be replaced after reaching the next standard is slowly accumulated, and the weight coefficient is 2 times of the basic coefficient; the third layer is a top point that the rail member has a long service life and rarely has problems at ordinary times, but once the problem occurs, the whole group must be overhauled and replaced, and the weighting coefficient is 3 times of the basic coefficient.

TABLE 10 investigation table for reasons and quantity of turnout in whole turnout group (including turnout tie)

The hierarchical relationship of the items is shown in the following table.

TABLE 11 Turnout points weight hierarchy

Thus, the respective weight coefficients are defined as follows:

TABLE 12 weight coefficients of points

Name (R)	Definition of	Default value
			W _RGD	Geometric size coefficient weight coefficient	1*W _R
W _RDI	Dynamic irregularity weight coefficient	1*W _R
			W _RRW	Rail member wear weight coefficient	2*W _R
W _RRD	Rail damage weight coefficient	2*W _R
			W _RFP	Fastener performance weight coefficient	3*W _R
W _RTP	Reduced value weight coefficient	2*W _R
			W _RPM	Electric traffic state weight coefficient	1*W _R
W _RTS	Switch tie state weight coefficient	3*W _R
			W _RBB	Ballast bed state weight coefficient	1*W _R

The influence of overhaul and replacement of turnout rail parts/components on the whole turnout service life is realized in the turnout service life cycle, the turnout rail parts cannot be replaced without limit, and a certain deduction is required for each replacement. The specific definition is as follows:

TABLE 13 Effect of Rail replacement on weighting System

Example 2

The method for determining the weight in this embodiment, which is different from embodiment 1, is as follows: the analytic hierarchy process is also called AHP weight construction process, which arranges complex evaluation objects into an ordered hierarchical structure, then compares and judges every two evaluation items, calculates the relative importance coefficient of each evaluation item, and finally prioritizes all schemes through the calculation of comprehensive importance to determine the optimal scheme. In order to determine the weight coefficient of the whole set of turnout evaluation method, a hierarchical analysis structure is established, and 9 points of turnout geometric dimension, dynamic inspection state, rail abrasion, rail damage, reduction value, fastener system, power and electric interface, turnout sleeper state and track bed state are selected as evaluation indexes.

After a hierarchical analysis model is established, the elements in the criterion layer are compared pairwise, if n elements exist, a judgment matrix C is constructed, wherein the judgment matrix C is (Cij) n multiplied by n, the relative importance of the two elements is judged by adopting a 1-9 scaling method, and the 1-9 scaling method is shown in the table. 2. 4, 6 and 8 are the median values of the following two adjacent judgments.

TABLE 14 analytic hierarchy Process assignment method

For 9 item points in the turnout zone, sorting according to importance, as follows:

TABLE 15 Turnout points importance ranking

TABLE 16 comparative relative importance of each evaluation index

Extracting numerical values to obtain a judgment matrix:

and solving the normalized feature vector, namely obtaining each weight coefficient.

And (4) carrying out consistency check on the judgment matrix C, wherein the maximum characteristic value lambda max is 9, the number n of the evaluation indexes is 9, and judging the matrix deviation consistency index.

For the 9 th order matrix, the average identity index RI is 1.45, the random identity ratio.

So that the decision matrix C satisfies the consistency check.

The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be considered to be within the technical scope of the present invention, and the technical solutions and the inventive concepts thereof according to the present invention should be equivalent or changed within the scope of the present invention.

Claims

1. A general speed railway turnout state evaluation method is characterized in that: the method comprises the following steps:

s1, setting the maintenance frequency interval as T;

s3, analyzing the turnout geometric dimension data to obtain a turnout geometric dimension fraction RGD; analyzing the dynamic state data of the turnout to obtain a dynamic irregularity score RDI of the turnout; analyzing the turnout abrasion profile data to obtain a turnout abrasion profile fraction RRW; analyzing the turnout rail part damage data to obtain a turnout rail part damage score RRD; analyzing turnout fastener performance fastener data to obtain turnout fastener performance score RFP; analyzing the turnout reduction value data to obtain a turnout reduction value score RTP; analyzing data of the close contact gap, the moving force and the failure condition of spare and accessory parts to obtain a switch power and electric interface score RTP; obtaining switch tie score RTS of a turnout zone from 3 aspects of longitudinal cracks, switch tie empty lifting rate and switch tie failure; analyzing the track bed state data to obtain a track bed score RBB of the turnout zone;

wherein, the W _RGD As a geometric weight, the W _RDI For the dynamic inspection state weight, the W _RRW For wear profile weighting, the W _RRD Is a rail damage weight, W _RFP As fastener performance weight, said W _RTP To reduce the value weight; the W is _RPM Is the electrician interface weight; the W is _RTS The weight of the turnout is taken as the weight of the turnout; the W is _RBB Is the ballast bed state weight;

2. The method for evaluating the state of a switch of a conventional railway according to claim 1, wherein: the geometry of the switch in step S2The analysis is specifically as follows: presetting the geometrical size fraction RGD of the turnout with the theoretical maximum value, and performing geometric measurement on the track gauge, the levelness, the track direction, the height, the support distance, the check interval, the back protection distance, the geometrical sizes of the straight direction passing through the rim groove and the lateral direction passing through the rim groove by a geometric measuring tool, and comparing the threshold values of the above numerical values with the geometrical size fraction RGD of the turnout with the preset theoretical maximum value, wherein when the project is maintained at an ultra-frequent level, the preset geometrical size fraction RGD of the turnout is less than RGDMAx-n ₁ (ii) a When the project is repaired beyond the temporary level, the preset geometric size fraction RGD of the turnout is reduced by more than RGDMAx-n ₁ Wherein the RGDMAx is a theoretical maximum value of the turnout geometry fraction RGD, n ₁ A qualifying threshold for the switch geometry fraction RGD;

the gauge comprises a switch portion gauge, a guide curve portion gauge, and a frog portion gauge, the switch portion gauge comprising a stock rail start end gauge, a point tip gauge, a point plane start point gauge, and a point heel end gauge; the track pitch of the guide curve part comprises a guide curve initial end switch tie, a guide curve middle end switch tie and a guide curve tail end switch tie; the track gauge of the frog part comprises a frog starting-end switch tie, a frog middle-end switch tie and a frog tail-end switch tie;

the branch distances are a plurality of branch distances n meters away from the heel end, n is an arithmetic progression starting from 0, and the maximum value of n is less than or equal to the maximum value of the length of the turnout;

the inspection interval comprises a section inspection interval with the width of the straight strand of 20-30mm and a section inspection interval with the width of the curved strand of 20-30 mm;

the lateral passing wheel rim groove comprises a lateral passing wheel rim groove of the distance from the non-working edge of the straight switch rail to the working edge of the curved stock rail, a lateral passing wheel rim groove of the tail end of the lateral guard rail opening section, a lateral passing wheel rim groove of the tail end of the lateral guard rail buffering section, a lateral passing wheel rim groove of the lateral straight section of the lateral guard rail, and a lateral passing wheel rim groove of the tail end of the lateral guard rail buffering section and a lateral passing wheel rim groove of the tail end of the lateral guard rail opening section.

3. The general speed railway turnout state evaluation method according to claim 1, wherein: the analyzing of the switch dynamic state data in the step S2 specifically includes: presetting a dynamic irregularity fraction RDI of a turnout with a theoretical maximum value, dividing each detection item into four grades from low to high according to tolerance deviation by a track inspection vehicle for track gauge, horizontal gauge, triangular pit, composite irregularity, vehicle body vertical acceleration, vehicle body transverse acceleration and track gauge change rate in different speed intervals, and when the tolerance deviation of the detection item is at the lowest two grades, reducing the RDI of the dynamic irregularity fraction RDI to be less than RDImax-n ₂ Wherein the RDImax is the theoretical maximum value of the dynamic irregularity fraction RDI, the n ₂ When the allowable deviation of the detection item is in the highest two levels, the reduction value of the dynamic irregularity score RDI is larger than RDImax-n ₂ ；

The different speed intervals comprise V which is less than or equal to 80km/h, V which is more than 80km/h and less than or equal to 120km/h, V which is more than 120km/h and less than or equal to 160km/h and V which is more than 160km/h and less than 200 km/h; the detection items of the speed interval with the speed of 120km/h and more than or equal to 160km/h and the detection items of the speed interval with the speed of 160km/h and more than 200km/h also comprise height and track directions with the wavelength of 1.5-42 m and height and track directions with the wavelength of 1.5-70 m.

4. The method for evaluating the state of a switch of a conventional railway according to claim 1, wherein: the analyzing of the turnout wear profile data in the step S2 specifically includes: presetting a turnout abrasion profile fraction RRW with a theoretical maximum value, and detecting a straight switch rail, a curved switch rail, a fork center straight strand, a fork center side strand and a fork by a rail surface profilerWhen the light of the top surface of the rail has abnormal mutation and is not centered except for the wing rail, the abrasion profile fraction RRW of each point is reduced by a; when the measured wear value of the section of the rail piece exceeds the light damage limit value, the wear profile fraction RRW of each point is reduced by b; when the heavy damage limit value is exceeded, the abrasion profile fraction RRW of each abrasion turnout is reduced by c, wherein a is less than b and less than RRWmax-n ₃ < c, the RRWmax is the theoretical maximum RRW, n ₃ And the standard threshold value is the turnout abrasion profile fraction RRW.

5. The method for evaluating the state of a switch of a conventional railway according to claim 1, wherein: the step S2 of analyzing the turnout rail damage data specifically includes: presetting a turnout rail part damage fraction RRD with a theoretical maximum value, detecting rail end or top surface stripping and chipping, rail surface abrasion, wave-shaped abrasion, rail surface cracks, basic rail bottom indentations, welded joint low collapse, point rail heel end heat affected zone low collapse and ultrasonic flaw detection defects through a flaw detector, and when light damage occurs, slightly damaging the turnout rail part damage fraction RRD at each position and reducing a; when heavy injury occurs, each heavy injury, the damage fraction RRD of the turnout rail piece is reduced by b, wherein a is less than RRDmax-n ₄ < b, wherein the RRDmax is the theoretical maximum value of the turnout rail damage fraction RRD. N is said ₄ And the defect fraction RRD is a qualified threshold value of the turnout rail piece.

6. The method for evaluating the state of a switch of a conventional railway according to claim 1, wherein: the specific method for analyzing the turnout fastener performance fastener data in the step S2 is as follows: presetting a switch fastener performance fraction RFP with a theoretical maximum value, and detecting whether the conditions of backing plate bolt breakage, elastic strip breakage, rail backing plate crushing or tearing, bedplate failure and sliding bed platform and frog point rail movable section elastic substrate abrasion larger than 2mm exist;

when the backing plate bolt is broken and the elastic strip is broken, the performance fraction RFP of the turnout fastener is reduced by a when one damage occurs; when two points appear continuously, the performance fraction RFP of the turnout fastener is reduced by b; when three points appear continuously, the performance fraction RFP of the turnout fastener is reduced by c, wherein a < b < RFPmax-n ₅ < c, where the RFPmax is the theoretical maximum of the switch buckle performance score RFP, the n ₅ A qualifying threshold for the switch buckle performance score RFP;

when the under-rail backing plate is crushed or torn, the bedplate fails, and the elastic base plate of the movable sections of the sliding bed platform and the frog point rail is abraded by more than 2mm, the performance fraction RFP of the turnout fastener is reduced by a every time when one injury occurs.

7. The method for evaluating the state of a switch of a conventional railway according to claim 1, wherein: the specific method for analyzing the turnout reduction value data in the step S2 is as follows: a turnout reduction value fraction RTP with a preset theoretical maximum value is characterized in that when a profile gauge or a reduction value measuring instrument is used for detecting a standard value and an actual measurement value of a reduction value of a section with the width of 10mm at the top of a straight switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 20mm at the top of a straight switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 35mm at the top of a straight switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 50mm at the top of a curved switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 10mm at the top of a curved switch rail, a standard value and an actual measurement value of a reduction value of a section with the width of 35mm at the top of a curved switch rail, and each detection item exceeds the standard value and the actual measurement value of the standard value and the reduction value of the section with the width of 50mm at the top of the curved switch rail, and subtracting a from the switch reduction value fraction RTP, and subtracting b from the switch reduction value fraction RTP when the detection item exceeds the standard value by 5mm, wherein a is less than RTPmax-n. ₆ < b, the RTPmax is the theoretical maximum value of the turnout reduction value fraction RTP, and n is ₆ And reducing the qualified threshold value of the value fraction RTP for the turnout.

8. The method for evaluating the state of a switch of a conventional railway according to claim 1, wherein: the specific method for analyzing the electrical interface data in the turnout area in step S2 is as follows: presetting a turnout power and electricity interface score RTP with a theoretical maximum value, and detecting through a feeler gauge or an electricity detector;

when the switch rail opening is not in the range of minus 3mm to plus 5mm or the point rail opening is not in the range of minus 1mm to plus 2mm, subtracting a from the point switch power-on electrical interface fraction RTP at every position;

when the rail brace, the top iron, the roller, the limiter, the fastener, the ballast blocking plate, the anti-jump limiting device, the iron base plate, various bolts and rubber mats of the steel rail accessory are lost or lose efficacy, the gap between the anti-jump top iron and the upper surface of the rail limb is not in a 3-5 mm interval, the gap between the sliding bed plate and the upper surface of the rail limb is not less than 1mm or 160km/h and is not less than 2mm, the gap between the top iron and the upper surface of the rail limb is not less than 1mm or 160km/h and is not less than 2mm, the gap between the action surface of the rail brace and the steel rail is more than 2mm, the distance deviation between the central line of a traction point and a previous switch tie is more than +/-3 mm, the distance deviation between the switch tie at the traction point is more than 200km/h and is more than +/-3 mm or 200km/h and is more than +/-5 mm, and when one switch occurs, the RTP of the switch power and electrical interface score subtracts b;

when the close contact condition from the point of the switch rail to the center line of the first traction point is not less than 0.5mm or the close contact condition from the point of the point rail to the center line of the first traction point is not less than 0.5mm, the fraction RTP of the turnout power and electricity interface is reduced by d;

when the close contact condition of the other close contact sections of the switch rail or the rail center is not less than 1mm, the switch power and electric interface fraction RTP is subtracted by c;

when the straight switch rail crawling amount, the curved switch rail crawling amount and the point rail crawling amount are not less than 20mm, the switch power and interface score RTP is reduced by e;

when the turnout conversion resistance is not less than the rated conversion force of the point switch, reducing the RTP of the power and electricity interface score of each turnout by e, and reducing the RTP of the power and electricity interface score by f when the RTP exceeds 1.5 times;

wherein a is more than b and more than c and more than d and more than e and more than RTPmax-n ₇ < f, where RTPmax is the theoretical maximum value of the switch electrical interface score RTP, n ₇ And the switch power and interface score is a qualified threshold value of the RTP.

9. The method for evaluating the state of a switch of a conventional railway according to claim 1, wherein: the specific method for analyzing the switch tie data in the turnout zone in the step S2 is as follows: presetting switch tie fraction RTS of a theoretical maximum value in a turnout area, and detecting whether the condition that prestressed steel wires are exposed due to switch tie breakage, switch tie transverse crack or inclined crack, switch tie longitudinal crack, severe net crack, concrete crack around an embedded part, rail bearing surface damage or block dropping exists or not;

when the turnout sleeper embedded part fails, the turnout sleeper fraction RTS in the turnout area is reduced by a when one damage occurs; when the sleeper continuously fails, the switch sleeper fraction RTS in the turnout area is decreased by b; when the failure rate of the wooden sleeper exceeds 8% or the failure rate of the concrete sleeper exceeds 4%, the switch sleeper fraction RTS in the turnout area is reduced by c, wherein a is more than b and less than c and RTSmax-n ₈ Wherein the RTSmax is the theoretical maximum value of the switch zone switch tie score RTS, n ₈ And the turnout score RTS qualified threshold value is obtained.

10. The method for evaluating the state of a switch of a conventional railway according to claim 1, wherein:

the specific method for analyzing the turnout zone track bed data in the step S2 is as follows: presetting a turnout zone track bed fraction RBB with a theoretical maximum value, and detecting the track bed supporting condition and the track bed elasticity condition through a broken stone track bed frequency response BDM tester;

when the track bed support uneven coefficient is less than 10%, the track bed fraction RBB of the turnout zone is not reduced; when the track bed support unevenness coefficient is more than or equal to 10% and less than 20%, the track bed fraction RBB of the turnout zone is reduced by a; when the track bed support unevenness coefficient is more than or equal to 20% and 30%, the track bed fraction RBB of the turnout zone is reduced by b; when the track bed support uneven coefficient is larger than 30%, the track bed fraction RBB of the turnout zone is reduced by c;

when the average dynamic modulus of the track bed is more than 100, the track bed fraction RBB of the turnout zone is not reduced; when the average dynamic modulus of the track bed is more than or equal to 75 and less than 100, the track bed fraction RBB of the turnout zone is reduced by a; when the average dynamic modulus of the track bed is greater than or equal to 50 and 75, the track bed fraction RBB of the turnout zone is reduced by b; when the average dynamic modulus of the track bed is less than 50, the track bed fraction RBB of the turnout zone is reduced by c;

wherein a is more than b and more than c and more than RBBmax-n ₉ Wherein the RBBmax is the theoretical maximum value of the turnout zone bed score RBB, and n is ₉ And the point is a qualified threshold value of the turnout zone track bed score RBB.