CN111811466B

CN111811466B - Method for measuring parameters and maintenance of existing railway ballast railway line

Info

Publication number: CN111811466B
Application number: CN202010708763.7A
Authority: CN
Inventors: 郑子天; 王国祥; 刘志鹏; 陈海军; 刘畅; 赵龙
Original assignee: Sichuan Tuohui Technology Co ltd
Current assignee: Sichuan tietuo Technology Co.,Ltd.
Priority date: 2020-07-22
Filing date: 2020-07-22
Publication date: 2021-05-28
Anticipated expiration: 2040-07-22
Also published as: CN111811466A

Abstract

The invention discloses a method for measuring parameters and maintenance of an existing railway ballast railway line, which is applied to the field of railway track detection and aims at solving the problems that the whole line condition of the existing railway is not fully considered in the prior art, partial lines deviate from the original design position more and more, and the running safety is affected by the fact that railway ballasts are higher and higher; on the basis of railway engineering measurement specifications (TB10101-2018), a few points of plane coordinates and elevation information are used to form initial line parameters, rail information is rapidly acquired by using equipment such as an inertial navigation trolley or a static trolley, then rail data is fitted to form line parameters which are matched with the current situation, the track dialing amount is calculated at the same time, and basic data are provided for poor lines, so that the problems that the efficiency of traditional railway line parameter measurement is low, the automation degree is low, and a set of solution for rapidly detecting the current situation of the rails is formed.

Description

Method for measuring parameters and maintenance of existing railway ballast railway line

Technical Field

The invention belongs to the technical field of engineering surveying and mapping, and particularly relates to a railway track detection technology.

Background

As is well known, the track line type is classified into a plane line type and a vertical line type. The plane line type mainly includes three types, i.e., a straight line, a gentle curve, and a circular curve, as shown in fig. 1. In the plane, the straight line between two points is the shortest, so that most of the lines are composed of straight lines. Meanwhile, the direction of the railway line is constantly changing due to restrictions of the terrain, geology, technical conditions, etc., and the need for economic development. In order to keep the circuit round, two adjacent straight lines in the changed direction need to be connected by a plane curve. The planar curve has two forms, namely a circular curve and a gentle curve. When a change in slope occurs, there must also be a curve connection, and such a curve connecting different slopes is called a vertical curve. The vertical line type also comprises a straight line, a circular curve and a gentle curve.

Existing railways, particularly railways built before 2009, have lost existing data due to various reasons and undergo years of maintenance, so that correct line data cannot be collected. After 2009, in order to meet the needs of railway engineering construction and operation management, the plane and elevation control network in three stages of railway engineering survey, construction and operation maintenance must adopt a uniform scale and a calculation standard, namely three-in-one network. Before the concept is not established, most of existing railways have larger absolute position deviation and better relative smoothness in a small range, can meet the requirement of low-speed operation, and brings great influence on the operation maintenance and speed-up transformation of the existing railway.

The existing method for detecting the current track state comprises the following steps: (1) and measuring the line center line coordinates by adopting a total station and combining with a static track detection trolley, then calculating the deviation of the line from the designed position, and giving the lane poking amount and the landing amount by combining with the actual condition. (2) And for the rail direction bad section, measuring the coordinates of the left rail or the right rail by adopting a total station and combining a small tool, and giving out the track shifting amount through optimization. (3) The GNSS is adopted to adopt the line center line coordinate, so that the absolute precision is low and the use is less. (4) And for the poor high-low sections, measuring the height of the top surface of the steel rail by adopting a level gauge, and giving the track lifting and falling amount through optimization.

At present, for existing railway ballast railways, especially low-speed railways, bad sections such as track direction, height and the like are usually solved only in a local range, the whole line condition is not fully considered, partial lines deviate from the original design position more and more, the running safety is affected by the fact that the railway ballast is higher and higher, and the situation is completely solved.

Disclosure of Invention

In order to solve the technical problems, the invention provides a method for measuring the line parameters and maintenance of the existing ballast railway, which realizes the formation of preliminary line parameters by using the plane coordinates and elevation information of a small number of points.

The technical scheme adopted by the invention is as follows: a method for measuring parameters and maintenance of an existing ballast railway line includes the following steps as shown in figure 2:

s1, laying and measuring CPII and CPIII control networks according to the requirements of the railway engineering measurement Specification (TB 10101-2018);

s2, calculating a line plane parameter and a longitudinal slope parameter; specifically, the method comprises the following steps:

s21, if the CPIII result does not exist, calculating the line plane parameter and the longitudinal slope parameter, and the method comprises the following steps:

s211, judging whether plane design parameters can be collected or not, wherein the plane design parameters refer to curve radius and gentle curve length, and if the plane design parameters can be collected, executing the step S212; otherwise, the planar design parameters can not be completely collected, and step S213 is executed;

s212, calculating the intersection point coordinates of every two adjacent straight lines, and configuring initial plane design parameters according to the collected plane design parameters; then, step S241 is executed;

s213, calculating the intersection point coordinates of every two adjacent straight lines, acquiring plane coordinates of at least 3 points at every first distance at each circular curve, calculating the radius of the circular curve according to the acquired plane coordinates, and configuring initial plane design parameters according to the calculated radius of the circular curve; then, step S214 is executed;

the first distance is at least 20 meters;

further comprising: the length of the relaxation curve takes a value of 50 meters;

s214, judging whether longitudinal slope parameters can be collected or not, and if so, using the collected longitudinal slope parameters as initial longitudinal slope design parameters; otherwise, measuring one track elevation at a second distance in the line mileage under the CPII or CPIII control network measurement system, and taking the track elevation as the initial variable slope point elevation; then, step S3 is executed;

the second distance value is about 500 meters;

s22, if the CPIII result exists, calculating the line plane parameter and the longitudinal slope parameter, and the method comprises the following steps:

s221, taking the center line point of the adjacent left and right CPIII as a measuring point on the track, and sequentially taking the intersection point coordinate and the circular curve radius of each two adjacent straight lines obtained through calculation as initial plane design parameters; then, step S222 is executed;

s222, obtaining the elevation of the variable slope point according to the elevation of the CPIII, and taking the elevation as an initial longitudinal slope design parameter; then, step S3 is executed;

specifically, the method comprises the following steps: subtracting the data of the CPIII point higher than the rail surface elevation according to the pre-embedding requirement from the CPIII elevation to obtain the elevation of the variable slope point;

s3, performing field acquisition on the track by using an inertial navigation trolley or a static trolley and the like according to the initial plane parameters and the initial longitudinal slope design parameters, and calculating the actual coordinates of the track;

s4, fitting a plane parameter and a longitudinal slope parameter which are closest to the current situation of the track according to the measured actual coordinates;

and S5, recalculating coordinates, plane deviation and elevation deviation of the track according to the fitted plane and longitudinal slope parameters, and giving track lining amount and track lifting and falling amount.

The invention has the beneficial effects that: on the basis of railway engineering measurement specifications (TB10101-2018), a few points of plane coordinates and elevation information are used to form initial line parameters, an inertial navigation trolley is used to rapidly acquire track information, then track data are fitted to form line parameters which are matched with the current situation, the track dialing amount is calculated at the same time, and basic data are provided for poor lines, so that the problems that the efficiency of traditional railway line parameter measurement is low, the automation degree is low, and a set of solution for rapidly detecting the current situation of the tracks is formed.

Drawings

FIG. 1 is a schematic plan line view of a railway line;

FIG. 2 is a flow chart of a method of the present invention;

FIG. 3 is a graph of points along a straight line;

FIG. 4 is a plot of a curve line;

FIG. 5 is a waveform of an initial plane deviation of a dedicated line;

FIG. 6 is a graphical illustration of an initial elevation deviation waveform for a particular line;

FIG. 7 is a diagram of a plane deviation waveform after a special line is fitted;

FIG. 8 is a plot of elevation deviation after fitting for a particular line;

FIG. 9 is a schematic view of a deviation of a tunnel plane;

FIG. 10 is a schematic view of a deviation in elevation of a tunnel;

FIG. 11 is a schematic diagram of deviation of a plane after a tunnel is fitted;

FIG. 12 is a schematic view of elevation deviation after a tunnel is fitted.

Detailed Description

In order to facilitate the understanding of the technical contents of the present invention by those skilled in the art, the present invention will be further explained with reference to the accompanying drawings.

The first step is as follows: and laying and measuring the CPIII and CPIII control networks according to the requirements of the railway engineering measurement Specifications (TB 10101-2018).

The second step is that: in this embodiment, whether there is a CPIII result is divided into two processing methods, which are specifically as follows:

the method comprises the following steps:

a1, if plane parameters such as the radius of a circular curve and the length of a gentle curve of the circuit can be collected, measuring the coordinates of any two points at the interval of about 100 meters on each straight line under a CPII or CPIII control network measurement system; coordinate points on the straight line are shown in fig. 3;

a2, calculating the intersection point coordinates of every two adjacent straight lines according to the formula (1), and configuring initial plane design parameters according to the collected plane parameters, as shown in Table 1;

table 1: initial planar design parameters

In the formula: k₁₂、K₃₄Represents the slope of

points

1, 2 and 3, 4 on the straight line; x₁、Y₁The measured coordinates representing point 1 on the straight line; x₂、Y₂The measured coordinates representing point 2 on the straight line; x₃、Y₃The measured coordinates representing point 3 on the straight line; x₄、Y₅The measured coordinates representing the point 4 on the straight line; x_JD、Y_JDRepresenting the calculated coordinates of the intersection.

A3, if no plane design parameters can be collected, except for measuring 2 points on the straight line segment, acquiring plane coordinates of 3 points or more at intervals of at least 20 meters on each circular curve, as shown in figure 4, calculating the radius of the circular curve according to the formula (2), configuring initial plane parameters according to the calculated radius of the circular curve, and uniformly taking the length of the easement curve as 50 meters.

In the formula: x₅、Y₅The measured coordinates representing point 5 on the circular curve; x₆、Y₆The measured coordinates representing the point 6 on the circular curve; x₇、Y₇The measured coordinates representing the point 7 on the circular curve; x_O、Y_OA calculated coordinate representing the center 4 of the circle; r represents the calculated radius of the circular curve; x_JD、Y_JDRepresenting the calculated coordinates of the intersection.

In the step, values are taken according to experience at an interval of 20 meters, and the values in practical application need to be considered: if the value is too small, the distance is too short, and the fitting precision of the radius of the circular curve is influenced; in this embodiment, to ensure the fitting accuracy, the value is taken at intervals of 20 meters through multiple experiments.

(2) If the longitudinal slope parameters can be collected, the collected longitudinal slope parameters are used as initial longitudinal slope design parameters; if the longitudinal slope parameters cannot be collected, measuring the elevation of one track at the interval of about 500 meters of the line mileage under a CPII or CPIII control network measurement system to serve as the initial variable slope point elevation, and forming initial longitudinal slope design parameters as shown in a table 2. The interval of 500 meters is taken according to experience; if the value is too much, the difficulty of field collection is large; the value is too few, the calculation error of the measured value and the line parameter is large, and it is more appropriate to look at the actual condition of the line, for example, 30 kilometers, and need to measure 60 points, every 500m or so.

Table 2: initial longitudinal slope line parameters

Mileage	Elevation of variable slope point	Radius of vertical curve
			0	348.658	0
499.863	349.546	0
			1000.125	350.758	0

The second method comprises the following steps:

b1, if CPIII results exist, taking the center line point of the adjacent left and right CPIII as a measuring point on the track, calculating the results of the intersection points and the radius of the circular curve by using formulas (1) and (2), and sequentially using the results as initial plane design parameters;

and B2, the CPIII point is generally higher than the rail top by 30-50cm according to the embedding requirement, and the elevation of the top surface of the rail can be used as the elevation of a slope-changing point by subtracting 30cm from the CPIII elevation, so that the elevation is used as an initial longitudinal slope design parameter.

The third step: the line plane and longitudinal slope parameters are the precondition of inertial navigation trolley measurement, and if no line parameters exist, the static trolley and the inertial navigation trolley cannot be measured. And performing field acquisition on the track by using the inertial navigation trolley or the static trolley according to the initial plane parameters and the initial longitudinal slope design parameters, and calculating the actual coordinates of the track. Generally speaking, the measurement efficiency of the inertial navigation trolley is 5-10 times of that of the static trolley, and the adoption of the inertial navigation trolley is more beneficial to improving the measurement efficiency due to the short skylight time.

The fourth step: and fitting out the plane and longitudinal slope parameters closest to the current situation of the track by using a line fitting software based on the existing railway track smoothness detection and optimization evaluation system maintained by a large machine according to the measured actual coordinates.

The existing railway track smoothness detection and optimization evaluation system based on large-scale maintenance in the step is the existing known technology, and the software registration number is as follows: 2018SR 871016.

The fifth step: and recalculating the coordinates, plane deviation and elevation deviation of the track according to the fitted plane and longitudinal slope parameters, and giving track lining quantity and track lifting and falling quantity to provide basic data for line renovation.

Step five can be specifically realized according to the prior art, and the realization processes are all the prior art; for example, an inertial navigation track geometric state dynamic detector (CN209553210U) and a specific method refer to "a method for detecting and analyzing track smoothness" (CN109823362A) are adopted to measure and calculate the track deviation according to the line parameters.

Example 1:

for a special railway line, the line length is 29.5 kilometers, 38 curves are collected, partial design data are collected, the method 1 is adopted to establish initial plane and longitudinal slope design parameters, the track plane deviation oscillogram is shown in figure 5, and the elevation deviation oscillogram is shown in figure 6; by optimizing the back plane deviation as in fig. 7, the optimized height difference deviation as in fig. 8. According to the first method provided by the present invention, the plane coordinates and elevation information of a small number of points can be used to form the preliminary line parameters, and finally, the basic data is provided for the bad line.

Example 2:

design parameters cannot be collected by a certain tunnel and belong to a straight line from field observation, so that the initial plane and longitudinal slope design parameters are established by adopting the content of the method 2. The track plane deviation waveform is shown in FIG. 9, and the elevation deviation waveform is shown in FIG. 10; by optimizing the back plane deviation as in fig. 11, the optimized height difference deviation as in fig. 12. According to the second method provided by the invention, the plane coordinates and elevation information of a small number of points can be utilized to form initial line parameters, and finally, basic data is provided for line defects.

In summary, the method of the invention utilizes the plane coordinates and elevation information of a small number of points to form preliminary line parameters, utilizes the inertial navigation trolley to rapidly acquire the track information, then fits the track data to form line parameters which are more matched with the current situation, and simultaneously calculates the track lifting and lining amount to provide basic data for bad lines, thereby solving the technical problems of low efficiency and low automation degree of the traditional railway line parameter measurement.

It will be appreciated by those of ordinary skill in the art that the embodiments described herein are intended to assist the reader in understanding the principles of the invention and are to be construed as being without limitation to such specifically recited embodiments and examples. Various modifications and alterations to this invention will become apparent to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the claims of the present invention.

Claims

1. A method for measuring parameters and maintenance of an existing ballast railway line is characterized by comprising the following steps:

s1, laying and measuring a CPII and CPIII control network according to the requirements of the railway engineering measurement specification;

s212, calculating the intersection point coordinates of every two adjacent straight lines, and configuring initial plane design parameters according to the collected plane design parameters; then, step S3 is executed;

s213, calculating the intersection point coordinates of every two adjacent straight lines, acquiring plane coordinates of at least 3 points at every first distance at each circular curve, calculating the radius of the circular curve according to the acquired plane coordinates, and configuring initial plane design parameters according to the calculated radius of the circular curve; then, step S3 is executed;

s3, performing field acquisition on the track by using an inertial navigation trolley or a static trolley according to the initial plane parameters and the initial longitudinal slope design parameters, and calculating the actual coordinates of the track;

2. The method for measuring the parameters and maintenance of the existing ballast railway line according to claim 1, wherein the formula for calculating the coordinate of the intersection point of every two adjacent straight lines is as follows:

let two adjacent straight lines be the first straight line and the second straight line, then K₁₂Represents the slope, K, of the line connecting point 1 and point 2 on the first line₃₄Represents the slope of the line connecting point 3 and point 4 on the second line; x₁Representing the measured north coordinate, Y, of point 1 on the first line₁A measured east coordinate representing point 1 on the straight line; x₂Representing the measured north coordinate, Y, of point 2 on the first line₂A measured east coordinate representing point 2 on the first line; x₃Representing the measured north coordinate, Y, of point 3 on the second line₃Represents the measured east coordinate of point 3 on the second line; x₄Representing the measured north coordinate, Y, of point 4 on the second line₄Represents the measured east coordinate of point 4 on the second line; x_JDA calculated north coordinate, Y, representing the intersection of the first line and the second line_JDA calculated east coordinate representing an intersection of the first straight line and the second straight line.

3. The method for measuring the parameters and maintenance of the existing ballast railway line according to claim 1, wherein the formula for calculating the radius of the circular curve is as follows:

in the formula: x₅Measured north coordinate, Y, representing point 5 on the circular curve₅A measured east coordinate representing point 5 on the circular curve; x₆Measured north coordinate, Y, of point 6 on the circular curve₆A measured east coordinate representing point 6 on the circular curve; x₇Representing the measured north coordinate, Y, of point 7 on the circular curve₇A measured east coordinate representing point 7 on the circular curve; x_OCalculated north coordinates, Y, representing the centre of circle 4_OA calculated east coordinate representing a circle center 4; r represents the calculated radius of the circular curve.

4. The method for measuring the existing ballast railway line parameters and maintenance according to claim 2 or 3, wherein the first distance in step S213 is at least 20 m.

5. The method for measuring the parameters and maintenance of the existing ballast railway line according to claim 4, wherein the step S211 further comprises: the relaxation curve length takes the value of 50 meters.

6. The method for measuring the parameters and maintenance of the existing ballast railway line according to claim 5, wherein the second distance value in step S214 is 500 m.

7. The method for measuring the parameters and maintenance of the existing ballast railway line according to claim 6, wherein in step S222, the elevation of the grade change point is obtained according to the CPIII elevation, and specifically: and subtracting the data of the CPIII point higher than the rail top according to the pre-embedding requirement from the CPIII elevation to obtain the elevation of the variable slope point.