CN111942431B - Method for eliminating unevenness of ballast railway track of existing railway - Google Patents
Method for eliminating unevenness of ballast railway track of existing railway Download PDFInfo
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- CN111942431B CN111942431B CN202010843552.4A CN202010843552A CN111942431B CN 111942431 B CN111942431 B CN 111942431B CN 202010843552 A CN202010843552 A CN 202010843552A CN 111942431 B CN111942431 B CN 111942431B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
- B61L23/047—Track or rail movements
Abstract
The invention discloses a method for eliminating the unevenness of an existing ballast railway track, which is applied to the technical field of railway track detection and aims at solving the problem that the existing railway track unevenness eliminating technology is not suitable for eliminating the unevenness of the existing railway track without a CPII and CPIII control network; the invention measures the mileage of the starting point on the existing line, marks the mileage every 1 kilometer and measures the mileage of the mark point; then, acquiring relative information of the track by adopting an inertial navigation trolley with a double-odometer design, recording mileage information of the mark points, and then carrying out average distribution on errors of the double-odometer according to actual mileage of the mark points to obtain accurate mileage of actual measuring points of the track; secondly, calculating the track data by taking the plane and elevation deviation at the mark point as 0 point to obtain the actual measurement linearity of the track; thereby obtaining the track lifting amount and the track shifting amount required by the large plane; the ballast track measurement of the existing line can be quickly measured without relying on a CPII and CPIII control network.
Description
Technical Field
The invention belongs to the technical field of engineering surveying and mapping, and particularly relates to a railway track detection technology.
Background
After the release of railway engineering measurement specifications (TB10101-2009), a CPIII control network is established only when ballast sections of the existing railway exist. The railway constructed before 2009 does not have a CPIII control network, and cannot utilize equipment such as an inertial navigation trolley and the like to acquire the track data. With the progress of the inertial navigation technology, the existing inertial navigation system has higher precision, so that the rail can be measured for a long distance. A constraint method for freely setting stations at 120 meters is described in detail in a method for detecting and analyzing track smoothness (patent publication No. CN109823362A), which can meet the requirement of high-precision track measurement.
The prior art is as follows: (1) and acquiring the center line coordinates or low-orbit elevations of the track by adopting equipment such as a GNSS (global navigation satellite system), a total station and the like, and then analyzing. (2) And (4) acquiring track data by using a static rail inspection trolley or an inertial navigation trolley based on a CPII and CPIII control network, and then analyzing the adjustment quantity. All these methods are based on the control network measuring a large number of track points and then analyzing, even inertial navigation vehicles still require a secondary station of 120 meters. Most existing lines do not have CPII and CPIII control networks, and time and cost are needed for establishing the control networks.
Disclosure of Invention
In order to solve the technical problems, the invention provides a method for eliminating the track irregularity based on a control network independent of CPII and CPIII.
The technical scheme adopted by the invention is as follows: a method for eliminating the unevenness of the existing ballast railway track comprises the following steps:
s1, firstly measuring the mileage of a starting point on the existing line, marking every 1 kilometer, and measuring the mileage of a mark point;
s2, acquiring relative information of the track by adopting the inertial navigation trolley with a double-odometer design, staying at the mark point and recording the mileage information of the mark point, and performing error distribution on the double-odometer according to the mileage of the mark point measured in the step S1;
s3, obtaining the mileage of the actual measuring point according to the error distribution result of the step S2;
s4, calculating the track data by taking the plane and elevation deviation at the mark point as 0 point to obtain the actual measurement linearity of the track;
and S5, obtaining the track lifting amount and the track shifting amount required by the large plane according to the actual measurement linearity of the track obtained in the step S4.
Further, step S1 is specifically: and (3) acquiring the coordinates of the marking point by adopting a GNSS RTK technology, and then calculating the mileage of the marking point.
Further, the accuracy of the mileage calculated in step S1 is less than or equal to 2 cm.
Further, step S2 further includes: and respectively averaging the mileage of all the mark points recorded by the double-milemeter, and if the difference value between the average values of the double-milemeter is more than 0.5 m, correcting the double-milemeter.
Further, the measurement accuracy of the double-odometer is 1/2000-1/1000.
Further, step S4 further includes: when the mileage of the mark points is measured, the plane and elevation deviation of the mark points is measured at the same time, and the deviation is adopted to constrain the track measurement data.
The invention has the beneficial effects that: according to the method, the ballast track measurement of the existing railway can be quickly measured without depending on a CPII and CPIII control network, and a basis is provided for eliminating the irregularity of the ballast railway track of the existing railway; the method can greatly save the construction and maintenance cost of the CPIII control network and improve the maintenance efficiency of the ballast track existing line track.
Drawings
FIG. 1 is a flow chart of a protocol of the present invention;
FIG. 2 is a graph comparing absolute measurements with relative measurement plane deviations obtained by the method of the present invention;
FIG. 3 is a comparison of absolute measurements versus relative elevation deviation measurements made by the method of the present invention;
FIG. 4 is a schematic diagram of an absolute measurement plane simulation adjustment;
FIG. 5 is a schematic diagram of the simulated adjustment of the relative measurement plane obtained by the method of the present invention.
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.
As shown in fig. 1, the measurement process of the method of the present invention comprises the following steps:
the first step is as follows: the mileage of a starting point is measured at first in the existing line, the accurate mileage is measured by marking at intervals of about 1 kilometer, and the accuracy of the mileage can reach 2 centimeters. Specifically, the method comprises the following steps: the invention adopts GNSS RTK technology to rapidly obtain the coordinates of the marking point, and then the accurate mileage of the marking point can be calculated.
Theoretically, only the mileage of the starting point and the ending point needs to be measured. In consideration of subsequent operability, marking is prescribed every 1 km or so. The deformation of the control network of the railway engineering measurement regulation is controlled within 25mm per kilometer, so that the regulation error is less than or equal to 2 cm, and the measurement precision of 2 cm is easy to realize.
The second step is that: the method comprises the steps of collecting relative information of a track by using an inertial navigation trolley with a double-odometer design, stopping at a mark point and recording mark point mileage information, and correcting the odometer if the difference of the mileage average values of all mark points of the two odometers exceeds 0.5 m.
The accuracy of the odometer is generally 1/2000-1/1000, that is, the difference between the measurement length of 1 km and the actual length is 0.5 m to 1 m, and since the same type of odometer is adopted, generally, the difference between the two different odometers for measuring 1 km can reach 0.5 m, for the double odometers adopting the same type, if the average mileage difference value of the two odometers is set to be greater than 0.5 in the embodiment, correction is required to ensure the accuracy of the mileage measurement at the subsequent actual measurement point.
The mileage measurement of the inertial navigation vehicle of the dual-odometer design of the present embodiment is prior art, and reference may be made to patent application No. CN 209553210U.
The third step: and distributing the errors of the measured mileage difference to obtain the accurate mileage of the actual measuring points of the track. The measurement precision of the odometer is 1/2000-1/1000, namely the measurement error of the odometer per kilometer is 0.5-1 meter; for example, in the dual odometer, the actual 1 km average mileage of the mark points measured by the odometer 1 and the odometer 2 is 999.5 m and 1000.5 m, respectively, and according to the step one, the actual length of the mark point interval is 1000 m, in this embodiment, the mileage error is evenly distributed.
Then measuring by using a double-odometer according to average error distribution to obtain the mileage of the actual measuring point; in this embodiment, a process of calculating an accurate mileage L of a certain actual measurement point by average error distribution is taken as an example to explain:
K1＝(l1i+1-l1i)/(Li+1-Li)
K2＝(l2i+1-l2i)/(Li+1-Li)
L＝Li+[(l1-l1i)]*K1+(l2-l2i)*K2/2
wherein K1 represents the error coefficient of odometer 1, K2 represents the error coefficient of odometer 2, LiThe marked mileage of the ith mark point is represented; l isi+1The marked mileage of the i +1 th mark point is represented; l1iThe mileage measured by the odometer 1 representing the i-th segment of the marking point; l1i+1The mileage measured by the odometer 1 representing the i +1 th mark point; l2iThe mileage measured by the odometer 2 representing the i-th segment of the marking point; l2i+1The mileage measured by the odometer 2 representing the i +1 th mark point; l1 represents the mileage measured by the odometer 1 at a certain measured point, and l2 represents the mileage measured by the odometer 2 at a certain measured point.
Although the odometer with the average mileage error exceeding 0.5 m is corrected in the step two, the odometer is not exceptional because any measurement has errors, so the actual measurement mileage can be more accurate by redistributing the odometer measurement mileage errors in the step.
The fourth step: calculating the track data by taking the plane and elevation deviation at the mark point as 0 point to obtain the actual measurement linearity of the track; if the plane and elevation deviation of the mark point is measured simultaneously when the mileage of the mark point is measured, and the deviation is adopted to constrain the track measurement data, the obtained track actual measurement linearity accuracy and reliability are higher.
120 m is described in detail in "a method for track smoothness detection analysis" (patent publication No.: CN109823362A), which is extended here because of the inconsistency in accuracy we are concerned with.
The fifth step: the method comprises the steps of analyzing measured data by utilizing SGJ-I-TEY-DPS (copyright number: 2017SR382209) software, and dynamically detecting the height and the track direction of 42m wavelength only according to the specification of track geometric state dynamic detection and assessment (TB/T3355-.
The following examples have given specific implementations. The track shifting amount is the difference between the measured plane linearity and the target linearity to be shifted. The track lifting and dropping amount is a difference value between an actual measurement elevation linearity and a target elevation linearity, and the track shifting amount and the track lifting and dropping amount belong to terms for existing line renovation, which is the prior art and is not described in detail in this embodiment.
Example 1:
the absolute position is measured by adopting an inertial navigation trolley in a certain tunnel of the existing operation line, and meanwhile, the pure relative position is measured by adopting the method of the invention, the position plane difference is as shown in a graph 2, and the height difference is as shown in a graph 3.
From fig. 2 and 3, the elevation is substantially consistent with the planar trend. The number of short wave statistics overrun is completely consistent, which is not listed here, and the statistics is carried out on the 300m long wave, which is shown in table 1.
TABLE 1 comparison table of 300 meters long wave for relative measurement and absolute measurement obtained by the method of the present invention
As can be seen from Table 1, the difference between the rail direction and the height percentage is less than 5%, and it can be considered that the relative measurement of the present invention is consistent with the long wave irregularity measured by the existing absolute measurement.
Taking the data plane as an example, the schematic diagram of the analog adjustment of the absolute measurement plane in the prior art is shown in fig. 4, and the schematic diagram of the analog adjustment of the relative measurement plane obtained by the method of the present invention is shown in fig. 5.
The absolute measurement and relative measurement track lining amount statistical table obtained by the method of the invention are shown in table 2:
TABLE 2 track-shifting amount statistics table
Generally, when the track lining amount is less than 30mm, the large machine can be lined in place at one time. As can be seen from the above table, when the thickness is within 10mm, the difference in the adjustment amount is almost zero, and the stability is good. The 5mm is taken as a statistical limit, and the difference between the absolute measurement and the relative measurement is only 6%, because the absolute measurement has a part of constraint conditions, but the relative relationship is not changed, so that the method for eliminating the irregularity of the existing railway track provided by the invention is feasible, the construction and maintenance cost of a CPIII control network can be greatly saved, and the maintenance efficiency of the existing railway track of the ballast track is improved.
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 (7)
1. A method for eliminating the unevenness of the existing ballast railway track is characterized by comprising the following steps:
s1, firstly measuring the mileage of a starting point on an existing line without a CPII and CPIII control network, marking the mileage at intervals of about 1 kilometer, and measuring the mileage of a mark point;
s2, acquiring relative information of the track by adopting the inertial navigation trolley with a double-odometer design, staying at the mark point and recording the mileage information of the mark point, and performing error distribution on the double-odometer according to the mileage of the mark point measured in the step S1;
s3, obtaining the mileage of the actual measuring point according to the error distribution result of the step S2;
s4, calculating the track data by taking the plane and elevation deviation at the mark point as 0 point to obtain the actual measurement linearity of the track;
and S5, obtaining the track lifting amount and the track shifting amount required by the large plane according to the actual measurement linearity of the track obtained in the step S4.
2. The existing ballast railway track irregularity eliminating method according to claim 1, wherein the step S1 specifically comprises: and (3) acquiring the coordinates of the marking point by adopting a GNSS RTK technology, and then calculating the mileage of the marking point.
3. The existing ballast railway track irregularity eliminating method according to claim 2, wherein the mileage accuracy calculated in step S1 is less than or equal to 2 cm.
4. The existing railway ballast track irregularity eliminating method according to claim 1, wherein the step S2 further includes: and respectively averaging the mileage of all the mark points recorded by the double-milemeter, and if the difference value between the average values of the double-milemeter is more than 0.5 m, correcting the double-milemeter.
5. The existing railway ballast track irregularity eliminating method according to claim 4, wherein the error distribution is an average distribution.
6. The existing railway ballast track irregularity eliminating method according to claim 5, wherein the measurement accuracy of the double odometer is 1/2000-1/1000.
7. The existing ballast railway track irregularity eliminating method according to claim 1, wherein the step S4 further includes: when the mileage of the mark point is measured, the plane and elevation deviation of the mark point is measured at the same time, and the deviation is adopted to restrain the track measurement data, so that the absolute position deviation precision is improved.
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