| Citation: | MU Dong-sheng, ZHOU Yu, HAN Yan-bin, ZHENG Xiao-feng, KUANG Di-feng. Effect of track comprehensive maintenance on geometry irregularity improvement of ballast track in high-speed railway[J]. Journal of Traffic and Transportation Engineering, 2018, 18(5): 90-99. doi: 10.19818/j.cnki.1671-1637.2018.05.009
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At present, most of the ballasted tracks on high-speed railways at home and abroad use large-scale maintenance machinery (referred to as large machines) for comprehensive maintenance operations mainly focused on compaction. By quantifying the effectiveness of large machine operations using the Track Quality Index (TQI), large machine operations can effectively improve the geometric irregularities of the track[10, 11, 12, 13]Li et al. attempted to evaluate the geometric quality of the track using dynamic simulation and wavelength spectrum analysis using GENSYS, and proposed measures for track maintenance and repair[14]Woodward et al. proposed using geogrids and organic geosynthetic materials to reinforce ballasted track beds[15]Ionescu proposed a prediction method for evaluating the deterioration index and track bed cleaning cycle of ballasted track under on-site working conditions[16]Nurmikolu analyzed the geometric irregularities of ballasted tracks on Finnish high-speed railways and concluded that efficient track maintenance and repair methods are superior to constructing high-quality track forms[17]Lichtberger proposed reducing the workload of track maintenance and maximizing economic benefits through efficient large-scale machine maintenance operations and track maintenance strategies[18].
China has gained certain experience and methods in evaluating, analyzing, and maintaining the geometric state of ballasted tracks. For example, dynamic inspection vehicles are used to dynamically detect and evaluate track geometric irregularities, guiding the development of maintenance and repair plans; Using large-scale road maintenance machinery such as compaction vehicles, power stabilization vehicles, and ballast shaping vehicles to restore geometric irregularities; Design a reasonable rail profile based on the wheel tread profile, and use new rail pre grinding and repair grinding to improve the wheel rail relationship; Through manual line fine-tuning, the rate of change in track geometry unevenness, especially track gauge unevenness, has been solved, achieving high-quality control of high-speed railway ballasted track smoothness and efficient management of geometric unevenness. However, the above work still lacks quantitative analysis and systematic summary and evaluation.
High speed railways require high smoothness in track geometry, which is evaluated and controlled using a single geometric roughness standard deviation and TQI. When the wavelength range is 1.5~42.0m and the single standard deviation calculation length is 200m, 200~350km·h-1The standard deviation and TQI management value of the single track geometric roughness of the line are shown inTable 1.
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At present, a comprehensive track maintenance method is adopted for the ballasted track of high-speed railways, which combines large machine operation, manual fine-tuning, and rail grinding. Firstly, large-scale road maintenance machinery is used to comprehensively compact the line, mainly to solve the main diseases such as high and low, horizontal, and triangular pits. After the line compaction operation, a 0-level track inspection instrument is used to measure and formulate a rectification plan. The line is further fine tuned manually according to the operation plan to solve the high and low, horizontal, triangular pits and other diseases that still exist after the large machine operation. Personnel are also arranged to rectify the track gauge, track orientation, and some structural diseases of the line. Finally, rail polishing operation is arranged to polish the main line rails. For special mainline turnouts, manual precision adjustment operations are mainly carried out, using small machine groups for comprehensive compaction and small polishing machines for polishing.
The main problem of large machine operation is to solve the main diseases such as high and low, horizontal, and triangular pits. A continuous compaction scheme is adopted by inserting the pickaxe twice, hole by hole, using a compaction operation mode of the first precise method and the second flat method for a total of two times. The construction direction of the large machine operation is determined according to the actual situation on site, and the construction process is as follows.
(1) Before construction, use maintenance skylights to pre load ballast, measure the longitudinal section of the track, and mark the starting amount of the track in the operation area of the large machinery.
(2) Consolidate the large machinery within the blockade point, cooperate with personnel to inspect and maintain the geometric dimensions and structural status, and tidy up the appearance.
(3) Acceptance handover.
The precise method operation adopts a high-precision track absolute coordinate measurement system. In response to the shortcomings of traditional measurement and pitch calculation methods, the advantages of the absolute coordinate method are as follows[25, 26].
(2) The coordinate data obtained from the survey is transferred to the computer, and through the computer program, the line shape is automatically distinguished, eliminating the need for manual preliminary identification of curve feature points and greatly improving work efficiency.
(3) The absolute coordinate method is used to derive formulas rigorously, with high calculation accuracy and small errors.
(2) After replacing parts in areas with track gauge blocks that do not fall into the groove or have gaps, the track gauge must be checked with a ruler first. For those that do not meet the standards, rework must be done first.
(3) After the precision adjustment operation is completed, the 0-level track inspection instrument is used again to check the precision adjusted line equipment, and the geometric dimensions of the obviously defective sections are corrected again to ensure the quality of the line.
According to the above operation method, a comprehensive track operation method of large machine operation, manual precision adjustment, and rail grinding is adopted to operate the 50.2km long ballasted track section of the high-speed railway. Before and after the operation, a track inspection vehicle was used for dynamic detection. The comparison data of single track geometric roughness and TQI before and after the operation of the large machine are shown inTable 2.
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followTable 2The following conclusion can be drawn from it.
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combineTable 3The data shows the improvement trend of single geometric roughness of the trackFigure 2The four stages of homework (i.e. before the machine, before manual labor, after the machine, before manual labor, after the machine, after manual labor, and after comprehensive homework) are defined as homework stages 1-4.
causeFigure 2It can be seen that the comprehensive track operation, which includes large machine operation, manual precision adjustment, and rail polishing, can effectively improve the geometric roughness of the track. Among them, large machine operation and manual precision adjustment have a significant effect on improving the geometric roughness of each individual item, and large machine operation has the largest improvement amplitude on individual irregularities, indicating that mechanized operation has the most important and significant effect on improving the geometric state of the track; The overall improvement of track gauge unevenness by comprehensive operations is not significant, and manual fine-tuning operations can improve track gauge unevenness to a certain extent; The rail grinding operation has further improved the unevenness of the rail direction and height, but the improvement effect on unevenness such as horizontal, gauge, and triangular pits is not significant.
The improvement amount and improvement rate of uneven levels in each homework stage are shown inFigure 5.
causeFigure 5It can be seen that after the operation of the large machine, the horizontal unevenness decreased from 0.62mm to 0.54mm, with a reduction of 0.08mm and an improvement rate of 12.90%; After manual fine-tuning, the horizontal unevenness decreased from 0.54mm to 0.51mm, with a reduction of 0.03mm and an improvement rate of 5.56%; After polishing the steel rail, the horizontal unevenness is still 0.51mm; After comprehensive homework, the horizontal unevenness was reduced by 0.11mm, with an improvement rate of 17.74%. It can be seen that large machine operation has the best effect on improving horizontal unevenness, and comprehensive operation can effectively improve the horizontal unevenness of ballasted tracks.
The improvement amount and improvement rate of uneven track gauge in each stage of operation are shown inFigure 6.
causeFigure 6It can be seen that after the operation of the large machine, the unevenness of the track gauge shows a slight increase trend, with an increment of 0.02mm, indicating that the overall impact of comprehensive operation on the unevenness of the track gauge is not significant.
The improvement amount and improvement rate of the unevenness of the triangular pit in each homework stage are shown inFigure 7.
causeFigure 7It can be seen that after the operation of the large machine, the unevenness of the triangular pit decreased from 0.76mm to 0.66mm, with a reduction of 0.10mm and an improvement rate of 13.16%; After manual fine-tuning, the unevenness of the triangular pit decreased from 0.66mm to 0.61mm, with a reduction of 0.05mm and an improvement rate of 7.43%; After polishing the steel rail, the unevenness of the triangular groove increased from 0.61mm to 0.66mm, with an increase of 0.05mm and an incremental percentage of 7.73% (deterioration of the unevenness of the triangular groove). It can be seen that the large machine operation has the best improvement effect on the unevenness of the triangular pit.
The improvement amount and improvement rate of the track quality index TQI in each stage of the operation are shown inFigure 8It can be seen that after the large-scale operation, TQI decreased from 4.42mm to 3.91mm, with a decrease of 0.51mm and an improvement rate of 11.54%; After manual fine-tuning, TQI decreased from 3.91mm to 3.64mm, with a decrease of 0.27mm and an improvement rate of 6.91%; After polishing the steel rail, TQI decreased from 3.64mm to 3.60mm, with a decrease of 0.04 mm and an improvement rate of 1.10%; After comprehensive homework, the reduction is 0.82mm and the improvement rate is 18.55%. It can be seen that comprehensive homework can significantly improve the geometric unevenness of the track.
causeFigure 9It can be seen that after the comprehensive operation of large machine operation, manual precision adjustment, and rail polishing, the overall unevenness of the rail direction shows a significant downward trend, with the unevenness of the left rail direction decreasing linearly and the unevenness of the right rail direction decreasing exponentially.
causeFigure 10It can be seen that after the comprehensive operation of large machine operation, manual precision adjustment, and rail polishing, the overall unevenness of the height shows a significant downward trend, with both the left and right unevenness decreasing in a power function trend.
causeFigure 11It can be seen that through the comprehensive operation of large machine operation, manual precision adjustment, and rail polishing, the overall horizontal unevenness shows a power function trend of decreasing.
causeFigure 12It can be seen that the comprehensive operation has little overall impact on the unevenness of the track gauge, so no fitting will be performed.
causeFigure 13It can be seen that after the comprehensive operation of large machine operation, manual precision adjustment, and rail polishing, the unevenness of the triangular pit shows a logarithmic function trend of overall reduction, and the improvement effect of rail polishing on the unevenness of the triangular pit is not significant.
causeFigure 14It can be seen that after the comprehensive operation of large machine operation, manual precision adjustment, and rail polishing, the track quality index TQI shows an overall downward trend, and approximately decreases in a power function trend.
(1) Based on the precise method, large-scale machine operation can improve the overall geometric roughness of ballasted tracks on high-speed railways. The average TQI of each section has decreased from 4.42mm before operation to 3.91mm after operation, with an improvement rate of 11.54%; Among them, the operation of large machines has a significant improvement effect on vertical unevenness (height, level, triangular pits), for example, the height unevenness has decreased from 0.74mm before operation to 0.59mm after operation, with an improvement rate of 20.27%, while the improvement degree of track unevenness and gauge unevenness is not significant.
(2) The comprehensive operation of large machine operation, manual precision adjustment, and rail polishing can jointly improve the geometric roughness of the track. Among them, large machine operation and manual precision adjustment have a significant effect on improving various individual irregularities, with the contribution of large machine operation being the greatest. Manual precision adjustment can improve the unevenness of the track gauge to a certain extent, and rail polishing can further improve the unevenness of the track direction and height, but the improvement effect on unevenness such as horizontal, track gauge, and triangular pits is not significant.
(3) From the contribution of the three types of operation methods to the improvement of various individual geometric irregularities, the improvement rate of high and low, horizontal, and triangular unevenness by large machine operation is 12.90%~22.22%, while the improvement rate of track unevenness is only 3.64%~3.70%; The improvement rate of manual fine-tuning on high and low, horizontal, triangular pits, and uneven track gauge is 5.56% to 12.50%; The improvement rate of rail grinding on unevenness in height and track direction is 1.00% to 9.26%.
(4) The improvement rates of the track quality index TQI after large machine operation, manual precision adjustment, and rail grinding are 11.54%, 6.91%, and 1.10%, respectively.
(5) After comprehensive operation of ballasted tracks on high-speed railways, the single track roughness and track quality index TQI showed an overall downward trend, among which, The TQI decreases approximately in a power function trend, while the unevenness of the track direction decreases approximately in a power function or linear trend. The horizontal unevenness decreases in a power function trend, and the overall roughness of the triangular pit decreases in a logarithmic function trend, reflecting the high degree of improvement in the geometric state of the track by large machine operations. Manual fine-tuning and rail polishing operations further improve some individual irregularities.
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MU Dong-sheng, ZHOU Yu, HAN Yan-bin, ZHENG Xiao-feng, KUANG Di-feng. Effect of track comprehensive maintenance on geometry irregularity improvement of ballast track in high-speed railway[J]. Journal of Traffic and Transportation Engineering, 2018, 18(5): 90-99. doi: 10.19818/j.cnki.1671-1637.2018.05.009
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