CN113326637B - Ballastless track fine adjustment optimization method based on double-track combined constraint - Google Patents

Ballastless track fine adjustment optimization method based on double-track combined constraint Download PDF

Info

Publication number
CN113326637B
CN113326637B CN202110883644.XA CN202110883644A CN113326637B CN 113326637 B CN113326637 B CN 113326637B CN 202110883644 A CN202110883644 A CN 202110883644A CN 113326637 B CN113326637 B CN 113326637B
Authority
CN
China
Prior art keywords
rail
vector distance
deviation
reference rail
track
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202110883644.XA
Other languages
Chinese (zh)
Other versions
CN113326637A (en
Inventor
时瑾
张雨潇
王英杰
赵诗昆
楚杭
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beijing Jiaotong University
Original Assignee
Beijing Jiaotong University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beijing Jiaotong University filed Critical Beijing Jiaotong University
Priority to CN202110883644.XA priority Critical patent/CN113326637B/en
Publication of CN113326637A publication Critical patent/CN113326637A/en
Application granted granted Critical
Publication of CN113326637B publication Critical patent/CN113326637B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Evolutionary Computation (AREA)
  • Geometry (AREA)
  • General Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

The invention discloses a ballastless track fine adjustment optimization method based on double-track combined constraint. The smoothness constraint is introduced into a fine tuning scheme making link, a reference rail and a non-reference rail are fused into a whole to construct a constraint equation, the rail direction, height, level, rail distance and distortion irregularity of a left rail and a right rail are comprehensively constrained, the overall space adjustment quantity of a double rail is taken as a calculation target, a rail fine tuning quantity optimization model of double-rail combined constraint is established according to the minimum principle of the overall adjustment quantity, and the optimal fine tuning quantity of the double rails is simultaneously solved according to an optimization theory, so that the automatic making of the ballastless track and double-rail fine tuning optimization scheme is completed, the reference rail and the non-reference rail are simultaneously adjusted according to the scheme, and the smoothness state of the double rails can be fully controlled. The method can make up the defect that the smoothness of the traditional ballastless track fine tuning method is not enough, and particularly improves the formulation efficiency and the rationality of the ballastless track fine tuning scheme in the aspects of automatically formulating the fine tuning scheme and adjusting the unevenness of the non-reference track.

Description

Ballastless track fine adjustment optimization method based on double-track combined constraint
Technical Field
The invention relates to the technical field of railway engineering and optimization processing, in particular to a ballastless track fine tuning optimization method based on double-track combined constraint.
Background
The ballastless track fine tuning operation is the key for ensuring the high smoothness and the high stability of the geometric state of the ballastless track of the high-speed railway, and the traditional fine tuning operation method firstly adopts a track inspection tester to collect the internal and external geometric shape and position data of the track, and then carries out simulation adjustment by depending on matched internal processing software to prepare a fastener adjusting scheme of the reference track. The field constructor follows the operation flow of 'track-first to track gauge, height-first to level-second', implements the operation on the reference track according to the fastener adjusting scheme, and adjusts the non-reference track according to the parameters of track gauge, level, distortion and the like, thereby realizing the treatment of the irregularity of the ballastless track.
The traditional fine tuning operation method is too dependent on the design experience of technicians in the scheme making link, the simulation and adjustment process is often required to be repeatedly tried, the optimization result is easy to not meet the requirement of smoothness, and the fine tuning operation effect of the reference rail is restricted. In addition, the traditional operation flow only depends on parameters such as track gauge and level to constrain the non-reference rail, the operation precision is limited, the geometric shape and position state of the non-reference rail after actual adjustment operation is obviously poorer than that of the reference rail, and the realization of high smoothness of the non-reference rail is not facilitated. A more effective method for calculating the fine adjustment amount of the ballastless track needs to be explored urgently, the combination smoothness relation between the reference track and the non-reference track is considered comprehensively, the smoothness difference between the left track and the right track after adjustment is made up, and the adverse effect of human factors on the fine adjustment operation is weakened.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a ballastless track fine adjustment optimization method based on double-track combined constraint, and the technical problems to be solved by the invention are as follows: determining deviation values of the flat longitudinal sections of the left and right rails and a smoothness management standard, introducing smoothness constraints into a fine adjustment scheme making link, establishing a track fine adjustment optimization method of double-rail combined constraints, and calculating optimal accurate adjustment quantities of the two steel rails at the same time, so as to provide reference for further improving the fine adjustment operation effect of the ballastless track and fully controlling the smoothness state of the double rails.
In order to achieve the above purposes, the technical scheme adopted by the invention is as follows:
a ballastless track fine adjustment optimization method based on double-track combined constraint is characterized by taking smoothness states of a control reference track and a non-reference track as targets to calculate the planned adjustment of a fastener, and specifically comprises the following steps:
the steel rail part of the ballastless track comprises: left rail and right rail, fine tuning job regulation: the left rail is a reference rail and the right rail is a non-reference rail, so the reference rail and the non-reference rail can be collectively called as a left rail and a right rail.
A. Measuring three-dimensional coordinates of a ballastless track reference rail and a non-reference rail, and comparing the three-dimensional coordinates of the design position of the track to obtain the deviation value of the flat longitudinal section of the reference rail and the non-reference rail; and judging the irregularity of each track according to the deviation value of the flat longitudinal section, and determining the irregularity management value of each track of the line to be adjusted by comprehensively considering the maintenance specification and the technical experience of constructors.
B. And B, setting a basic optimization unit, and respectively establishing a rail direction constraint equation, a height constraint equation, a level constraint equation, a torsion constraint equation and a track gauge constraint equation by combining the deviation amount of the flat longitudinal section obtained in the step A and various track irregularity management values to control the geometric shape and position of the reference rail and the non-reference rail.
C. Integrating the track direction, height, level, distortion and track gauge irregularity constraint equations in the basic optimization unit to construct a double-track combined constraint fine tuning optimization model, wherein the double-track combined constraint fine tuning optimization model comprises the following steps: a target function, a polynomial irregularity joint constraint equation and a matrix inequality; and calculating the amount of adjustment to be made for fasteners of the reference rail and the non-reference rail through a double-rail combined constraint fine adjustment optimization model, and making a fine adjustment optimization scheme of the ballastless track.
D. And D, performing simulation adjustment according to the ballastless track fine adjustment optimization scheme formulated in the step C, and ensuring that the smoothness states of the track direction, height, level, track distance and distortion of the ballastless track meet various track irregularity management values.
On the basis of the above scheme, the various track irregularities of step a include: rail is to irregularity, the unevenness of height is not in the same direction as, level irregularity, distortion irregularity and gauge irregularity, wherein, the rail is to including: a left rail direction and a right rail direction; the high and low sides comprise: left high-low and right high-low; the track irregularity management values include: a rail-wise irregularity management value, a level irregularity management value, a horizontal irregularity management value, a twist irregularity management value, and a track gauge irregularity management value.
On the basis of the scheme, the step B specifically comprises the following steps:
b-1, setting a part of adjacent fastener sets of the line to be adjusted as a basic optimization unit, wherein the length of the basic optimization unit is equal to the longest detection chord length, performing constraint adjustment on the irregularity of the local track by taking the basic optimization unit as a unit, controlling the track direction, height, level, twist and track distance of the reference track and the non-reference track, and smoothly restoring the reference track and the non-reference track in the basic optimization unit to an ideal state.
And B, taking the deviation value of the flat longitudinal section determined in the step A as a data base, and carrying out algebraic operation on the deviation value of the fastener adjusting point and the fastener quasi-adjusting value to obtain an adjusted residual deviation, wherein the formula is as follows:
Figure DEST_PATH_IMAGE001
(1)
in the formula (I), the compound is shown in the specification,
Figure DEST_PATH_IMAGE002
the serial number of the adjusting point of the fastener is adjusted,
Figure DEST_PATH_IMAGE003
is the deviation of the plane of the reference rail, and has the unit of mm,
Figure DEST_PATH_IMAGE004
the deviation of the longitudinal section of the reference rail is expressed in mm;
Figure DEST_PATH_IMAGE005
is the non-reference rail plane deviation, and has the unit of mm,
Figure DEST_PATH_IMAGE006
the deviation of the longitudinal section of the non-reference rail is expressed in mm;
Figure DEST_PATH_IMAGE007
is the residual deviation of the reference rail plane, and the unit is mm,
Figure DEST_PATH_IMAGE008
the residual deviation of the longitudinal section of the reference rail is expressed in mm,
Figure DEST_PATH_IMAGE009
the residual deviation of the non-reference rail plane is expressed in mm,
Figure DEST_PATH_IMAGE010
the residual deviation of the longitudinal section of the non-reference rail is in mm;
Figure DEST_PATH_IMAGE011
is the horizontal adjustment quantity of the reference rail, the unit is mm,
Figure DEST_PATH_IMAGE012
the unit is mm, which is the vertical adjustment quantity of the reference rail;
Figure DEST_PATH_IMAGE013
is the non-reference rail transverse adjustment amount with the unit of mm,
Figure DEST_PATH_IMAGE014
the unit is mm of the vertical adjustment amount of the non-reference rail.
And B-2, the midpoint vector distance and the vector distance difference are suitable for evaluating the common indexes of the rail irregularity. In order to effectively control the rail-direction smoothness states of the reference rail and the non-reference rail, the rail-direction irregularity management value determined in the step A is used as a constraint target, and the rail-direction midpoint vector constraint and the vector distance difference constraint of the reference rail and the non-reference rail are established, wherein the rail-direction irregularity management value comprises: the vector distance management value of the midpoint of the rail irregularity and the vector distance difference management value of the rail irregularity are specifically as follows:
Figure DEST_PATH_IMAGE015
(2)
in the formula (I), the compound is shown in the specification,
Figure DEST_PATH_IMAGE016
residual plane deviation of the chord starting point is detected by the midpoint vector distance of the reference rail,
Figure DEST_PATH_IMAGE017
Detecting the residual plane deviation of the chord starting point for the midpoint vector distance of the non-reference rail;
Figure DEST_PATH_IMAGE018
residual plane deviation of the midpoint vector distance detection chord end point of the reference rail,
Figure DEST_PATH_IMAGE019
Detecting the residual plane deviation of the chord end point for the midpoint vector distance of the non-reference rail;
Figure DEST_PATH_IMAGE020
detecting the residual plane deviation of the chord start point for the vector distance difference of the reference rail,
Figure DEST_PATH_IMAGE021
Detecting the residual plane deviation of the chord starting point for the vector distance difference of the non-reference rail;
Figure DEST_PATH_IMAGE022
detecting the residual plane deviation of the chord end point for the vector distance difference of the reference rail,
Figure DEST_PATH_IMAGE023
Detecting the residual plane deviation of the chord end point for the vector distance difference of the non-reference rail;
Figure DEST_PATH_IMAGE024
residual plane deviation of vector distance difference detection point of reference track,
Figure DEST_PATH_IMAGE025
The residual plane deviation of the vector distance difference detection point of the non-reference rail is detected by the detection point
Figure DEST_PATH_IMAGE026
The position of a fastener with half detection wavelength on the front side is pointed;
Figure DEST_PATH_IMAGE027
computing the residual plane deviation of the point for the vector distance difference of the reference track,
Figure DEST_PATH_IMAGE028
Computing the residual plane deviation of the point for the vector distance difference of the non-reference track, wherein the computed point is located at
Figure DEST_PATH_IMAGE029
Half of the fastener position of the detection wavelength at the rear side of the point;
Figure DEST_PATH_IMAGE030
the vector is a midpoint vector management value of the rail irregularity, and the unit is mm;
Figure DEST_PATH_IMAGE031
the unit is mm, and the unit is a vector distance difference management value of the rail irregularity;
Figure DEST_PATH_IMAGE032
calculating coefficients for the vector distance differences;
wherein the vector distance difference calculating coefficient
Figure 466151DEST_PATH_IMAGE032
The calculation formula of (2) is as follows:
Figure DEST_PATH_IMAGE033
(3)
in the formula (I), the compound is shown in the specification,
Figure DEST_PATH_IMAGE034
the string end point numbers are detected for the vector distance differences,
Figure DEST_PATH_IMAGE035
numbering the starting points of the vector distance difference detection strings;
Figure DEST_PATH_IMAGE036
the vector distance difference accounting point numbers are given,
Figure DEST_PATH_IMAGE037
vector distance difference detection points are numbered.
And B-3, the midpoint vector distance and the vector distance difference are also suitable for evaluating the high-low smoothness, and in order to effectively control the high-low smoothness states of the reference rail and the non-reference rail, the high-low smoothness management value determined in the step A is used as a constraint target to establish high-low midpoint vector distance constraint and vector distance difference constraint of the reference rail and the non-reference rail, wherein the high-low smoothness management value comprises the following steps: the vector distance management value of the mid-point of the uneven distribution and the vector distance difference management value of the uneven distribution are as follows:
Figure DEST_PATH_IMAGE038
(4)
in the formula (I), the compound is shown in the specification,
Figure DEST_PATH_IMAGE039
the residual vertical section deviation of the chord starting point is detected by the midpoint vector distance of the reference rail,
Figure DEST_PATH_IMAGE040
Detecting the residual vertical section deviation of the chord starting point for the midpoint vector distance of the non-reference rail;
Figure DEST_PATH_IMAGE041
the deviation of the residual vertical section of the chord end point is detected by the midpoint vector distance of the reference rail,
Figure DEST_PATH_IMAGE042
Detecting the residual vertical section deviation of the chord end point for the midpoint vector distance of the non-reference rail;
Figure DEST_PATH_IMAGE043
detecting the residual vertical section deviation of the chord starting point for the vector distance difference of the reference rail,
Figure DEST_PATH_IMAGE044
Detecting the residual vertical section deviation of the chord starting point for the vector distance difference of the non-reference rail;
Figure DEST_PATH_IMAGE045
detecting the residual vertical section deviation of the chord end point for the vector distance difference of the reference rail,
Figure DEST_PATH_IMAGE046
Detecting the residual vertical section deviation of the chord end point for the vector distance difference of the non-reference rail;
Figure DEST_PATH_IMAGE047
residual vertical section deviation of vector distance difference detection point of reference rail,
Figure DEST_PATH_IMAGE048
The residual vertical section deviation of the vector distance difference detection point of the non-reference rail is that the detection point is positioned
Figure DEST_PATH_IMAGE049
The position of a fastener with half detection wavelength on the front side is pointed;
Figure DEST_PATH_IMAGE050
computing the residual vertical section deviation of the reference rail vector distance difference,
Figure DEST_PATH_IMAGE051
Computing the residual vertical section deviation of the vector distance difference of the non-reference rail, wherein the computed point is a positionIn that
Figure DEST_PATH_IMAGE052
Half of the fastener position of the detection wavelength at the rear side of the point;
Figure DEST_PATH_IMAGE053
the vector is a mid-point vector distance management value of the unevenness, and the unit is mm;
Figure DEST_PATH_IMAGE054
the vector distance difference management value is uneven and smooth and has a unit of mm.
And B-4, the horizontal and track pitches reflect the mutual position relation of the reference track and the non-reference track on the vertical section and the plane, and the deviation amount of the reference track and the non-reference track must be controlled simultaneously to effectively restore the smoothness state of the horizontal and track pitches. And B, taking the track gauge irregularity management value and the horizontal irregularity management value determined in the step A as constraint targets, simultaneously applying track gauge irregularity constraint and horizontal irregularity constraint to the reference track and the non-reference track, and establishing a constraint equation, wherein the specific formula is as follows:
Figure DEST_PATH_IMAGE055
(5)
in the formula (I), the compound is shown in the specification,
Figure DEST_PATH_IMAGE056
residual deviation of the reference rail plane;
Figure DEST_PATH_IMAGE057
the residual deviation of the non-reference rail plane is obtained;
Figure DEST_PATH_IMAGE058
residual deviation of the longitudinal section of the reference rail is taken;
Figure DEST_PATH_IMAGE059
the residual deviation of the longitudinal section of the non-reference rail is obtained;
Figure DEST_PATH_IMAGE060
for the track gauge irregularity management value, unit mm；
Figure DEST_PATH_IMAGE061
The unit is a horizontal irregularity management value in mm.
And B-5, the distortion is that the reference rail and the non-reference rail are separated by a certain base length horizontal algebraic difference, and the irregularity of the distortion is eliminated, and the deviation amount of the longitudinal sections of the reference rail and the non-reference rail is simultaneously controlled. First, the base length of the twist irregularity is determined
Figure DEST_PATH_IMAGE062
And then establishing a distortion and irregularity constraint equation based on the deviation amount of the flat longitudinal section and the distortion and irregularity management value determined in the step A, wherein the specific formula is as follows:
Figure DEST_PATH_IMAGE063
(6)
in the formula (I), the compound is shown in the specification,
Figure DEST_PATH_IMAGE064
is a base length
Figure 945018DEST_PATH_IMAGE062
The number of fastener adjusting points included in the range,
Figure DEST_PATH_IMAGE065
；
Figure DEST_PATH_IMAGE066
the unit is a twist irregularity management value in mm.
On the basis of the scheme, the step C specifically comprises the following steps:
c-1, striving for small-amplitude adjustment of the positions of the reference rail and the non-reference rail to avoid disturbance of the overall state of the rail, summing the absolute values of the quasi-adjustment amount of the reference rail fastener and the quasi-adjustment amount of the non-reference rail fastener in the basic optimization unit according to the principle of minimum adjustment amount of the reference rail and the non-reference rail, and setting an objective function
Figure DEST_PATH_IMAGE067
Comprises the following steps:
Figure DEST_PATH_IMAGE068
（7）
in the formula (I), the compound is shown in the specification,
Figure DEST_PATH_IMAGE069
optimizing the total number of fastener adjusting points in the unit for the basis,
Figure DEST_PATH_IMAGE070
。
c-2, integrating the irregularity constraint equations of the reference rail and the non-reference rail established in the step B, along the rail direction, height, level, gauge and twist to form a multi-item irregularity combined constraint equation, wherein the specific mathematical formula is as follows:
Figure DEST_PATH_IMAGE071
the method comprises the following steps of firstly, constraining the reference rail to the midpoint vector distance, secondly, constraining the non-reference rail to the midpoint vector distance, thirdly, constraining the reference rail to the midpoint vector distance difference, fourthly, constraining the non-reference rail to the vector distance difference, fifthly, constraining the reference rail to the midpoint vector distance, sixthly, constraining the non-reference rail to the midpoint vector distance, seventhly, constraining the reference rail to the high-low vector distance difference, eighthly, constraining the non-reference rail to the high-low vector distance difference, ninthly, constraining the rail distance irregularity, constraining the horizontal irregularity, and ⑪, wherein the first step is the torsional irregularity.
C-3, in order to solve the optimal result meeting the constraint control condition, converting the polynomial irregularity joint constraint equation in the step C-2 into a matrix inequality, wherein the specific formula is as follows:
Figure DEST_PATH_IMAGE072
(9)
in the formula (I), the compound is shown in the specification,
Figure DEST_PATH_IMAGE073
the number of fastener adjustment points included for the mid-point vector detection chord,
Figure DEST_PATH_IMAGE074
the number of fastener adjusting points contained in the vector distance difference detection wave;
Figure DEST_PATH_IMAGE075
amount of adjustment to be made to the fastener
Figure DEST_PATH_IMAGE076
Corresponding coefficient matrix with number of rows
Figure DEST_PATH_IMAGE077
The number of columns of the coefficient matrix is
Figure DEST_PATH_IMAGE078
；
Figure DEST_PATH_IMAGE079
Amount of adjustment to be made to the fastener
Figure 615076DEST_PATH_IMAGE076
Corresponding constraint matrix with row number of
Figure 701980DEST_PATH_IMAGE077
The number of columns is 1;
Figure 113370DEST_PATH_IMAGE080
simulating an adjustment matrix for the fastener, the adjustment matrix having a number of rows
Figure 20146DEST_PATH_IMAGE081
The number of columns is 1;
solving the matrix inequality according to an optimization theory, solving the accurate adjustment quantity of the positions of the fasteners of the reference rail and the non-reference rail in the basic optimization unit, moving the basic optimization unit one by one, and calculating to obtain the fastener simulated adjustment quantity of the whole section of the line, thereby completing the formulation of the ballastless track accurate adjustment optimization scheme.
The invention has the beneficial effects that: the method comprehensively judges the state of the track on the basis of the mutual position relationship of the left track and the right track, controls a plurality of irregularities, realizes the calculation of the fine adjustment amount of the double tracks of the ballastless track, makes up the defect of respectively isolated adjustment of the reference track and the non-reference track, and is favorable for accurately finishing the irregularities of the track. Firstly, the method considers various irregularity management values of the ballastless track, determines the actual states of the left track and the right track by combining the track accurate measurement three-dimensional coordinates, and lays a foundation for making an accurate adjustment scheme; secondly, the method takes the longest detection string as a basic optimization unit, takes the overall space position variation of the left rail and the right rail in the basic optimization unit as a control target, and simultaneously applies effective constraints on the rail direction, height, level, track gauge and distortion of the reference rail and the non-reference rail to construct a plurality of unsmooth joint constraint equations; finally, a double-track combined constraint fine adjustment optimization model is constructed based on a joint constraint equation, the simulated adjustment of the left and right track fasteners is solved according to an optimization theory, and the formulation of a fine adjustment optimization scheme of the ballastless track is completed.
The invention provides a scientific method for making an accurate adjustment scheme of the left and right rails of the ballastless track, and research results have important scientific value and guiding significance for actual track fine adjustment operation.
Drawings
The invention has the following drawings:
FIG. 1 is a schematic diagram of dual rail combined constrained rail irregularity;
FIG. 2 is a diagram of the effect of the dual-rail plane three-way irregularity treatment;
FIG. 3 is a diagram of effects of dual-rail elevation four-item irregularity treatment;
fig. 4 is a flow chart of the ballastless track fine adjustment amount optimization method of the invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings 1 to 4.
A ballastless track fine tuning optimization method based on double-track combined constraint comprises the following specific implementation modes:
the steel rail part of the ballastless track comprises: left rail and right rail, fine tuning job regulation: the left rail is a reference rail and the right rail is a non-reference rail, so the reference rail and the non-reference rail can be collectively called as a left rail and a right rail.
The method comprises the following steps: measuring three-dimensional coordinates of a ballastless track reference rail and a non-reference rail, wherein the position of the measured coordinate is called a measured point, comparing a design line coordinate corresponding to the mileage of the measured point with the measured coordinate, comparing the three-dimensional coordinates of the track design position to obtain the deviation amount of the reference rail and the non-reference rail on a flat longitudinal section, and providing data support for accurately judging various unsmooth states of the left rail and the right rail.
The deviation of the plane and longitudinal section is divided into plane deviation
Figure 909605DEST_PATH_IMAGE082
And amount of vertical section deviation
Figure 851016DEST_PATH_IMAGE083
Wherein the amount of plane deviation
Figure 666263DEST_PATH_IMAGE082
The calculation formula of (a) is specifically as follows:
Figure 60335DEST_PATH_IMAGE084
(10)
in the formula (I), the compound is shown in the specification,
Figure 753485DEST_PATH_IMAGE082
is the plane deviation amount in mm;
Figure 549402DEST_PATH_IMAGE085
is the coordinates of the measuring point east in unit m;
Figure 302595DEST_PATH_IMAGE086
is the design Point east coordinate, unit m;
Figure 183963DEST_PATH_IMAGE087
is the coordinate of the measuring point north in the unit m;
Figure 415224DEST_PATH_IMAGE088
north coordinates of the design point are in the unit of m;
Figure 65648DEST_PATH_IMAGE089
in order to judge the coefficient, the principle of 'left negative right positive' is followed from the small mileage surface to the large mileage surface, when the measuring point is positioned at the left side of the design point,
Figure 488277DEST_PATH_IMAGE090
when the measurement point is located on the right side of the design point,
Figure 856942DEST_PATH_IMAGE091
。
amount of deviation of longitudinal section
Figure 891894DEST_PATH_IMAGE083
The calculation formula of (a) is specifically as follows:
Figure 396825DEST_PATH_IMAGE092
(11)
in the formula (I), the compound is shown in the specification,
Figure 757399DEST_PATH_IMAGE093
is the deviation of the longitudinal section in mm;
Figure 613359DEST_PATH_IMAGE094
measuring point elevation in unit m;
Figure 186423DEST_PATH_IMAGE095
design point elevation in m.
Step two: judging the irregularity of each track according to the deviation of the flat longitudinal section, wherein the irregularity of each track comprises: rail direction, height, level, distortion and gauge, wherein, rail direction includes: a left rail direction and a right rail direction; the high and low sides comprise: left high-low and right high-low;
comprehensively considering the maintenance specification and the technical experience of constructors, determining various irregularity management values of the line to be adjusted, wherein the irregularity management values comprise: a rail-wise irregularity management value, a level irregularity management value, a horizontal irregularity management value, a twist irregularity management value, and a track gauge irregularity management value.
According to the dynamic response simulation result of a train running at the speed of 300km/h, when the mid-point vector distance of 60m chords with uneven track height is more than 7mm, the phenomenon of vehicle shaking is easy to occur; the fine adjustment operation guide provision of the high-speed railway ballastless track engineering construction is as follows: the mid-point vector distance irregularity management value of 10m chords in the rail direction and height is 2 mm; the chord vector distance difference irregularity management value of 30m is 2 mm; the chord vector distance difference irregularity management value of 300m is 10 mm; the horizontal irregularity management value is 1 mm; the rail gauge irregularity management value is 1 mm; the base length of the twisting action is 6.25m, and the management value of the unevenness of the twisting is 2 mm.
Step three: combining the deviation amount of the flat longitudinal section and various irregularity management values, establishing a constraint equation of rail direction, height, level, rail distance and distortion irregularity, and controlling the geometric shape and position of the reference rail and the non-reference rail;
(a) the method comprises the steps of setting a set of partial adjacent fasteners of a line to be adjusted as a basic optimization unit, enabling the length of the basic optimization unit to be equal to the longest detection string length, using the basic optimization unit as a unit, carrying out constraint adjustment on partial track irregularity, controlling the height, the track direction, the level, the distortion and the track distance of a left track and a right track, and restoring the smoothness of double tracks in the optimization unit to an ideal state. Setting the adjusted residual deviation obtained by algebraic operation of the deviation value of the fastener adjusting point and the adjustment value on the basis of the deviation value of the flat longitudinal section as data, wherein the formula is as follows:
Figure 811439DEST_PATH_IMAGE001
(1)
in the formula (I), the compound is shown in the specification,
Figure 575871DEST_PATH_IMAGE002
the serial number of the adjusting point of the fastener is adjusted,
Figure 387969DEST_PATH_IMAGE003
is the deviation of the plane of the reference rail, and has the unit of mm,
Figure 30303DEST_PATH_IMAGE004
the deviation of the longitudinal section of the reference rail is expressed in mm;
Figure 775405DEST_PATH_IMAGE005
is the non-reference rail plane deviation, and has the unit of mm,
Figure 212203DEST_PATH_IMAGE006
the deviation of the longitudinal section of the non-reference rail is expressed in mm;
Figure 777176DEST_PATH_IMAGE007
is the residual deviation of the reference rail plane, and the unit is mm,
Figure 692043DEST_PATH_IMAGE008
the residual deviation of the longitudinal section of the reference rail is expressed in mm,
Figure 291651DEST_PATH_IMAGE009
the residual deviation of the non-reference rail plane is expressed in mm,
Figure 397885DEST_PATH_IMAGE010
the residual deviation of the longitudinal section of the non-reference rail is in mm;
Figure 450155DEST_PATH_IMAGE011
is the horizontal adjustment quantity of the reference rail, the unit is mm,
Figure 168712DEST_PATH_IMAGE012
the unit is mm, which is the vertical adjustment quantity of the reference rail;
Figure 622827DEST_PATH_IMAGE013
is the non-reference rail transverse adjustment amount with the unit of mm,
Figure 401427DEST_PATH_IMAGE014
the unit is mm of the vertical adjustment amount of the non-reference rail.
The method comprises the following steps of respectively applying rail-direction irregularity constraints on a reference rail and a non-reference rail, wherein due to the fact that influence of long-wave irregularity in a ballastless track of the high-speed railway is obvious, in order to improve the renovation effect, a double-rail constraint equation is established by taking a midpoint vector distance of 7mm in chord of 60m and a vector distance difference of 10mm in chord of 300m as rail-direction irregularity management values, and the specific formula is as follows:
Figure 940993DEST_PATH_IMAGE096
(12)
in the formula (I), the compound is shown in the specification,
Figure 463241DEST_PATH_IMAGE016
、
Figure 506284DEST_PATH_IMAGE097
respectively detecting residual plane deviations of chord starting points for the midpoint vector distances of the reference track and the non-reference track;
Figure 954320DEST_PATH_IMAGE018
、
Figure 715603DEST_PATH_IMAGE019
respectively detecting the residual plane deviation of the chord end point for the midpoint vector distance of the reference rail and the non-reference rail;
Figure 41542DEST_PATH_IMAGE020
、
Figure 470249DEST_PATH_IMAGE098
detecting residual plane deviations of the chord starting points for vector distance differences of the reference rail and the non-reference rail respectively;
Figure 590652DEST_PATH_IMAGE099
、
Figure 104810DEST_PATH_IMAGE100
detecting the residual plane deviation of the chord end point for the vector distance difference of the reference rail and the non-reference rail respectively;
Figure 968861DEST_PATH_IMAGE024
、
Figure 986495DEST_PATH_IMAGE025
the residual plane deviation of vector distance difference detection points of the reference track and the non-reference track respectively is detected, and the detection points are positioned
Figure 41914DEST_PATH_IMAGE101
The position of a fastener with half detection wavelength on the front side is pointed;
Figure 43368DEST_PATH_IMAGE102
、
Figure 179951DEST_PATH_IMAGE028
calculating residual plane deviation of vector distance difference calculation points of the reference track and the non-reference track respectively, wherein the calculation points are positioned at
Figure 317671DEST_PATH_IMAGE103
The fastener position of half the detection wavelength behind the point.
(c) The method comprises the following steps of respectively applying high-low irregularity constraints to a reference rail and a non-reference rail, and establishing a double-rail constraint equation by taking a difference between a midpoint vector distance of 7mm in chord of 60m and a vector distance of 10mm in chord of 300m as high-low irregularity management values in order to improve the effect of rectifying the medium-long wave irregularity of the ballastless track, wherein the specific formula is as follows:
Figure 45456DEST_PATH_IMAGE104
(13)
in the formula (I), the compound is shown in the specification,
Figure 3048DEST_PATH_IMAGE105
、
Figure 474480DEST_PATH_IMAGE106
respectively detecting the residual vertical section deviation of the chord starting point for the midpoint vector distance of the reference rail and the non-reference rail;
Figure 732286DEST_PATH_IMAGE107
、
Figure 365393DEST_PATH_IMAGE108
respectively detecting the residual vertical section deviation of the chord end point for the midpoint vector distance of the reference rail and the non-reference rail;
Figure 574395DEST_PATH_IMAGE043
、
Figure 583940DEST_PATH_IMAGE109
detecting the residual vertical section deviation of the chord starting point for the vector distance difference of the reference rail and the non-reference rail respectively;
Figure 430673DEST_PATH_IMAGE045
、
Figure 500260DEST_PATH_IMAGE046
detecting the residual vertical section deviation of the chord end point for the vector distance difference of the reference rail and the non-reference rail respectively;
Figure 432444DEST_PATH_IMAGE110
、
Figure 511258DEST_PATH_IMAGE111
the residual vertical section deviation of the vector distance difference detection points of the reference rail and the non-reference rail respectively is that the detection points are positioned
Figure 478077DEST_PATH_IMAGE112
The position of a fastener with half detection wavelength on the front side is pointed;
Figure 452987DEST_PATH_IMAGE113
、
Figure 636581DEST_PATH_IMAGE114
calculating the residual vertical section deviation of the vector distance difference calculation point of the reference track and the non-reference track respectively, wherein the calculation point is positioned at
Figure 987928DEST_PATH_IMAGE115
The fastener position of half the detection wavelength behind the point.
(d) The level and the track gauge reflect the mutual position relation of the left and the right tracks on the vertical section and the plane, and the smoothness state of the level and the track gauge can be effectively restored only by simultaneously controlling the deviation amount of the two tracks. The horizontal irregularity management value is 1mm, the track gauge irregularity management value is 1mm, and a double-track constraint equation is established by simultaneously applying horizontal irregularity constraint and track gauge irregularity constraint to a reference track and a non-reference track on the basis of the deviation value of a double-track flat longitudinal section, wherein the specific formula is as follows:
Figure 809253DEST_PATH_IMAGE116
(14) 。
(e) the distortion is that the left rail and the right rail are separated by a certain base length and horizontal algebraic difference, and the deviation of the longitudinal sections of the two rails needs to be controlled simultaneously when the irregularity of the distortion is eliminated. The base length of the twist irregularity is 6.25m, the management value of the twist irregularity is 2mm, a double-rail constraint equation which aims at controlling the twist irregularity is established based on the deviation amount of the double-rail longitudinal section, and the specific formula is as follows:
Figure 955064DEST_PATH_IMAGE117
(15)
in the formula (I), the compound is shown in the specification,
Figure 861840DEST_PATH_IMAGE118
the number of fastener adjusting points is within the range of 6.25m,
Figure 16878DEST_PATH_IMAGE065
。
step four: and integrating the inner rail direction, height, level, distortion and track gauge irregularity in the basic optimization unit, constructing a double-rail combined constraint fine adjustment optimization model, calculating the simulated adjustment of the left and right rail fasteners, and formulating a fine adjustment optimization scheme of the ballastless track.
The double-track combined constraint fine tuning optimization model consists of three parts, namely an objective function, a combined constraint condition and a matrix inequality solution;
(a) striving for small-amplitude adjustment of the position of the steel rail to avoid disturbance of the overall state of the rail, summing the absolute values of the adjustment amounts of each point of the reference rail and the non-reference rail in the basic optimization unit according to the principle of minimum adjustment amount of the double rails, and setting a target function
Figure 958289DEST_PATH_IMAGE119
Comprises the following steps:
Figure 540580DEST_PATH_IMAGE068
(7)
in the formula (I), the compound is shown in the specification,
Figure 934652DEST_PATH_IMAGE069
optimizing the total number of fastener adjusting points in the unit for the basis,
Figure 126337DEST_PATH_IMAGE070
。
(b) a mathematical model is established to restore the left and right rails in the optimization unit to an ideal state, and the irregularity constraint equations of the track direction, height, level, track gauge and distortion of the ballastless track are integrated to form a multi-item irregularity combined constraint equation, wherein the specific mathematical formula is as follows:
Figure 922255DEST_PATH_IMAGE120
(16)
the method comprises the following steps of firstly, constraining the vector distance of a reference rail to a midpoint, constraining the vector distance of a non-reference rail to the midpoint, constraining the vector distance difference of the reference rail to a midpoint, constraining the vector distance difference of the non-reference rail to a midpoint, constraining the vector distance of the reference rail to the high and low midpoint, constraining the vector distance of the non-reference rail to the high and low midpoint, constraining the vector distance difference of the non-reference rail to the high and low midpoint, constraining the irregularity of the rail distance, constraining the horizontal irregularity, and constraining the twist irregularity ⑪;
(c) converting a plurality of non-smooth joint constraint equations into a matrix inequality to form a double-track combined constraint fine tuning optimization model, wherein the specific formula is as follows:
Figure 675447DEST_PATH_IMAGE072
(9)
in the formula (I), the compound is shown in the specification,
Figure 291236DEST_PATH_IMAGE073
the number of fastener adjustment points included for the mid-point vector detection chord,
Figure 53656DEST_PATH_IMAGE074
the number of fastener adjusting points contained in the vector distance difference detection wave;
Figure 704080DEST_PATH_IMAGE075
amount of adjustment to be made to the fastener
Figure 628174DEST_PATH_IMAGE076
Corresponding coefficient matrix with number of rows
Figure 996838DEST_PATH_IMAGE077
The number of columns of the coefficient matrix is
Figure 530325DEST_PATH_IMAGE078
；
Figure 35256DEST_PATH_IMAGE079
Amount of adjustment to be made to the fastener
Figure 395830DEST_PATH_IMAGE076
Corresponding constraint matrix with row number of
Figure 986212DEST_PATH_IMAGE077
The number of columns is 1;
Figure 824855DEST_PATH_IMAGE080
simulating an adjustment matrix for the fastener, the adjustment matrix having a number of rows
Figure 449871DEST_PATH_IMAGE081
The number of columns is 1.
Solving the matrix inequality according to an optimization theory, solving the accurate adjustment quantity of the positions of the fasteners of the left rail and the right rail in the basic optimization unit, moving the basic optimization unit one by one, and calculating to obtain the fastener simulated adjustment quantity of the whole section of the line, thereby completing the formulation of a ballastless track double-rail accurate adjustment optimization scheme.
Step five: simulation adjustment is carried out according to the ballastless track double-track fine adjustment optimization scheme, and the track direction, height, level, track gauge and distortion smoothness state of the ballastless track can be ensured to meet various track irregularity management values.
The method for optimizing and calculating the planned adjustment quantity of the fastener by considering the combination smoothness of the double rails of the ballastless track guides constructors to carry out fine adjustment operation, overcomes the defects of rationality of a fine adjustment scheme formulated by a traditional method and correction of non-reference rail irregularity, and has important theoretical significance and engineering practical value.
Those not described in detail in this specification are within the skill of the art.

Claims (3)

1. The ballastless track fine adjustment optimization method based on double-track combined constraint is characterized in that the method takes the smoothness states of a control reference track and a non-reference track as targets to calculate the planned adjustment amount of a fastener, and specifically comprises the following steps:
A. measuring three-dimensional coordinates of a ballastless track reference rail and a non-reference rail, and comparing the three-dimensional coordinates of the design position of the track to obtain the deviation value of the flat longitudinal section of the reference rail and the non-reference rail; judging the irregularity of each track according to the deviation value of the flat longitudinal section, and determining the irregularity management value of each track of the line to be adjusted by comprehensively considering the maintenance specification and the technical experience of constructors;
B. setting a basic optimization unit, respectively establishing constraint equations of rail direction, height, level, distortion and track gauge irregularity by combining the deviation amount of the flat longitudinal section obtained in the step A and various track irregularity management values, and controlling the geometric shape and position of the reference rail and the non-reference rail;
C. integrating the track direction, height, level, distortion and track gauge irregularity constraint equations in the basic optimization unit to construct a double-track combined constraint fine tuning optimization model, wherein the double-track combined constraint fine tuning optimization model comprises the following steps: a target function, a polynomial irregularity joint constraint equation and a matrix inequality; calculating the amount of adjustment to be made for fasteners of a reference rail and a non-reference rail through a double-rail combined constraint fine adjustment optimization model, and making a fine adjustment optimization scheme of the ballastless track;
D. d, performing simulation adjustment according to the ballastless track fine adjustment optimization scheme formulated in the step C, and ensuring that the smoothness states of the track direction, height, level, track distance and distortion of the ballastless track meet various track irregularity management values;
the step C specifically comprises the following steps:
c-1, according to the principle of minimum adjustment quantity of reference rail and non-reference rail, summing the absolute values of the quasi-adjustment quantity of reference rail fastener and non-reference rail fastener in basic optimization unit, and setting an objective function
Figure 697674DEST_PATH_IMAGE001
Comprises the following steps:
Figure 175666DEST_PATH_IMAGE002
(7)
in the formula (I), the compound is shown in the specification,
Figure 283300DEST_PATH_IMAGE003
optimizing the total number of fastener adjusting points in the unit for the basis,
Figure 740826DEST_PATH_IMAGE004
；
Figure 883094DEST_PATH_IMAGE005
is the horizontal adjustment quantity of the reference rail, the unit is mm,
Figure 269338DEST_PATH_IMAGE006
the unit is mm, which is the vertical adjustment quantity of the reference rail;
Figure 864268DEST_PATH_IMAGE007
is the non-reference rail transverse adjustment amount with the unit of mm,
Figure 266430DEST_PATH_IMAGE008
the unit is mm, and is the vertical adjustment quantity of the non-reference rail;
c-2, integrating the constraint equations of the track direction, height, level, track gauge and distortion of the reference track and the non-reference track established in the step B to form a multi-item irregularity combined constraint equation, wherein the specific mathematical formula is as follows:
Figure 997626DEST_PATH_IMAGE009
(8)
the method comprises the following steps of firstly, constraining the vector distance of a reference rail to a midpoint, constraining the vector distance of a non-reference rail to the midpoint, constraining the vector distance difference of the reference rail to a midpoint, constraining the vector distance difference of the non-reference rail to a midpoint, constraining the vector distance of the reference rail to the high and low midpoint, constraining the vector distance of the non-reference rail to the high and low midpoint, constraining the vector distance difference of the non-reference rail to the high and low midpoint, constraining the irregularity of the rail distance, constraining the horizontal irregularity, and constraining the twist irregularity ⑪;
Figure 318886DEST_PATH_IMAGE010
residual deviation of the reference rail plane;
Figure 899647DEST_PATH_IMAGE011
the residual deviation of the non-reference rail plane is obtained;
Figure 964555DEST_PATH_IMAGE012
residual plane deviation of the chord starting point is detected by the midpoint vector distance of the reference rail,
Figure 550257DEST_PATH_IMAGE013
Detecting the residual plane deviation of the chord starting point for the midpoint vector distance of the non-reference rail;
Figure 183363DEST_PATH_IMAGE014
residual plane deviation of the midpoint vector distance detection chord end point of the reference rail,
Figure 487306DEST_PATH_IMAGE015
Detecting the residual plane deviation of the chord end point for the midpoint vector distance of the non-reference rail;
Figure 591790DEST_PATH_IMAGE016
detecting the residual plane deviation of the chord start point for the vector distance difference of the reference rail,
Figure 563157DEST_PATH_IMAGE017
Detecting the residual plane deviation of the chord starting point for the vector distance difference of the non-reference rail;
Figure 960641DEST_PATH_IMAGE018
detecting the residual plane deviation of the chord end point for the vector distance difference of the reference rail,
Figure 17458DEST_PATH_IMAGE019
Detecting the residual plane deviation of the chord end point for the vector distance difference of the non-reference rail;
Figure 299535DEST_PATH_IMAGE020
residual plane deviation of vector distance difference detection point of reference track,
Figure 381802DEST_PATH_IMAGE021
The residual plane deviation of the vector distance difference detection point of the non-reference rail is detected by the detection point
Figure 481345DEST_PATH_IMAGE022
The position of a fastener with half detection wavelength on the front side is pointed;
Figure 759880DEST_PATH_IMAGE023
computing the residual plane deviation of the point for the vector distance difference of the reference track,
Figure 704702DEST_PATH_IMAGE024
Computing the residual plane deviation of the point for the vector distance difference of the non-reference track, wherein the computed point is located at
Figure 620968DEST_PATH_IMAGE025
Half of the fastener position of the detection wavelength at the rear side of the point;
Figure 891412DEST_PATH_IMAGE026
the vector is a midpoint vector management value of the rail irregularity, and the unit is mm;
Figure 532609DEST_PATH_IMAGE027
the unit is mm, and the unit is a vector distance difference management value of the rail irregularity;
Figure 15543DEST_PATH_IMAGE028
calculating coefficients for the vector distance differences;
Figure 816009DEST_PATH_IMAGE029
residual deviation of the longitudinal section of the reference rail is taken;
Figure 755889DEST_PATH_IMAGE030
the residual deviation of the longitudinal section of the non-reference rail is obtained;
Figure 743437DEST_PATH_IMAGE031
the residual vertical section deviation of the chord starting point is detected by the midpoint vector distance of the reference rail,
Figure 295641DEST_PATH_IMAGE032
Detecting the residual vertical section deviation of the chord starting point for the midpoint vector distance of the non-reference rail;
Figure 560400DEST_PATH_IMAGE033
the deviation of the residual vertical section of the chord end point is detected by the midpoint vector distance of the reference rail,
Figure 907068DEST_PATH_IMAGE034
Detecting the residual vertical section deviation of the chord end point for the midpoint vector distance of the non-reference rail;
Figure 148956DEST_PATH_IMAGE035
detecting the residual vertical section deviation of the chord starting point for the vector distance difference of the reference rail,
Figure 504851DEST_PATH_IMAGE036
As non-reference railsDetecting the residual vertical section deviation of the chord starting point by the vector distance difference;
Figure 748750DEST_PATH_IMAGE037
detecting the residual vertical section deviation of the chord end point for the vector distance difference of the reference rail,
Figure 266319DEST_PATH_IMAGE038
Detecting the residual vertical section deviation of the chord end point for the vector distance difference of the non-reference rail;
Figure 726994DEST_PATH_IMAGE039
residual vertical section deviation of vector distance difference detection point of reference rail,
Figure 496367DEST_PATH_IMAGE040
The residual vertical section deviation of the vector distance difference detection point of the non-reference rail is that the detection point is positioned
Figure 860352DEST_PATH_IMAGE041
The position of a fastener with half detection wavelength on the front side is pointed;
Figure 548823DEST_PATH_IMAGE042
computing the residual vertical section deviation of the reference rail vector distance difference,
Figure 998258DEST_PATH_IMAGE043
Computing the residual vertical section deviation of the vector distance difference of the non-reference rail, wherein the computing point is positioned at
Figure 197421DEST_PATH_IMAGE044
Half of the fastener position of the detection wavelength at the rear side of the point;
Figure 415913DEST_PATH_IMAGE045
the vector is a mid-point vector distance management value of the unevenness, and the unit is mm;
Figure 275284DEST_PATH_IMAGE046
the vector distance difference management value is the uneven vector distance difference management value, and the unit is mm;
Figure 87382DEST_PATH_IMAGE047
the unit is a track gauge irregularity management value;
Figure 588771DEST_PATH_IMAGE048
the unit is a horizontal irregularity management value;
Figure 160304DEST_PATH_IMAGE049
is a base length
Figure 456156DEST_PATH_IMAGE050
The number of fastener adjusting points included in the range,
Figure 614605DEST_PATH_IMAGE051
；
Figure 654105DEST_PATH_IMAGE052
the unit is a twist irregularity management value;
c-3, in order to solve the optimal result meeting the constraint control condition, converting the polynomial irregularity joint constraint equation in the step C-2 into a matrix inequality, wherein the specific formula is as follows:
Figure 722556DEST_PATH_IMAGE053
(9)
in the formula (I), the compound is shown in the specification,
Figure 425195DEST_PATH_IMAGE054
the number of fastener adjustment points included for the mid-point vector detection chord,
Figure 336519DEST_PATH_IMAGE055
the number of fastener adjusting points contained in the vector distance difference detection wave;
Figure 914131DEST_PATH_IMAGE056
amount of adjustment to be made to the fastener
Figure 961721DEST_PATH_IMAGE057
Corresponding coefficient matrix with number of rows
Figure 97911DEST_PATH_IMAGE058
The number of columns of the coefficient matrix is
Figure 371898DEST_PATH_IMAGE059
；
Figure 487621DEST_PATH_IMAGE060
Amount of adjustment to be made to the fastener
Figure 655297DEST_PATH_IMAGE057
Corresponding constraint matrix with row number of
Figure 198274DEST_PATH_IMAGE058
The number of columns is 1;
Figure 320076DEST_PATH_IMAGE061
simulating an adjustment matrix for the fastener, the adjustment matrix having a number of rows
Figure 505070DEST_PATH_IMAGE062
The number of columns is 1;
solving the matrix inequality according to an optimization theory, solving the accurate adjustment quantity of the positions of the fasteners of the reference rail and the non-reference rail in the basic optimization unit, moving the basic optimization unit one by one, and calculating to obtain the fastener simulated adjustment quantity of the whole section of the line, thereby completing the formulation of the ballastless track accurate adjustment optimization scheme.
2. The ballastless track fine tuning optimization method of double track combination constraint according to claim 1, wherein each track irregularity in step a comprises: rail direction irregularity, height irregularity, level irregularity, distortion irregularity and gauge irregularity, each item track irregularity management value includes: a rail-wise irregularity management value, a level irregularity management value, a horizontal irregularity management value, a twist irregularity management value, and a track gauge irregularity management value.
3. The ballastless track fine tuning optimization method based on double-track combined constraint of claim 1, wherein the step B specifically comprises:
b-1, setting a part of adjacent fastener sets of a line to be adjusted as a basic optimization unit, wherein the length of the basic optimization unit is equal to the longest detection chord length, performing constraint adjustment on the irregularity of a local track by taking the basic optimization unit as a unit, controlling the track direction, height, level, twist and track distance of a reference track and a non-reference track, and smoothly restoring the reference track and the non-reference track in the basic optimization unit to an ideal state;
and B, taking the deviation value of the flat longitudinal section determined in the step A as a data base, and carrying out algebraic operation on the deviation value of the fastener adjusting point and the fastener quasi-adjusting value to obtain an adjusted residual deviation, wherein the formula is as follows:
Figure 261673DEST_PATH_IMAGE063
(1)
in the formula (I), the compound is shown in the specification,
Figure 116497DEST_PATH_IMAGE064
the serial number of the adjusting point of the fastener is adjusted,
Figure 581720DEST_PATH_IMAGE065
is the deviation of the plane of the reference rail, and has the unit of mm,
Figure 39246DEST_PATH_IMAGE066
the deviation of the longitudinal section of the reference rail is expressed in mm;
Figure 384777DEST_PATH_IMAGE067
is the non-reference rail plane deviation, and has the unit of mm,
Figure 535135DEST_PATH_IMAGE068
the deviation of the longitudinal section of the non-reference rail is expressed in mm;
Figure 631529DEST_PATH_IMAGE069
is the residual deviation of the reference rail plane, and the unit is mm,
Figure 892746DEST_PATH_IMAGE070
the residual deviation of the longitudinal section of the reference rail is expressed in mm,
Figure 499308DEST_PATH_IMAGE071
the residual deviation of the non-reference rail plane is expressed in mm,
Figure 820568DEST_PATH_IMAGE072
the residual deviation of the longitudinal section of the non-reference rail is in mm;
Figure 902794DEST_PATH_IMAGE005
is the horizontal adjustment quantity of the reference rail, the unit is mm,
Figure 200658DEST_PATH_IMAGE006
the unit is mm, which is the vertical adjustment quantity of the reference rail;
Figure 51939DEST_PATH_IMAGE007
is the non-reference rail transverse adjustment amount with the unit of mm,
Figure 809679DEST_PATH_IMAGE008
the unit is mm, and is the vertical adjustment quantity of the non-reference rail;
b-2, the midpoint vector distance and the vector distance difference are suitable for evaluating the rail-direction irregularity, in order to effectively control the rail-direction smoothness states of the reference rail and the non-reference rail, the rail-direction irregularity management value determined in the step A is used as a constraint target, the rail-direction midpoint vector distance constraint and the vector distance difference constraint of the reference rail and the non-reference rail are established, and the rail-direction irregularity management value comprises: the vector distance management value of the midpoint of the rail irregularity and the vector distance difference management value of the rail irregularity are specifically as follows:
Figure 848043DEST_PATH_IMAGE073
(2)
in the formula (I), the compound is shown in the specification,
Figure 592008DEST_PATH_IMAGE012
residual plane deviation of the chord starting point is detected by the midpoint vector distance of the reference rail,
Figure 64840DEST_PATH_IMAGE013
Detecting the residual plane deviation of the chord starting point for the midpoint vector distance of the non-reference rail;
Figure 462323DEST_PATH_IMAGE014
residual plane deviation of the midpoint vector distance detection chord end point of the reference rail,
Figure 519141DEST_PATH_IMAGE015
Detecting the residual plane deviation of the chord end point for the midpoint vector distance of the non-reference rail;
Figure 660272DEST_PATH_IMAGE016
detecting the residual plane deviation of the chord start point for the vector distance difference of the reference rail,
Figure 984681DEST_PATH_IMAGE017
Detecting the residual plane deviation of the chord starting point for the vector distance difference of the non-reference rail;
Figure 694011DEST_PATH_IMAGE018
detecting the residual plane deviation of the chord end point for the vector distance difference of the reference rail,
Figure 972545DEST_PATH_IMAGE019
Detecting the residual plane deviation of the chord end point for the vector distance difference of the non-reference rail;
Figure 182947DEST_PATH_IMAGE020
residual plane deviation of vector distance difference detection point of reference track,
Figure 863327DEST_PATH_IMAGE021
The residual plane deviation of the vector distance difference detection point of the non-reference rail is detected by the detection point
Figure 369657DEST_PATH_IMAGE022
The position of a fastener with half detection wavelength on the front side is pointed;
Figure 135487DEST_PATH_IMAGE023
computing the residual plane deviation of the point for the vector distance difference of the reference track,
Figure 759367DEST_PATH_IMAGE024
Computing the residual plane deviation of the point for the vector distance difference of the non-reference track, wherein the computed point is located at
Figure 294253DEST_PATH_IMAGE025
Half of the fastener position of the detection wavelength at the rear side of the point;
Figure 470020DEST_PATH_IMAGE026
the vector is a midpoint vector management value of the rail irregularity, and the unit is mm;
Figure 245119DEST_PATH_IMAGE027
the unit is mm, and the unit is a vector distance difference management value of the rail irregularity;
Figure 531744DEST_PATH_IMAGE028
calculating coefficients for the vector distance differences;
wherein the vector distance difference calculating coefficient
Figure 186716DEST_PATH_IMAGE028
The calculation formula of (2) is as follows:
Figure 674329DEST_PATH_IMAGE074
(3)
in the formula (I), the compound is shown in the specification,
Figure 149173DEST_PATH_IMAGE075
the string end point numbers are detected for the vector distance differences,
Figure 68850DEST_PATH_IMAGE076
numbering the starting points of the vector distance difference detection strings;
Figure 109487DEST_PATH_IMAGE077
the vector distance difference accounting point numbers are given,
Figure 391170DEST_PATH_IMAGE078
numbering vector distance difference detection points;
and B-3, the midpoint vector distance and the vector distance difference are also suitable for evaluating the high-low smoothness, and in order to effectively control the high-low smoothness states of the reference rail and the non-reference rail, the high-low smoothness management value determined in the step A is used as a constraint target to establish high-low midpoint vector distance constraint and vector distance difference constraint of the reference rail and the non-reference rail, wherein the high-low smoothness management value comprises the following steps: the vector distance management value of the mid-point of the uneven distribution and the vector distance difference management value of the uneven distribution are as follows:
Figure 353310DEST_PATH_IMAGE079
(4)
in the formula (I), the compound is shown in the specification,
Figure 981738DEST_PATH_IMAGE031
the residual vertical section deviation of the chord starting point is detected by the midpoint vector distance of the reference rail,
Figure 345723DEST_PATH_IMAGE032
Detecting chordal origin residual profile deviation for mid-point vector distances of non-reference rails；
Figure 535658DEST_PATH_IMAGE033
The deviation of the residual vertical section of the chord end point is detected by the midpoint vector distance of the reference rail,
Figure 126039DEST_PATH_IMAGE034
Detecting the residual vertical section deviation of the chord end point for the midpoint vector distance of the non-reference rail;
Figure 558158DEST_PATH_IMAGE035
detecting the residual vertical section deviation of the chord starting point for the vector distance difference of the reference rail,
Figure 776649DEST_PATH_IMAGE036
Detecting the residual vertical section deviation of the chord starting point for the vector distance difference of the non-reference rail;
Figure 901600DEST_PATH_IMAGE037
detecting the residual vertical section deviation of the chord end point for the vector distance difference of the reference rail,
Figure 336867DEST_PATH_IMAGE038
Detecting the residual vertical section deviation of the chord end point for the vector distance difference of the non-reference rail;
Figure 572677DEST_PATH_IMAGE039
residual vertical section deviation of vector distance difference detection point of reference rail,
Figure 786620DEST_PATH_IMAGE040
The residual vertical section deviation of the vector distance difference detection point of the non-reference rail is that the detection point is positioned
Figure 82472DEST_PATH_IMAGE041
The position of a fastener with half detection wavelength on the front side is pointed;
Figure 240921DEST_PATH_IMAGE042
being reference railsResidual vertical section deviation of vector distance difference accounting point,
Figure 516307DEST_PATH_IMAGE043
Computing the residual vertical section deviation of the vector distance difference of the non-reference rail, wherein the computing point is positioned at
Figure 709391DEST_PATH_IMAGE044
Half of the fastener position of the detection wavelength at the rear side of the point;
Figure 176144DEST_PATH_IMAGE045
the vector is a mid-point vector distance management value of the unevenness, and the unit is mm;
Figure 962835DEST_PATH_IMAGE046
the vector distance difference management value is the uneven vector distance difference management value, and the unit is mm;
b-4, taking the track gauge irregularity management value and the horizontal irregularity management value determined in the step A as constraint targets, simultaneously applying track gauge irregularity constraint and horizontal irregularity constraint to the reference track and the non-reference track, and establishing a constraint equation, wherein the specific formula is as follows:
Figure 274868DEST_PATH_IMAGE080
(5)
in the formula (I), the compound is shown in the specification,
Figure 86572DEST_PATH_IMAGE010
residual deviation of the reference rail plane;
Figure 724227DEST_PATH_IMAGE011
the residual deviation of the non-reference rail plane is obtained;
Figure 857268DEST_PATH_IMAGE029
residual deviation of the longitudinal section of the reference rail is taken;
Figure 238571DEST_PATH_IMAGE030
the residual deviation of the longitudinal section of the non-reference rail is obtained;
Figure 281613DEST_PATH_IMAGE047
the unit is a track gauge irregularity management value;
Figure 326055DEST_PATH_IMAGE048
the unit is a horizontal irregularity management value;
b-5. first, the base length of the twist irregularity is determined to
Figure 946392DEST_PATH_IMAGE050
And then establishing a distortion and irregularity constraint equation based on the deviation amount of the flat longitudinal section and the distortion and irregularity management value determined in the step A, wherein the specific formula is as follows:
Figure 131386DEST_PATH_IMAGE081
(6)
in the formula (I), the compound is shown in the specification,
Figure 887989DEST_PATH_IMAGE049
is a base length
Figure 365982DEST_PATH_IMAGE050
The number of fastener adjusting points included in the range,
Figure 614560DEST_PATH_IMAGE051
；
Figure 72087DEST_PATH_IMAGE052
the unit is a twist irregularity management value in mm.
CN202110883644.XA 2021-08-03 2021-08-03 Ballastless track fine adjustment optimization method based on double-track combined constraint Active CN113326637B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110883644.XA CN113326637B (en) 2021-08-03 2021-08-03 Ballastless track fine adjustment optimization method based on double-track combined constraint

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110883644.XA CN113326637B (en) 2021-08-03 2021-08-03 Ballastless track fine adjustment optimization method based on double-track combined constraint

Publications (2)

Publication Number Publication Date
CN113326637A CN113326637A (en) 2021-08-31
CN113326637B true CN113326637B (en) 2021-11-09

Family

ID=77426839

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110883644.XA Active CN113326637B (en) 2021-08-03 2021-08-03 Ballastless track fine adjustment optimization method based on double-track combined constraint

Country Status (1)

Country Link
CN (1) CN113326637B (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116127631B (en) * 2022-12-21 2023-10-03 西南交通大学 Multi-target fine tuning method for high-speed railway track under data physical fusion
CN115758061B (en) * 2023-01-10 2023-04-14 西南交通大学 Track irregularity fine adjustment method based on adjacent sleeper coupling analysis calculation

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05242943A (en) * 1992-02-26 1993-09-21 Hitachi Chem Co Ltd Thermal compression machine for anisotropic conductive film
JP4385781B2 (en) * 2004-02-06 2009-12-16 ヤマハ株式会社 Keyboard device
CN109811602A (en) * 2019-03-13 2019-05-28 四川睿铁科技有限责任公司 A kind of fining tune rail method and system of high-speed railway
CN111733647A (en) * 2020-07-07 2020-10-02 河南成坤铁路工程有限公司 Precise adjustment method for WJ-8 type fastener of ballastless track of high-speed railway
CN111733644A (en) * 2020-07-07 2020-10-02 河南成坤铁路工程有限公司 Precise adjustment method for Forskow 300-1 type fastener of high-speed railway
CN111733643A (en) * 2020-07-07 2020-10-02 河南成坤铁路工程有限公司 High-speed railway track precision measurement and track precision adjustment integrated construction method
CN111733646A (en) * 2020-07-07 2020-10-02 河南成坤铁路工程有限公司 WJ-7 type fastener system replacement and adjustment method for ballastless track of high-speed railway

Also Published As

Publication number Publication date
CN113326637A (en) 2021-08-31

Similar Documents

Publication Publication Date Title
CN113326637B (en) Ballastless track fine adjustment optimization method based on double-track combined constraint
CN112733390B (en) Fine tamping adjustment quantity optimization method based on medium-long wave smoothness
CN113373827B (en) Ballastless track smoothness control method for bridge pier settlement section
CN112084558B (en) Track irregularity state optimization simulation fine adjustment method
CN110704809B (en) Method for calculating angle closing difference of corner intersection network of railway CP II free survey station
CN108413946B (en) Method for measuring position parameters of vehicle-mounted total station
CN101392481B (en) Track panel measurement positioning system and measurement positioning method thereof
CN112066955B (en) Method and system for measuring pose parameters of body of underground dynamic heading machine
CN106758602A (en) A kind of staticaccelerator track ride comfort detecting system and method
CN114819309A (en) Steel rail smooth state optimization method
CN107700280A (en) Existing double railway lines line position reconstructing method
CN108225286B (en) Pose estimation method for mobile station vehicle-mounted total station
CN109468899A (en) A method of increasing observed quantity between railroad track control net voluntary intake
CN109344521B (en) Positive vector difference closed curve track shifting distance calculation method
CN1544177A (en) Control method for large-scale complicated curved surface steel plate water-fire processing intelligent robot
CN110055901A (en) A kind of control method for realizing pushing tow steel tube arch rib closure precision based on BIM technology
CN107022933B (en) For the orbit adjusting method during high-speed railway combined test or during operation
CN103132412A (en) Track maintenance base point lateral deviation measuring method based on Helen formula
CN117494277A (en) Linear regulation and control method for large-span high-speed railway bridge track based on temperature deformation
CN201301422Y (en) Track panel measuring and positioning system
CN108896000A (en) Profile of steel rail alignment schemes and device, rail wear calculation method and device
CN108637037B (en) A kind of method of steel cold straightener verification straightening roll levelness
CN110375552B (en) Accurate adjustment method for sintering machine trolley track
CN116050814A (en) Self-adaptive correction method for tamping scheme of ballasted track
CN106949886B (en) Rapid positioning device and positioning method for subway tunnel engineering line measuring point positions

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant