CN109778616B - CRTS I type double-block ballastless track adjusting system and method - Google Patents
CRTS I type double-block ballastless track adjusting system and method Download PDFInfo
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Abstract
The invention discloses a CRTS I type double-block ballastless track adjusting system and a CRTS I type double-block ballastless track adjusting method, wherein the CRTS I type double-block ballastless track adjusting system comprises a measuring system, a control system and an executing system, the control system is respectively in wireless connection with the measuring system and the executing system, and the CRTS I type double-block ballastless track adjusting system is characterized in that the executing system comprises an adjusting mechanism and a supporting frame for fixing a track; the support frame comprises an adjusting screw rod used for adjusting the track, the adjusting mechanism comprises at least one servo regulator and at least one mechanical arm, the power output end of the mechanical arm is connected with the servo regulator, the output end of the servo regulator is connected with the adjusting screw rod so as to adjust the track, the executing system further comprises a running mechanism used for supporting the adjusting mechanism to run, the running mechanism comprises a first rack and wheels used for supporting the first rack to move, and at least one seat fixing component is arranged on the same surface of the first rack; the machine is used for replacing manpower, so that the efficiency is high, the manpower resource consumption is low, the manpower cost is low, and the precision is high.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a CRTS I type double-block ballastless track adjusting system and method.
Background
In the construction of a high-speed railway, a CRTS I type double-block ballastless track is one of the types of ballastless tracks in the current mainstream, and the construction of a track bed plate is completed by adopting a running water mode of factory centralized prefabrication sleeper, construction site sleeper arrangement, track coarse laying, track construction fine tuning and concrete pouring; the track coarse paving and the track construction fine tuning are two key procedures in the CRTS I type double-block ballastless track construction technology, the efficiency of the track coarse paving and the track construction fine tuning directly restrict the construction progress of a ballastless track bed plate, and the accuracy of the track coarse paving and the track construction fine tuning directly influences the smoothness of the ballastless track and the comfort level of passengers in an operation period.
However, the track coarse-paving and track fine-tuning in the existing ballastless track construction are separately carried out according to two procedures, wherein each track panel frame is 6500mm long, and 4 cross beams are connected and fixed to the left and right track panels to form a whole, and are stressed by a support frame screw rod and an inclined pull rod in a grounding way; manually laying out corner points of each rail panel frame on a base plate by using a total station according to a coordinate method, manually ejecting ink lines, and then coarsely laying each rail panel in place by manually matching with a gantry crane (the laying precision is controlled within 5 mm); the track construction fine adjustment method comprises the steps of measuring three-dimensional space coordinate data of each beam position on a track panel by the total station, matching the track inspection trolley with the track panel support frame, and manually and accurately adjusting vertical and transverse screws of the track panel support frame by special tools according to the deviation values.
The track fine adjustment method has complex procedures, coarse adjustment of the track is firstly carried out, fine adjustment is carried out, each group of coarse adjustment and fine adjustment needs to be provided with 2 technicians and 6 workers, only 3 track panels (about 20 meters) can be finely adjusted per hour, the efficiency is low, the manpower resource consumption is high, the cost is high, the precision is greatly influenced by human factors and environmental factors, and the method is not suitable for the rapid construction development of high-speed railways in China.
Disclosure of Invention
Based on the technical problems in the background art, the invention provides a CRTS I type double-block ballastless track adjusting system and a CRTS I type double-block ballastless track adjusting method, wherein a machine is used for replacing manpower, and an automatic control system is used for controlling and adjusting, so that the efficiency is high, the manpower resource consumption is low, the manpower cost is low, and the accuracy is high.
The invention provides a CRTS I type double-block ballastless track adjusting system, which comprises a measuring system, a control system and an executing system, wherein the control system is respectively and wirelessly connected with the measuring system and the executing system; the supporting frame comprises an adjusting screw rod for adjusting the track, the adjusting mechanism comprises at least one servo regulator and at least one mechanical arm, the power output end of the mechanical arm is connected with the servo regulator, and the output end of the servo regulator is connected with the adjusting screw rod so as to adjust the track.
Further, the actuating system still includes the running gear who is used for supporting the guiding mechanism walking, running gear includes first frame and is used for supporting the wheel of first frame motion, is provided with at least one seat subassembly on the same surface of first frame, and the power take off end and the servo regulator of arm pass through the universal joint to be connected, and the arm is articulated with the seat subassembly in the one end that keeps away from the power take off end.
Further, the execution system further comprises a calibration mechanism, the calibration mechanism comprises a prism, an electric hydraulic push rod and a displacement sensor for detecting the position of the adjustment mechanism, rollers, prism rods and wheels are sleeved at the two axial ends of the electric hydraulic push rod respectively, the rollers are arranged on the inner sides of the rail, and the prism rods are connected with the prism at one ends far away from the electric hydraulic push rod.
Further, the measurement system comprises a total station for acquiring prism feedback position coordinates.
Further, the prism is provided with a buffer block at the joint of the prism and the prism rod, the buffer block is provided with a groove, the prism is nested in the groove of the buffer block, and one end of the buffer block, which is opposite to one side of the groove, is fixed at one end of the prism rod.
The supporting frame comprises a joist body and an adjusting screw, the joist body comprises a joist outer sleeve which is perpendicular to the rail direction and a joist inner sleeve which is sleeved in the joist outer sleeve and can move in the joist outer sleeve, the adjusting screw comprises an elevation adjusting screw and the rail direction adjusting screw, the rail direction adjusting screw is arranged on one end face of the joist outer sleeve in the length direction and is connected with the joist inner sleeve through a gear, one end of the rail direction adjusting screw, which is far away from the gear, is connected with a servo regulator, the elevation adjusting screw is arranged at two ends of the joist outer sleeve in the length direction and is connected with another servo regulator, and the joist outer sleeve and the joist inner sleeve are connected through a locking device at the elevation adjusting screw.
A CRTS I type double-block ballastless track adjusting method comprises the following steps:
the control and adjustment mechanism reaches a set monitoring point and is connected with the supporting frame;
presetting set coordinates of each monitoring point of a track, and acquiring actual coordinates of each monitoring point;
calculating the difference value between the actual coordinate and the set coordinate to obtain the track offset at each monitoring point, wherein the track offset comprises a track direction deviation value d and an elevation deviation value h;
converting the deviation value into an adjustment value n of the adjustment screw;
the servo regulator is controlled to regulate the regulating screw rod through the regulating value n so as to regulate the track.
Further, after the control servo regulator regulates the regulating screw rod by the regulating value n, the method comprises the following steps:
acquiring secondary actual coordinates of each monitoring point again, and judging whether the secondary actual coordinates deviate from the set coordinates or not;
if not, finishing the adjustment of the track;
if yes, calculating the difference value between the secondary actual coordinates and the set coordinates, and obtaining the track offset of each monitoring point again to adjust the track until the track adjustment is completed.
Further, calculating the difference value between the actual coordinates and the set coordinates by adopting a route fixed-point pile solving method to obtain the track offset at each monitoring point;
further, the step of obtaining the actual coordinates of each monitoring point, and setting a prism at each monitoring point comprises the following steps:
the total station of the measuring system is freely arranged;
and the total station acquires actual coordinates fed back by the prism and uploads the actual coordinates to the control system.
The CRTS I type double-block ballastless track adjusting system and the CRTS I type double-block ballastless track adjusting method have the advantages that: according to the CRTS I type double-block ballastless track adjusting system and the CRTS I type double-block ballastless track adjusting method, the measuring system obtains actual coordinates of the track, after the actual coordinates are uploaded to the control system and processed to obtain adjusting amounts of corresponding adjusting screws, the control system controls the mechanical arm to act, drives the servo regulator connected with the mechanical arm to act, further realizes rotation of the adjusting screws according to the corresponding adjusting amounts, and finally realizes adjustment of the track; the working procedures of manual measurement paying-off and adjustment in track adjustment are simplified, and manpower is saved; meanwhile, the phenomenon of manually adjusting the adjusting screw for multiple times in the traditional fine adjustment method is changed, 9 truss track panels (about 60 meters) can be finely adjusted in average per hour, the work efficiency is 3 times that of the traditional fine adjustment method, and the construction fine adjustment efficiency of ballastless tracks is greatly improved; the track position information on the prism is tested through the total station and is transmitted to the control system for processing, so that automatic and accurate adjustment of the track is realized; the control system controls the expansion and contraction of the electric hydraulic push rod, so that the travel of the adjusting mechanism on the track is realized, and the stability of the adjusting mechanism when the adjusting mechanism stops is improved; meanwhile, accurate connection between the servo regulator and the corresponding adjusting screw rod is achieved through the extension and retraction of the mechanical arm, and automatic track adjustment is achieved.
Drawings
FIG. 1 is a schematic diagram of a three-dimensional structure of a CRTS I type double-block ballastless track adjusting system of the invention when an adjusting mechanism travels;
FIG. 2 is a schematic structural diagram of a CRTS I type double-block ballastless track adjusting system when an adjusting mechanism works;
FIG. 3 is a schematic view of a supporting frame structure of a CRTS I type double-block ballastless track adjusting system of the invention;
FIG. 4 is a schematic diagram of a forward fine tuning structure of a CRTS I type double-block ballastless track adjusting system of the invention;
FIG. 5 is a schematic diagram of a reverse fine tuning structure of a CRTS I type double-block ballastless track adjusting system of the invention;
FIG. 6 is a flow chart showing the steps of a method for adjusting a CRTS I type double-block ballastless track of the invention;
FIG. 7 is a schematic diagram of a route fixed-point pile-finding method of a CRTS I type double-block ballastless track adjusting method of the invention;
FIG. 8 is a schematic diagram of a track adjustment displacement correction method of a CRTS I type double block ballastless track adjustment method;
the device comprises a 1-protective wall fixing seat, a 2-stay bar, a 3-elevation adjusting screw, a 4-angle adjusting bolt, a 5-joist outer sleeve, a 6-joist inner sleeve, a 7-tool rail, an 8-locking device, a 9-rail adjusting screw, a 10-locking stay bar, an 11-prism, a 12-sleeper, a 13-servo regulator, a 14-mechanical arm, 15-wheels, 16-universal joints, a 17-electric hydraulic push rod, an 18-prism rod, 19-rollers, a 20-spiral sleeve, a 21-first frame and a 22-locating component.
Detailed Description
The technical scheme of the invention is described in detail through specific embodiments.
When the track is adjusted by the adjusting mechanism, the track coarse-paving is finished by the traditional method, and the track fine-tuning is realized by the adjusting mechanism on the basis of the track coarse-paving.
Referring to fig. 1 to 3, the CRTS i type double-block ballastless track adjusting system provided by the invention comprises a measuring system, a control system and an executing system, wherein the control system is respectively and wirelessly connected with the measuring system and the executing system, the supporting frame comprises an adjusting screw for adjusting the track, the adjusting mechanism comprises at least one servo regulator 13 and at least one mechanical arm 14, the power output end of the mechanical arm 14 is connected with the servo regulator 13, and the output end of the servo regulator 13 is connected with the adjusting screw so as to adjust the track.
The measuring system acquires the actual coordinates of the track, processes the actual coordinates after uploading the actual coordinates to the control system to obtain the adjustment quantity of the corresponding adjusting screw, and then the control system controls the mechanical arm 14 to act to drive the servo regulator 13 connected with the mechanical arm 14 to act, so that the adjusting screw is rotated according to the corresponding adjustment quantity, and finally the track is adjusted; the working procedures of manual measurement paying-off and adjustment in track adjustment are simplified, and manpower is saved; only 1 technician and 2 workers are needed in the whole fine adjustment construction process, so that manpower resources are greatly reduced, and the labor intensity of the workers is reduced; the phenomenon of manually adjusting the adjusting screw for multiple times in the traditional fine adjustment method is changed, 9 truss track panels (about 60 meters) can be finely adjusted in average per hour, the work efficiency is 3 times that of the traditional fine adjustment method, and the construction fine adjustment efficiency of the ballastless track is greatly improved.
As shown in fig. 3, the adjusting mechanism further comprises a running mechanism and a calibration mechanism, the running mechanism comprises a first frame 21 and wheels 15 for supporting the first frame 21 to move, at least one seat fixing component 22 is arranged on the same surface of the first frame 21, a power output end of the mechanical arm 14 is connected with the servo regulator 13 through a universal joint 16, and the mechanical arm 14 is hinged with the seat fixing component 22 at one end far away from the power output end; the calibrating mechanism comprises a prism 11, an electric hydraulic push rod 17 and a displacement sensor for detecting the position of the adjusting mechanism, wherein rollers 19, prism rods 18 and wheels 15 are sleeved at two axial ends of the electric hydraulic push rod 17, the rollers 19 are arranged on the inner side opposite to a rail, one axial end of the prism rods 18, far away from the electric hydraulic push rod 17, is connected with the prism 11, and the electric hydraulic push rod 17 is fixed on the first frame. The prism rod 18 moves along with the extension and retraction of the electric hydraulic push rod 17, the axial direction of the prism rod 18 is vertical to the surface of the bottom wheel 15, the height from the top of the prism rod 18 to the bottom surface of the wheel 15 is designed to be a fixed value, the distance from the center of the left prism rod 18 to the center of the left roller 19 of the electric hydraulic push rod 17 is designed to be a fixed value of 38mm (the radius of the roller 19 is 25 mm), and the distance from the center of the right prism rod 18 to the center of the right roller 19 of the electric hydraulic push rod 17 is also designed to be a fixed value of 38mm (the radius of the roller 19 is 25 mm), so that the centers of the two prisms 11 are accurately positioned right above the center position of a steel rail during measurement; 4 high-strength traveling wheels 15 designed on the base of the adjusting mechanism travel on the tool rail of the supporting frame, so that the friction is small and the movement is flexible; and a displacement sensor is designed on the walking wheel and is used for measuring the walking mileage of the adjusting mechanism.
It should be noted that, the prism 11 is provided with a buffer block at the connection position with the prism rod 18, the buffer block is provided with a groove, the prism 11 is nested in the groove of the buffer block, and one side of the buffer block opposite to the groove is fixed at one end of the prism rod 18. The prism 11 is buffered through the buffer block, the defect that the prism 11 is damaged due to vibration in the process of executing system movement is avoided, meanwhile, the prism 11 is nested in the groove of the buffer block, and the prism 11 is conveniently fixed on the prism rod 18.
Specifically, as shown in fig. 2 and 3, the mechanical arm 14 is connected with the servo regulator 13 through a universal joint 16, one axial end of a rotating shaft is connected to the servo regulator 13, the other axial end of the rotating shaft is sleeved in the universal joint 16, and the rotating shaft rotates after being driven by the mechanical arm, so that 360-degree rotation of the servo regulator 13 is realized, and the angle deviation of the servo regulator 13 when being connected with an adjusting screw is avoided due to the arrangement of the universal joint and the rotating shaft. The servo regulator 13 is connected with corresponding adjusting screw rods through the spiral sleeve 20, one axial end of the spiral sleeve 20 is fixed at the driving end of the servo regulator 13, the other axial end of the spiral sleeve 20 is connected with nuts on the corresponding adjusting screw rods, and the purpose of adjusting the track is achieved by adjusting the positions of the nuts on the adjusting screw rods.
Further, as shown in fig. 3, the supporting frame comprises a joist body and an adjusting screw, the joist body comprises a joist outer sleeve 5 vertically arranged with the track direction and a joist inner sleeve 6 sleeved in the joist outer sleeve 5 and capable of moving in the joist outer sleeve 5, the adjusting screw comprises an elevation adjusting screw 3 and a track direction adjusting screw 9, the track direction adjusting screw 9 is arranged on one end face of the joist outer sleeve 5 in the length direction and is connected with the joist inner sleeve 6 through a gear, one end of the track direction adjusting screw 9 far away from the gear is connected with a servo regulator 13, the elevation adjusting screw 3 is arranged at two ends of the joist outer sleeve 5 in the length direction, the elevation adjusting screw 3 is connected with another servo regulator 13, and the joist outer sleeve 5 and the joist inner sleeve 6 are connected at the elevation adjusting screw 3 through a locking device 8.
Further, as shown in fig. 3, the supporting frame further includes a protecting wall fixing seat 1, a supporting rod 2, a tool rail 7 and a locking supporting rod 10, the protecting wall fixing seat 1 and the supporting rod 2 are arranged on one side of the length direction of the joist body, the locking supporting rod 10 is arranged on the other side of the length direction of the joist body, one axial end of the supporting rod 2 is fixed on the protecting wall through the protecting wall fixing seat 1, the other axial end of the supporting rod 2 is connected with the joist outer sleeve 5 through a first fixing piece, one axial end of the locking supporting rod 10 is hinged with the joist outer sleeve 5, the other axial end of the locking supporting rod 10 is connected with the ground through a second fixing piece, the tool rail 7 is fixedly connected with the joist inner sleeve 6, the tool rail 7 is connected with the sleeper 12 through a fastener, and the tool rail 7, the sleeper 12 and the joist inner sleeve 6 form a fixing structure.
It should be understood that, firstly, the support frame is fixed, the hydraulic electric push rod 17 automatically contracts when the adjustment mechanism walks on the track, the running speed is prevented from being influenced by contact friction between the roller 19 and the inner side surface of the steel rail, when the adjustment mechanism stops at the set adjustment section position, the movement is stopped, the electric hydraulic push rod 7 automatically stretches, the roller 19 precisely contacts with the inner side surface of the steel rail of the track, the adjustment mechanism is fixed at the set position, the deviation defect caused by sliding of the adjustment mechanism due to unstable fixation is avoided, the mechanical arm 14 stretches, the adjustment screw is automatically clamped, the total station obtains the actual position coordinate of the track where the adjustment mechanism is located through the prism 11 and transmits the actual position coordinate to the controller, the deviation value is obtained by comparing the deviation of the actual position coordinate and the set position coordinate, and the track direction and the elevation adjustment of the track are completed by rotating a servo motor in the servo regulator 13 after the servo regulator 13 receives the deviation value.
Track-wise adjustment of the track: the mechanical arm 14 drives a servo regulator 13 to move to the joint of the rail direction adjusting screw rod 9 and is connected with the rail direction adjusting screw rod 9, the locking device 8 between the joist outer sleeve 5 and the joist inner sleeve 6 is loosened, after the locking device 8 is loosened, the movement of the joist inner sleeve 6 does not influence the elevation adjusting screw rod 3, the rail direction and the elevation are independently adjusted, and the adjustment of the rail direction and the elevation is realized without interference; the servo motor in the servo regulator 13 rotates to drive the track direction adjusting screw 9 to rotate under the force, and the gear also rotates along with the rotation, so that the joist inner sleeve 6 is driven to slide relative to the joist outer sleeve 5, and the track is driven to move transversely, so that the track direction adjustment of the track is realized.
Elevation adjustment of the track: the mechanical arm 14 drives a servo regulator 13 to move to the joint of the elevation adjusting screw rod 3 and is connected with the elevation adjusting screw rod 3, a servo motor in the servo regulator 13 rotates, and when the elevation adjusting screw rod 3 is driven to rotate under stress, the joist outer sleeve 5 is driven to move up and down, so that the elevation adjustment of the track is realized.
When the track is adjusted by the adjusting mechanism, the track coarse-paving is finished by the traditional method, and the track fine-tuning is realized by the adjusting mechanism on the basis of the track coarse-paving.
Further, as an embodiment, the locking device 8 connected to the joist outer sleeve 5 and the joist inner sleeve 6 is a cross pin, the joist outer sleeve 5 is provided with an angle adjusting bolt 4, and the angle adjusting bolt 4 is connected to the joist inner sleeve 6, so that when the joist inner sleeve 6 is fixed to the joist outer sleeve 5, on one hand, the fixed angle of the joist inner sleeve 6 relative to the joist outer sleeve 5 can be adjusted by the angle adjusting bolt 4, and the directivity of the joist inner sleeve 6 can be conveniently determined when moving next time, on the other hand, the movement angle of the joist inner sleeve 6 can be adjusted in the process of moving the joist inner sleeve 6 relative to the joist outer sleeve 5, so as to adjust the movement direction of the track, and prevent the track from deviating from the set movement direction by adjusting in the movement process.
It should be understood that the protection wall fixing seat 1, the stay bar 2 and the elevation adjusting screw 3 are stress devices of the joist outer sleeve 5 of the joist body.
It should be noted that, each rail panel support frame is provided with 4 joist bodies and 4 pairs (8) of elevation adjusting screws 3, wherein one end of each head and tail 2 joist bodies is provided with a rail direction adjusting screw 9, and the relative sliding of the outer sleeves in the joist bodies is driven by the rotation of the rail direction adjusting screws 9; each track panel is a fine tuning unit, and is provided with an ATR function total station and two adjusting mechanisms, so that the operation can be performed simultaneously, and each adjusting mechanism is provided with 3 mechanical arms; each mechanical arm is provided with 1 servo motor regulator, wherein 2 servo motor regulators 13 on the mechanical arms are connected with two elevation adjusting screws 3 and used for controlling the adjustment of the elevation of the track, and 1 servo motor regulator 13 is connected with one track adjusting screw 9 and used for adjusting the track direction of the track.
Each rail panel is provided with 2 adjusting sections which are distributed at two ends of the head and tail 2 cross beam joist bodies, and each joist body design of each adjusting section is provided with 1 rail direction adjusting screw and 1 pair (2) of vertical adjusting screws.
Specifically, the support frame is in an inner-outer nested structure, and the track direction (transverse direction) adjustment of the track is realized by the sliding mode of the joist body outer sleeve 5 in the beam body inner sleeve 6; the elevation (vertical) adjustment is achieved by means of an elevation adjusting screw 3. The track direction and the elevation adjustment of the track are not mutually influenced; the rail direction (transverse) adjusting range of the internal and external nested rail support frames is between-20 mm and +20mm, the height (vertical) adjusting range is between-50 mm and +50mm, and the adjusting range of the internal and external nested rail support frames is larger than that of a fixed rail frame of a traditional manual fine adjustment method.
The two adjusting mechanisms synchronously adjust the front and rear 2 positions of the same rail panel, and the adjustment of the rail direction and the elevation of the same rail panel is rapidly, efficiently and accurately completed; after the adjustment of the adjustment mechanism is finished, the servo adjuster loosens the adjustment screw, the mechanical arm contracts, the electric hydraulic push rod contracts, and then the servo adjuster moves to the adjustment position of the next rail panel.
As shown in FIG. 6, the CRTS I type double-block ballastless track adjusting method comprises the following steps:
s1: the control and adjustment mechanism reaches a set monitoring point and is connected with the supporting frame;
s2: presetting set coordinates of each monitoring point of a track, and acquiring actual coordinates of each monitoring point;
presetting a set coordinate of a track center in a control system, wherein the set coordinate is obtained through calculation of a line coordinate forward and backward calculation program in the control system; the total station acquires actual coordinates of the center of the steel rail fed back by the prisms (1), (2), (3) and (4) on the adjusting mechanisms 1# and 2# and sends the coordinates to the control system.
S3: calculating the difference value between the actual coordinate and the set coordinate to obtain the track offset at each monitoring point, wherein the track offset comprises a track direction deviation value d and an elevation deviation value h;
the control system calculates the deviation value of the actual coordinate and the set coordinate through a line coordinate forward and backward calculation program.
S4: converting the deviation value into an adjustment value n of the adjustment screw;
and converting the track offset into an adjustment quantity n of a corresponding adjusting screw rod through a track adjustment displacement correction program in the controller according to the offset value.
The adjusting value n comprises a rail direction adjusting value and an elevation adjusting value, the adjusting screw comprises a rail direction adjusting screw used for adjusting the rail direction (transversely) of the rail and an elevation adjusting screw used for adjusting the elevation (up and down) of the rail, the rail direction adjusting screw is adjusted through the rail direction adjusting value, and the elevation adjusting screw is adjusted through the elevation adjusting value.
S5: the control servo regulator 13 adjusts the adjusting screw by an adjusting value n to adjust the track;
s6: acquiring secondary actual coordinates at each monitoring point again;
s7: judging whether the secondary actual coordinates deviate from the set coordinates or not;
if yes, re-entering step S3;
if not, entering step S8;
s8: the adjustment of the track is completed;
s6 to S8, after finishing fine adjustment of the adjusting mechanism, the total station receives the control system measurement and check information instruction again, sequentially performs measurement and check on the 4 prisms 11 on the adjusting mechanism again, and if the check precision does not meet the specified requirement, the step S3 is circularly performed; after the checking precision meets the specified requirement, the adjusting mechanism receives a fine adjustment ending information instruction sent by the control system, the mechanical arm 14 acts to control the stowing servo regulator 13, the electro-hydraulic push rod 17 automatically contracts, and the adjusting mechanism automatically moves to the next rail panel to carry out rail adjustment.
As shown in fig. 4 and 5, the large mileage is adjusted in the forward direction preferentially, and the small mileage is adjusted in the reverse direction preferentially, but the large mileage can be adjusted in the reverse direction, and the small mileage can be adjusted in the forward direction. (1) In this embodiment, two adjusting mechanisms 1# and 2# are arranged on the same rail panel to adjust the track, after the total station is freely set up, an adjusting mechanism switch is started at the same time, the control system controls the 1# and 2# adjusting mechanisms to advance to two adjusting section positions of the track to be finely adjusted, the adjusting mechanisms stop fixing through an electric hydraulic push rod 17, the adjusting mechanisms send information instructions in place to the control system, the total station measures the 4 prisms of (1) (2) (3) (4) on the adjusting mechanisms to obtain actual coordinates of the track, the control system obtains track offset values at all monitoring points after obtaining the actual coordinates of relevant monitoring points uploaded by the total station, and converts deviation value data into an adjusting value n of an adjusting screw, and a servo motor regulator 13 on a mechanical arm 14 of the adjusting mechanism drives the adjusting screw to accurately adjust the track.
The whole fine tuning process is started by only one key, so that the process conversion of multiple procedures in the manual fine tuning process is greatly simplified, the phenomenon that the position adjusted before is offset again to cause repeated and repeated adjustment is effectively avoided when one section is tuned and the other sections are tuned after the manual fine tuning is finished, meanwhile, the manual fine tuning error is avoided, the speed and the efficiency are high, and the precision is reliable.
Through the feedback adjustment, the accurate adjustment of the track is realized, and the track is prevented from generating an adjustment error due to the fact that one-time adjustment is not in place, wherein the adjustment error is an error which is not in a set range.
Further, as shown in fig. 7 and 8, for obtaining the deviation value in step S3, a route fixed-point pile-solving method is adopted, the route fixed-point pile-solving is performed by analyzing and solving the basic design units of the route, namely, the straight line, the circular curve and the convolution line, one by one, and then the closest point from the plane point to the route is solved in which linear unit, and then the solution is performed according to different units. The specific calculation model is as follows:
s31: setting the actual coordinates (x b ，y b ) Set coordinates (x) for the starting point B e ，y e ) The connection line from the starting point B to the terminal E is a unit BE, wherein the pile number of the starting point B is s b The tangent line is tau b Pile number s at end point E e The tangent line is tau e An initial measurement point P coordinate (x p ，y p )；
S32: k is the nearest point on element BE corresponding to the fixed point P (i.e., the middle stake point), K coordinates (x k ，y k ) The tangent line K is tau k The method comprises the steps of carrying out a first treatment on the surface of the Determining whether the closest point K is on element BE includes:
when (when)When the closest point K is on element BE;
when (when)When the nearest point K is on the backward unit;
when (when)When the nearest point K is on the advancing unit;
wherein alpha is b Is vector quantityAnd->Included angle alpha e For vector->And->Is included in the plane of the first part;
s32: reserving the nearest point K on the element BE;
removing an initial measuring point P which corresponds to a nearest point K on a unit BE; and analyzes the adjacent cells in this order until the positioning unit BE.
S33: for the nearest point K on the element BE, calculate the line mileage s of the nearest point K k And a track direction deviation value d.
The route of the unit BE is constructed by the above method: the coordinates of the nearest point K are obtained successively through the method, the coordinates of the nearest point K finally form a route of the unit BE, and then the track is adjusted from the initial measuring point P to the nearest point K through adjustment of the elevation adjusting screw 3 and the track direction adjusting screw 9, so that track adjustment is finally completed.
Further, for the line mileage S of the closest point K calculated in step S33 k And the track direction deviation value d, calculating the nearest point line by adopting a straight line unit or a round curve unit or a convolution line unitMileage s k And a track direction deviation value d.
(A) As shown in FIG. 7, the nearest point line mileage s is calculated by using a straight line unit k And the track direction deviation value d, the passing P point is a vertical line of a straight line BE, and the intersection point of the vertical line and the straight line BE is a nearest point K, and the method comprises the following steps:
l＝PB·cosα b (1-3)
d＝PB·sinα b (1-4)
s k ＝s b +l (1-5)
τ k ＝τ b (1-6)
K(x k ，y k )＝f(x b ，y b ，τ b ，l) (1-7)
for formulas 1-7, x k ＝x b +l·cosτ b y k ＝y b +l·sinτ b ；
Wherein l is an initial step length, the initial step length is the distance between the point B and the point K, PB is the distance between the point P and the point B, and d is a track direction deviation value.
(B) As shown in FIG. 7, the nearest dotted line mileage s is calculated by using a circle curve unit k And the track direction deviation value d, setting the circle center of the arc where B and E are positioned as C, and the coordinates (x c ，y c ) Connecting line of C point and P point and circular arcThe intersection point of (2) is K, including:
l＝R·α (2-4)
d＝|R-PC| (2-5)
s k ＝s b +l (2-6)
τ k ＝τ b +α (2-7)
K(x k ，y k )＝f(x c ，y c ，τ CP ，R) (2-8)
for formulas 2-8: x is x k ＝x c +R·cosτ cp y k ＝y c +R·sinτ cp ；
Wherein d is a track direction deviation value, and R is a circular curve unitThe radius of the curve is the initial step length, PC is the distance between the P point and the C point, and alpha is the arc +.>The corresponding central angle. The initial step length is the arc length from the point B to the point K, and tau cp Is the tangential angle of point C in the CP direction.
(C) As shown in FIG. 7, the closest point line mileage s is calculated by the convolution unit k And a track bias value d comprising (a) and (b):
(a) First determining the location of the closest point K, comprising:
estimating a point on the curve BE near the closest point K
Setting an initial step length l, and calculating to obtain the final product through incomplete gyratory lineAnd->Tangential +.>And calculate the straight line +.>And->Included angle->By step S32, it is judged that the closest point K is +.>Is defined by the opposite region M;
calculating the proximity on the region M of the curve BE by means of incomplete loopsIs->And->Tangential direction of the dotAnd calculates the straight line +.>And->Included angle->
Judging that the nearest point K is in the step S32A plurality of points close to the nearest point K are circularly calculated through incomplete gyratory lines, and finally the position of the nearest point K is obtained through an infinite approximation mode of the nearest point K, wherein the nearest point K is in an allowable error range;
it should be understood that straight lineIf the distance of (2) is within the allowable error range +.>As the closest point of the unit BE,the coordinates of (a) are K (x) k ，y k ) Is defined by the coordinates of (a).
(b) Obtaining the nearest point line mileage s through the determined coordinates of the nearest point K k And a track direction deviation value d:
s k ＝s b +l (3-1)
wherein s is b Is the mileage of the convolution element line origin B.
If it isThe distance of (2) is larger than the set change step length, the +.>Is a multiple of the cyclic approximation of the closest point until +.>Is smaller than the set step of variation.
(3) Solving a nearest point elevation deviation value h;
wherein H is k For the measured elevation of the initial measuring point P, H B Setting an elevation for the starting point B, wherein i is the slope rate of the line unit; l is the initial step length, R is the radius of the vertical curve, and the initial step length is the distance between the starting point B and the point K.
Interpretation of vertical curve radius: for example, in the case of a track control, the transition between two slope sections is made by a curve, which is called a vertical curve, for the convenience of driving safety, and a longitudinal curve is also called in some books. R is the radius of the curve. This is the most commonly used term in metrology.
For equation (4-1), when all of the 2 tangents (i.e., 2 slope segments) forming the vertical curve are slopes upward, then take When the first tangent line is an upward slope and the second tangent line is a downward slope in 2 tangent lines (namely 2 slope sections) forming the vertical curve, the ∈>When the first tangent line is a downhill slope and the second tangent line is an uphill slope in 2 tangent lines (namely 2 slope sections) forming the vertical curve, the +.> When the first pitch line and the second tangent line are downhill among the 2 tangent lines (i.e. 2 slope sections) forming the vertical curve, then
Further, since the position of the track fed back by the prism 11 is obtained, the adjustment amount n which cannot be directly obtained from the elevation deviation value h is used as the adjustment amount of the elevation adjustment screw 3 when the corresponding elevation adjustment screw 3 is adjusted.
By the orbit adjustment displacement correction program, a calculation mathematical model of the adjustment amount n converted to the elevation adjustment screw 3 is constructed by the closest point Gao Chengpian difference h, as shown in fig. 8:
in the formulae (5-1) to (5-3), A 1 、A 2 Represents the adjustment value of the adjusting screw, n 1 Indicating the number of turns, n, of adjustment converted into an elevation adjustment screw 2 Represents the number of turns of the adjustment of another adjusting screw, f represents the design and processing proportionality coefficient of the screw of the elevation adjusting screw (such as the number of millimeters of the adjustment value when the adjusting screw rotates one turn), s 1 、s 2 Represents the distance from the elevation adjusting screw rod to the nearest steel rail, h 1 、h 2 Represents the closest point Gao Chengpian difference and D represents the center-to-center spacing (1506 mm) of the two tracks.
The track adjustment displacement correction program is specifically described as a program for correcting the displacement of the track, which is shown in fig. 8, by the difference (h) between the measured elevation of the center of the measured prism 11 and the closest point Gao Chengpian of the set elevation value 1 、h 2 ) The adjustment value of the adjusting screw on the position of the elevation adjusting screw 3 is obtained through the calculation formulas (5-1 and 5-2). (A) 1 、A 2 ) Because of the track-adjusting robot arm 14The connected servo regulator 13 is arranged on the elevation adjusting screw rod 3, and the servo regulator 13 drives the elevation adjusting screw rod 3 to rotate. Therefore, the elevation deviation value of the prism 11 is calculated and corrected to the adjustment value n of the elevation adjusting screw so as to ensure that the track panel is really adjusted to the set position.
The track direction adjusting screw rod 9 is not required to be corrected by a track adjusting displacement correction program, the track direction deviation value d is obtained directly by a straight line unit type (1-4) or a round curve line unit type (2-5) or a convolution line unit type (3-2), the track direction deviation value d is the adjusting value n of the track direction adjusting screw rod,
further, as shown in fig. 7, the adjusting mechanism can be finely adjusted from a small mileage direction to a large mileage direction, and also can be finely adjusted from the large mileage direction to the small mileage direction, the total station is always arranged at the front end of the fine adjustment direction, and the maximum fine adjustment distance is not more than 80 meters, and the shortest is not less than 6 meters.
The foregoing is only a preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art, who is within the scope of the present invention, should make equivalent substitutions or modifications according to the technical scheme of the present invention and the inventive concept thereof, and should be covered by the scope of the present invention.
Claims (7)
1. The CRTS I type double-block ballastless track adjusting system comprises a measuring system, a control system and an executing system, wherein the control system is respectively and wirelessly connected with the measuring system and the executing system, and the CRTS I type double-block ballastless track adjusting system is characterized in that the executing system comprises an adjusting mechanism and a supporting frame for fixing a track;
the supporting frame comprises an adjusting screw rod for adjusting the track, the adjusting mechanism comprises at least one servo regulator (13) and at least one mechanical arm (14), the power output end of the mechanical arm (14) is connected with the servo regulator (13), and the output end of the servo regulator (13) is connected with the adjusting screw rod to adjust the track;
the execution system further comprises a running mechanism for supporting the adjustment mechanism to run, the running mechanism comprises a first frame (21) and wheels (15) for supporting the first frame (21) to move, at least one seat fixing component (22) is arranged on the same surface of the first frame (21), a power output end of the mechanical arm (14) is connected with the servo regulator (13) through a universal joint (16), and one end, far away from the power output end, of the mechanical arm (14) is hinged with the seat fixing component (22);
the execution system further comprises a calibration mechanism, the calibration mechanism comprises a prism (11), an electric hydraulic push rod (17) and a displacement sensor for detecting the position of the adjustment mechanism, two axial ends of the electric hydraulic push rod (17) are respectively sleeved with a roller (19), a prism rod (18) and wheels (15), the rollers (19) are arranged on the inner side opposite to a rail, and the prism rod (18) is connected with the prism (11) at one end far away from the electric hydraulic push rod (17);
the supporting frame comprises a joist body and an adjusting screw rod, the joist body comprises a joist outer sleeve (5) which is perpendicular to a rail direction and a joist inner sleeve (6) which is sleeved in the joist outer sleeve (5) and can move in the joist outer sleeve (5), the adjusting screw rod comprises an elevation adjusting screw rod (3) and a rail direction adjusting screw rod (9), the rail direction adjusting screw rod (9) is arranged on one end face of the joist outer sleeve (5) in the length direction and is connected with the joist inner sleeve (6) through a gear, one end of the rail direction adjusting screw rod (9) far away from the gear is connected with a servo regulator (13), the elevation adjusting screw rod (3) is arranged at two ends of the joist outer sleeve (5) in the length direction, the elevation adjusting screw rod (3) is connected with the other servo regulator (13), and the joist outer sleeve (5) and the joist inner sleeve (6) are connected with the elevation adjusting screw rod (3) through a locking device (8).
2. The CRTS i-type double block ballastless track adjustment system according to claim 1, characterized in that the measurement system comprises a total station for acquiring prism (11) feedback track position coordinates.
3. The CRTS i-type double-block ballastless track adjustment system according to claim 1, wherein the prism (11) is provided with a buffer block at the connection with the prism rod (18), the buffer block is provided with a groove, the prism (11) is nested in the groove of the buffer block, and one side of the buffer block opposite to the groove is fixed at one end of the prism rod (18).
4. A method of adjusting a CRTS i-type double block ballastless track adjustment system as claimed in any one of claims 1 to 3, comprising the steps of:
the control and adjustment mechanism reaches a set monitoring point and is connected with the supporting frame;
presetting set coordinates of each monitoring point of a track, and acquiring actual coordinates of each monitoring point;
calculating the difference value between the actual coordinate and the set coordinate to obtain the track offset at each monitoring point, wherein the track offset comprises a track direction deviation value d and an elevation deviation value h;
converting the deviation value into an adjustment value n of the adjustment screw;
a control servo regulator (13) regulates the regulating screw by a regulating value n to regulate the track.
5. The adjusting method according to claim 4, characterized in that after the control servo regulator (13) adjusts the adjusting screw by an adjusting value n, it comprises the steps of:
acquiring secondary actual coordinates of each monitoring point again, and judging whether the secondary actual coordinates deviate from the set coordinates or not;
if not, finishing the adjustment of the track;
if yes, calculating the difference value between the secondary actual coordinates and the set coordinates, and obtaining the track offset of each monitoring point again to adjust the track until the track adjustment is completed.
6. The method according to claim 4, wherein a route fixed point piling method is used to calculate the difference between the actual coordinates and the set coordinates to obtain the track offset at each monitoring point.
7. The adjustment method according to any one of claims 4-6, characterized in that the actual coordinates at each monitoring point are obtained, a prism (11) is provided at each monitoring point, comprising the steps of:
the total station of the measuring system is freely arranged;
the total station acquires actual coordinates fed back by the prism (11) and uploads the actual coordinates to the control system.
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| CN201910187716.XA CN109778616B (en) | 2019-03-13 | 2019-03-13 | CRTS I type double-block ballastless track adjusting system and method |
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| CN111472217A (en) * | 2020-04-30 | 2020-07-31 | 中铁四局集团第五工程有限公司 | Rapid intelligent fine tuning system and fine tuning method for CRTS III type track slab |
| CN113944072A (en) * | 2021-10-29 | 2022-01-18 | 中国铁路设计集团有限公司 | Intelligent construction device and construction method for double-block ballastless track |
| CN114134766B (en) * | 2021-12-10 | 2023-04-07 | 山东交通职业学院 | Track panel fine adjustment device for construction of movable ballastless track |
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