CN115307599A - Railway track smoothness adjusting method - Google Patents
Railway track smoothness adjusting method Download PDFInfo
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- CN115307599A CN115307599A CN202210957965.4A CN202210957965A CN115307599A CN 115307599 A CN115307599 A CN 115307599A CN 202210957965 A CN202210957965 A CN 202210957965A CN 115307599 A CN115307599 A CN 115307599A
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/30—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring roughness or irregularity of surfaces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/20—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring contours or curvatures, e.g. determining profile
Abstract
The invention relates to a method for adjusting the smoothness of a railway track, which comprises the steps of measuring rail deviation data, processing the rail deviation data, calculating an ideal linear type y for adjusting the deviation of the derailment direction, calculating an adjustment amount and the like. When the rail direction deviation data is measured, n measuring points are selected discontinuously along the length of the steel rail, and the rail direction deviation data of each measuring point is measured. Dividing the measured rail deviation data into positive deviation and negative deviation according to the deviation direction formed in the width direction of the steel rail, counting the number of the deviation data, dividing the sum of the positive deviation values by the number of the deviation data to obtain an average value p1, dividing the sum of the negative deviation values by the number of the negative deviation values to obtain an average value p2, finally calculating an average value T32 of the positive and negative total peak values of the rail deviation and a total average deviation T28 of the Y value of the rail deviation, and introducing a function Y = Y1-delta X [ T28+ T32X cos (X/T31) ] to calculate an ideal adjusting curve. The problem of adjustment internal stress exists on the track when adjustment vector sum after the ride comfort adjustment is not zero has been solved to this patent.
Description
Technical Field
The invention relates to the technical field of measurement and adjustment of steel rails in a railway system, in particular to a method for adjusting smoothness of a railway track.
Background
In the horizontal plane, the track is shifted to the left or the right, which is called track shifting operation. The purpose of track-shifting operation is to eliminate the deviation of the line direction (track direction), so that the curve is smooth and straight, and the track has good smoothness. When the tamping car is used for track-shifting operation, the track-shifting amount and direction are generally measured by a track direction deviation detecting device arranged on the tamping car.
The rail irregularity is a main source of vibration of the locomotive and increase of the acting force of wheel rails. The method has important influence on the stability and comfort of driving and the safety of driving, and is a main factor for directly limiting the driving speed. Since the ride comfort of the railroad track plays a major role in many factors affecting the safety and comfort of the railroad train operation, adjustments to the ride comfort of the rails are needed.
The main reasons for the uneven track direction (often referred to as uneven track direction or uneven track direction) are that the inner side surface of the rail head is uneven along the transverse direction in the length direction, and the deviation of the track center line positioning in track laying construction and track finishing operation causes the uneven transverse residual deformation accumulation of the track panel and the uneven wear of the side surface of the rail head, the failure of a fastener, the inconsistent transverse elasticity of the track and the like. The deviation of the left and right rail directions tends to be different, especially in the weak section of the fastener, so that it is necessary to distinguish between the left and right rail directions. And the average value of the left and right rail directions is used as the center line direction deviation of the rail. The general speed line of railway generally adopts the inertial measurement mode of GNSS + inertial navigation to measure the smoothness of the line. The common rail detector is used as an instrument for measuring rail data of the steel rail, the measurement precision is in millimeter level, and the measurement precision can be ensured when the common rail detector is used for measuring rail direction deviation data and height deviation data of the steel rail. Therefore, before the rail is adjusted, the general multi-purpose rail detector measures the rail direction deviation data and height deviation data of the rail so as to be used in a specific smoothness adjusting method.
The basic principle of the previously adopted rail/rail smoothness adjusting method is mostly to zero the deviation. The return-to-zero adjustment method can cause the condition that the vector sum of the adjustment amount is not zero after the steel rail is adjusted for a long distance, and easily causes that the adjustment amount of the steel rail in one direction is overlarge, so that internal stress is generated between the steel rail which is connected with the steel rail and is not adjusted. New unevenness is easily caused in the internal stress releasing process.
Disclosure of Invention
The invention provides a railway track smoothness adjusting method, aiming at the problems that the vector sum of an adjusting quantity is not zero and the adjusting internal stress exists on a track easily caused by the method adopted in the prior art when the smoothness of a railway track is adjusted, the vector sum of the adjusting quantity is easy to be ensured to return to zero after the smoothness of the track is adjusted according to the method, and the internal stress exists on the adjusted track can be avoided.
The technical scheme adopted by the invention for solving the technical problem is as follows: a method for adjusting the smoothness of a railway track, which uses the length direction of the track as an X axis and the width direction of the track as a Y axis to establish a coordinate system, comprises the following steps:
(1) Measuring the rail deviation data:
on the steel rail, n measuring points are intermittently selected along the X-axis direction, the rail direction deviation data of each measuring point is measured, the sum of the lengths of the steel rails between every two adjacent measuring points is the total length of the measured steel rail, and the sum is S meters;
(2) And (3) processing the measured rail deviation data:
1) Setting the measured deviation generated along the positive direction of the Y axis as a positive deviation, wherein the total number of the positive deviations is n1, and simultaneously setting the measured deviation generated along the negative direction of the Y axis as a negative deviation, and the total number of the negative deviations is n2, wherein n1+ n2= n;
2) Dividing the sum of n1 positive deviation values by n1 to obtain an average value p1 of the positive deviations, and dividing the sum of n2 negative deviation values by n2 to obtain an average value p2 of the negative deviations;
3) Calculating the average value T32 of the positive and negative total values of the peak value of the derailment deviation, wherein T32= (| p1| + | p2 |)/2;
4) Calculating a total average offset T28 of the Y values of the derailment deviation, T28= p1+ p2;
(3) Calculating an ideal line type y for the derailment offset adjustment:
y = y1- Δ [ T28+ T32 ] cos (X/T31) ]; wherein the content of the first and second substances,
y1 is a constant value and can determine the position of a center line (height) which is vertically deviated on a y coordinate;
delta is a fixed value used for amplifying the calculation data so that the calculation result can be consistent with the practical application, and the delta is an ideal value selected after a limited number of tests;
x is a kilometer coordinate value of the rail, each measuring point kilometer coordinate X = X0+ the distance from the corresponding measuring point to the starting point, wherein X0 is the kilometer coordinate of the starting point;
t31 takes the value 2 × m, m =1, 2, 3, 4, 5, 6 … m;
(4) And (3) calculating an adjustment amount:
1) Measuring data obtained at the n measuring points are used for making X-Y axis coordinate points of each measuring point, and a curve of the steel rail in an original unsmooth state is drawn;
2) The y value corresponding to each measuring point in the ideal line type is subtracted from the y value in the original unsmooth state curve to obtain the adjustment amount at each measuring point. And adjusting the smoothness of the steel rail/track according to the adjustment amount calculated at each measuring point.
Further, in step (1), after measuring one rail direction deviation data every Δ S meters on the rail and measuring n measurement point data sequentially along the X axis direction, the total length S = Δ S (n-1) of the measured rail is obtained. At this time, in step (3), each measurement point has kilometer coordinates X = X0+ N × Δ S, where N =0, 1, 2, 3, 4, 5, 6 … N.
The value range of the delta S is 1-60 meters, such as 10 meters, or 15 meters, or 50 meters. Preferably 3 to 30 meters, and in particular 5 meters, or 8 meters, or 12 meters, or 20 meters.
Further, in step (1), the rail direction deviation data of each measurement point is measured using a rail detector.
Further, in step (3), y = y1- Δ [ T28+ T32 × T30 × (X/T31) ], wherein T30 takes a value of ± 1.
Further, the value range of y1 is 100 to 5000, and the value range of delta is 1000 to 60000.
The preferable value interval of y1 is 1200-2400, and the preferable value interval of delta is 15000-25000. At this time, preferably, the matching value of T31 is either 2, 4, or 8.
Has the beneficial effects that: according to the method for adjusting the smoothness of the railway track, when the smoothness of the track is adjusted, the vector sum of the adjustment quantity is easy to be ensured to be zero, and the internal stress existing on the adjusted steel rail can be effectively avoided. The problem that the vector sum of the adjustment quantity is not zero after the smoothness of the railway track is adjusted in the past, so that the adjustment internal stress exists on the railway track is solved, and the steel rail can be adjusted to keep reliable smoothness.
Drawings
FIG. 1 is a schematic diagram of the direction of the positive and negative offset generation of the rail direction offset data on a railway track.
FIG. 2 is a graph of the original rail direction deviation data of a non-smooth rail plotted on a coordinate system, and an ideal line (partial diagram) calculated as a reference for making smooth adjustment to the rail.
In the figure: 1. rail/track;
represents: calculating to obtain an ideal line shape when the smoothness of the steel rail is adjusted;
_____ denotes: the original profile of the rail is not smoothed.
Detailed Description
The structures, proportions, and dimensions shown in the drawings and described in the specification are for understanding and reading the present disclosure, and are not intended to limit the scope of the present disclosure, which is defined in the claims, and are not essential to the skilled in the art. In addition, the terms "upper", "lower", "front", "rear" and "middle" used in the present specification are for clarity of description, and are not intended to limit the scope of the present invention, and the relative relationship between the terms and the relative positions may be changed or adjusted without substantial technical changes.
Due to the large length of the railway rail/track, absolute alignment of the rail is not possible in reality and only relative smooth adjustment can be performed. When the smoothness adjustment is performed on the steel rail, the smoothness adjustment can be performed in a mode of changing a sine function or a cosine function, a single adjustment interval is set by taking the wavelength of the sine function or the cosine function as a unit quantity, and the smoothness adjustment is performed on the steel rail section by section.
In a specific embodiment, the period (wavelength) of the sine or cosine may be set to about 120 meters, or about 240 meters, or about 480 meters, which is a segment of the adjustment interval, or other values may be set as the period.
As shown in fig. 1, a coordinate system is established with the X-axis along the length of the track and the Y-axis along the width of the track. The track-wise offset data is offset data along the Y-axis (as is conventional in the art). In one embodiment, the method of adjusting the smoothness of a railroad track according to the present disclosure may be performed as follows. Mainly comprises the following steps.
(1) Measuring the rail deviation data:
on the steel rail, one rail direction deviation data is measured every deltaS meter along the X axial direction, when n measurement point data are measured, the total length of the measured steel rail is S meter, and n = S/deltaS +1.
In specific implementation, the value of Δ S is either 5 meters, 8 meters, 10 meters, or the like. The value of Δ S needs to be adapted to the length of S, and if S is larger, the value of Δ S may be relatively larger. Taking the Δ S value of 5 meters as an example, if the number n of the value positions is 600, S is 2995 meters.
In the technical solution of the present patent, the value of Δ S is not excluded from being less than 5 meters, and is not excluded from being greater than 10 meters.
(2) Processing the measured rail deviation data:
1) When the deviation (or referred to as deviation data) occurring in the Y axis positive direction is set as positive deviation (or referred to as positive deviation data), the total number of positive deviations is n1, and when the deviation occurring in the Y axis negative direction is set as negative deviation, the total number of negative deviations is n2, n1+ n2= n. See fig. 1 for positive measured deviations at the left hand marker and negative measured deviations at the right hand marker. Therefore, a positive deviation is a positive number and a negative deviation is a negative number. As shown in fig. 2, the track offset data above y1 is a positive offset region, whereas the track offset data below y1 is a negative offset region.
The convention dictates that: the positive and negative deviation of the rail direction is defined as that the vehicle is detected in the positive direction along the rail, the left direction of the rail direction is positive, and the right direction of the rail direction is negative.
Because the direction of the rail deviation at each measuring point can be measured by using the existing rail detector, the reading value of the rail deviation at each position can be conveniently judged to be a positive value or a negative value, and the adjusting method can be conveniently and economically implemented without using special new equipment.
It is emphasized that the solution of the patent does not exclude the use of other measuring instruments for measuring the rail deviation data on the track.
2) The average value p1 (positive) of the positive deviations is obtained by dividing the sum of n1 positive deviation values by n1, and the average value p2 (negative) of the negative deviations is obtained by dividing the sum of n2 negative deviation values by n 2.
3) An average value T32, T32= (| p1| + | p2 |)/2, or expressed as T32= (p 1+ | p2 |)/2, of the total positive and negative values of the peak value of the off-track deviation is calculated.
4) The Y value of the derailment deviation is calculated as the total average offset T28, T28= p1+ p2.
(3) Calculating an ideal line type y for the derailment offset adjustment:
y = y1- Δ [ T28+ T32T 30 sin (X/T31) ]; wherein the content of the first and second substances,
y1 is a fixed value and can determine the position of a center line which is vertically deviated on a y coordinate;
and delta is a fixed value and is used for amplifying the calculation data so that the calculation result can be consistent with the practical application. The specific value of delta can be selected to be an ideal value in a limited test mode;
the T30 value is +/-1, and the y function can be determined to be a graph with sine function change or cosine function change;
x is the kilometer coordinate value of the rail/steel rail, each measuring point kilometer coordinate X = X0+ N × Δ S, wherein X0 is the starting kilometer coordinate, and N =0, 1, 2, 3, 4, 5, 6 … N;
t31 is a multiple value of 2, such as 2, 4, 8 and the like, and the larger the value of the delta S is, the larger the value of T31 can be selected relatively.
When y is set as the following function, a value of T31 is 2, the corresponding wavelength of the sine or cosine function is about 120 m, a value of T31 is 4, the corresponding wavelength of the sine or cosine function is about 240 m, and a value of T31 is 8, the corresponding wavelength of the sine or cosine function is about 480 m.
In practice, the y function may be specifically expressed as: y = 1440-20000X [ T28+ T32X T30X sin (X/T31) ], and a graph calculated according to this function is shown in fig. 2.
(4) And (3) calculating an adjustment amount:
1) And (4) using the measurement data obtained at the n measurement points to make X-Y axis coordinate points of each measurement point, and drawing a curve when the steel rail is in an original unsmooth state.
2) The y value corresponding to each measuring point in the ideal line type is subtracted from the y value in the original unsmooth state curve to obtain the adjustment amount at each measuring point.
When the smoothness of the steel rail/track is adjusted, the actual adjustment can be carried out according to the adjustment quantity calculated at each measuring point.
The method according to the patent can adjust the smoothness of the track, not only can meet the requirement of adjusting the smoothness of the track, but also can ensure that the sum of adjustment vectors (a positive value of the rail direction offset and a negative value of the rail direction offset) in the adjustment range of 120 meters to 300 meters is zero, thereby avoiding the formation of internal stress on the track due to the smoothness of the adjusted steel rail and influencing the reliability of the adjusted smoothness of the track. The adjustment range interval is calculated according to a function y =1440-20000 [ T28+ T32 × T30 × sin (X/T31) ], and when the constant value of the function changes, the size of the adjustment range interval changes correspondingly. The desired linetype obtained will also vary.
The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Many modifications may be made to the present invention without departing from the spirit or scope of the general inventive concept, and it will be apparent to those skilled in the art that changes and modifications may be made to the above-described embodiments without departing from the spirit or scope of the invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.
Claims (10)
1. A method for adjusting the smoothness of a railway track is characterized in that a coordinate system is established by taking the length direction of the track as an X axis and the width direction of the track as a Y axis, and the method comprises the following steps:
(1) Measuring the rail deviation data:
intermittently selecting n measuring points on the steel rail along the X-axis direction, and measuring the rail direction deviation data of each measuring point;
(2) And processing the measured rail deviation data:
1) Setting the measured deviation generated along the positive direction of the Y axis as a positive deviation, wherein the total number of the obtained positive deviations is n1, and simultaneously setting the measured deviation generated along the negative direction of the Y axis as a negative deviation, wherein the total number of the obtained negative deviations is n2, and then n1+ n2= n;
2) Dividing the sum of n1 positive deviation values by n1 to obtain an average value p1 of the positive deviations, and dividing the sum of n2 negative deviation values by n2 to obtain an average value p2 of the negative deviations;
3) Calculating the average value T32 of the positive and negative total values of the peak value of the off-track deviation, wherein T32= (| p1| + | p2 |)/2;
4) Calculating a total average offset T28 of the Y values of the derailment deviation, T28= p1+ p2;
(3) Calculating an ideal line type y for the derailment offset adjustment:
y = y1- Δ [ T28+ T32 ] cos (X/T31) ]; wherein the content of the first and second substances,
y1 is a fixed value and can determine the position of a center line which is vertically deviated on a y coordinate;
delta is a fixed value and is used for amplifying the calculation data so that the calculation result can be consistent with the actual application;
x is the kilometer coordinate value of the rail, each measuring point kilometer coordinate X = X0+ the distance from the corresponding measuring point to the starting point, wherein X0 is the kilometer coordinate of the starting point;
t31 takes the value 2*M, where M =1, 2, 3, 4, 5, 6 … M;
(4) And (3) calculating an adjustment amount:
1) Using the measurement data obtained at the n measurement points to make X-Y axis coordinate points of each measurement point, and drawing a curve when the steel rail is in an original unsmooth state;
2) The y value corresponding to each measuring point in the ideal line type is subtracted from the y value in the original unsmooth state curve to obtain the adjustment amount at each measuring point.
2. The method of claim 1, wherein: the value of T31 is either 2, 4 or 8.
3. The method of claim 1 or 2, wherein: in the step (1), measuring one rail direction deviation data every Δ S meters on the steel rail to obtain n measuring point data, wherein the total length of the measured steel rail is S = Δ S (n-1);
in step (3), each measurement point has kilometer coordinates X = X0+ N × Δ S, where N =0, 1, 2, 3, 4, 5, 6 … N.
4. The method of claim 3, wherein the step of adjusting the smoothness of the railway track comprises the steps of: in step (3), y = y1- Δ [ T28+ T32 × T30 × (X/T31) ], wherein T30 takes a value of ± 1.
5. The method of claim 3, wherein: the value interval of the delta S is 1-60 meters.
6. The method of claim 5, wherein: the Δ S is either 5 meters, or 8 meters, or 12 meters, or 20 meters.
7. The method of claim 3, wherein: in step (1), the orbit deviation data of each measurement point is measured using an orbit detector.
8. The method of claim 1 or 2, wherein: in step (1), the rail direction deviation data of each measurement point is measured using a rail detector.
9. The method of claim 1 or 2, wherein: in step (3), y = y1- Δ [ T28+ T32 × T30 × (X/T31) ], wherein T30 takes a value of ± 1.
10. The method of claim 1 or 2, wherein: the value range of y1 is 100-5000, and the value range of delta is 1000-60000.
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