JP3754427B2

JP3754427B2 - Calculation method for longitudinal alignment of slab track

Info

Publication number: JP3754427B2
Application number: JP2003124969A
Authority: JP
Inventors: 淑夫金子
Original assignee: Kaneko Co Ltd
Current assignee: Kaneko Co Ltd
Priority date: 2003-04-30
Filing date: 2003-04-30
Publication date: 2006-03-15
Anticipated expiration: 2023-04-30
Also published as: JP2004333140A

Description

【０００１】
【発明の属する技術分野】
この発明は、スラブ軌道の縦断線形設定計算方法に関し、特に、路盤と計画縦断線形との関連を視覚により把握することができるスラブ軌道の縦断線形策定計算方法に関する。
【０００２】
【従来の技術】
（１）スラブ軌道敷設に関連する一般的技術事項について
鉄道の軌道は大まかに２分して、「バラスト軌道」と「直結軌道」に分類される。ここで、バラスト軌道の建設について簡単に説明する。図７（ａ）を参照するに、バラスト軌道はバラスト上にまくらぎＰを並べてその上に左レールＲ_Lおよび右レールＲ_Rを載置して構成する。このバラスト軌道はまくらぎＰがバラスト上に載置されているだけであるので、レールを載置して敷設した後であっても通り、高さとも、その整正の自由度は大きい。
一方、図７（ｂ）に示されるスラブ軌道は、設置される軌道スラブＳＬＢがセメント・アスファルト・モルタルＣＡＭによりコンクリート路盤ＣＢＡに固定されるものであり、この軌道スラブＳＬＢに載置、敷設された２本のレールＲ_L、Ｒ_Rはそのとり得る自由度は極端に小さくて、レール下面に敷設される可変パッドの調整範囲内に限定される。従って、軌道スラブＳＬＢは、２本のレールＲ_L、Ｒ_Rが平面線形、縦断線形共に必要充分な線形を成して軌道スラブＳＬＢに締結される前提条件として高い精度で設置されることを要請される。基準器Ｓを高い精度で計画レールレベルに沿って設置することによりこの要請に応えることができる。計画レールレベルとはレールＲ_L、Ｒ_Rが敷設された暁においては、２本のレールＲ_L、Ｒ_Rの頭面を結ぶ線の中央又は内軌側レール頭面の高さに対する計画上の線形である。
【０００３】
図８および図９をも参照するに、鉄筋コンクリート製の円柱状の突起コンクリートＰＣ（以降、突コンＰＣ、と称する）が、スラブ軌道の一般的な構成の一部としてコンクリート路盤ＣＢＡに一体に固定して設置されている。この突コンＰＣは軌道スラブＳＬＢ毎に設置されており、基準器Ｓをこの突コンＰＣの上端面に設置し、基準器Ｓを参照して軌道スラブＳＬＢの高さおよび左右位置を調整設定する。従って、測点間距離は突コンＰＣの上端面に設置される基準器Ｓの位置で決まる。基準器Ｓに許容される設置誤差量は、通常、スラブ軌道完成後に許容される誤差量である「仕上がり基準値」の１／４以下に限定される。
軌道スラブＳＬＢの長さ方向の両端縁部の中央には、突コンＰＣの断面の径に匹敵するこれより僅かに大きめの半円状切り欠き部ＣＵＴが形成されている。スラブ軌道に加えられる縦横荷重は軌道スラブＳＬＢの切り欠き部ＣＵＴおよび突コンＰＣを介してコンクリート路盤ＣＢＡに伝えられる。突コンＰＣは、その断面円形中心の標準間隔を５ｍとし、コンクリート路盤ＣＢＡに突出して構成されている。突コンＰＣは、その中心が、レールＲ_L、Ｒ_Rが敷設された暁においては、２本のレールＲ_L、Ｒ_R間の軌道中心線ＣＬとなる設計上の線形に沿った状態に建設される。
【０００４】
ここで、基準器Ｓの設置に関連する平面位置の整正である曲線整正の流れを簡単に要約して説明しておく。
▲１▼ 突コンＰＣの上端面中心に形成される凹部に、図９に示される基準器Ｓを図示されないアンカーボルトにより固定する。この場合、基準器Ｓの基準標ＳＴはその可動調整範囲の中間位置に固定しておく。
▲２▼ アンカーボルトにより固定された基準器Ｓの基準標ＳＴ間の距離を測定する。
▲３▼ 基準器Ｓの基準標ＳＴ間に弦を張って各測点における正矢を測定する。新幹線を例にとると、５測点間に測定弦を張る。この場合、弦長は概ね１８ｍないし２０ｍの間に収まる。
▲４▼ 測定した正矢を現場正矢として整正計算を実施する。ここで、各測点の整正後の正矢である整正正矢および移動量を得る。現場正矢に移動量を付与する計算を「整正計算」と言い、整正された現場正矢を「整正正矢」と称することにする。
▲５▼ 各測点の基準器Ｓの基準標ＳＴを当該測点の移動量だけ移動する。
▲６▼ 確認の正矢測定を実施する。各測点で測定された正矢が▲４▼で得られた整正正矢と一致或いは許容誤差範囲内にあれば基準器の設置位置は適正である。▲４▼で得られた整正正矢と一致せず或いは許容誤差範囲外にある場合、現場で簡単に修正量が算出することができる値であれば更に基準器Ｓの基準標ＳＴの設置位置の修正をする（特許文献１参照）。
【０００５】
以上において、スラブ軌道敷設用の基準器Ｓの基準標ＳＴの平面位置調整量を算出し、この調整量に基づいて基準器Ｓを水平面に関して位置決め固定する平面位置調整について説明した。ところで、スラブ軌道を建設するに際してなされる基準器Ｓの位置決めは、平面位置についてのみならず縦断線形位置についても基準標ＳＴの高さ調整量を算出し、この高さ調整量に基づいて基準器Ｓを縦断線形に関して位置決め固定する縦断位置調整を実施する必要がある。実際は、縦断線形位置調整は、基準器Ｓの平面位置調整に先立って実施される。基準標ＳＴの高さにばらつきがあると、カントによる影響から、正矢測定値にもばらつきが生じるからである。計算値によって高さを設定してあれば、計画標高値との間に差があっても、その値が判っているので、補正計算をすることができる。
【０００６】
（２）縦断線形位置調整に関する従来の技術について
縦断線形測量を行う場合、一般に、観測者の測量段階で鉄道線路の路盤上の各測量点と路盤外の水準点とを比較した高低差を算出し、各測量点に標高値を与えることが多い。鉄道線路建設、保守担当者が従来から行なっている縦断線形測量後の計算処理方法は、実測標高値を大きなグラフ用紙に落し、そのプロット図上に計画標高線を描き込み、各測量点におけるＣＡＭの注入厚や、レール扛上量等その他のデータを図上から読み取っていた。この作業には多くの労力と時間を要するのみならず、標高値の実測値と計画値の差をｍｍ単位で読み取る必要があるが、これには、縦の縮尺を１／１或いは１／２にする必要があり、勾配が急な線路区間においては、当然、プロット図は縦長になり、読み取り精度は落ちる。これは測点位置の僅かな作図誤差が高さに大きく影響するからである。
【０００７】
【特許文献１】
特願２００２−２４５６５３号明細書
【０００８】
【発明が解決しようとする課題】
（Ａ）スラブ軌道施工一般の課題
高さ方向の縦断線形も列車の乗心地に大きな影響を及ぼす。路盤ＣＢＡの標高値はｍｍ単位で設計されているが、隣接する工区の境においては、両工区において個々に基準としている水準点から、水準測量を繰り返し、自工区の仮ＢＭの標高を定めることから標高値の誤差が発生し、測量誤差の累積誤差も発生する。ところで、スラブ軌道の施工に際して曲線区間においてはコンクリート路盤ＣＢＡにもカントを付与することになっているが、これを施行するに流動性のあるコンクリートを打設するとコンクリートは当然低い方へ流れ気味となる。その上に、５ｍ標準毎に突コンＰＣを建設しなければならないので、自動車道路施工時に使用している様な仕上げ機械を導入してコンクリート表面の高さの仕上げをすることはできず、路盤ＣＢＡの施工を更に困難にしている。路盤ＣＢＡの多少の凹凸は、路盤ＣＢＡに設置される軌道スラブＳＬＢと路盤ＣＢＡの間にセメント・アスファルト・モルタルＣＡＭを充填することにより調整することができるがその調整厚にも限度がある。従って、路盤ＣＢＡの出来上がりの精度を、軌道スラブＳＬＢ設置で要求されている精度と比較した場合、全長に亘って良好に施行するのは困難である。
【０００９】
（Ｂ）スラブ軌道施工特有の課題
(1) 測量点は、標準的に、片線で１Ｋｍ当たり８００箇所の多数にのぼる。標尺の読みは、盛り替え点で２回である。これに測量点間距離の測定を加えた１Ｋｍの上下両線の観測項目数は、２１００項目余に達する。従って、観測従事員の業務を簡略化し、その負担をでき得る限り軽減して、誤記を含む観測誤謬の削減に努める必要がある。
(2) セメント・アスファルト・モルタルＣＡＭは、バラスト或いは通常のコンクリートと比較して高価である。従って、列車走行に対する影響にも配慮しつつ、ＣＡＭの注入厚を最小値に抑える縦断線形を設定することが要望される。
(3) セメント・アスファルト・モルタルＣＡＭの最低注入厚の規制範囲は、一例として4900ｍｍ×2220ｍｍの軌道スラブＳＬＢの全底面に及ぶ。従って、通常行われている軌道中心線ＣＬに対する縦断線形測量に、面に対する測量の要素を加える必要がある。
【００１０】
(4) 軌道スラブＳＬＢには複数の種類があり、これらに対応して軌道スラブＳＬＢの厚さ、底面からレールＲの頭面に到る高さ、セメント・アスファルト・モルタルＣＡＭの標準注入厚その他に差違が存在する。しかし、軌道スラブＳＬＢの種類が異なる毎に計算を完結し、異なった紙面に表示していては、前後の軌道スラブＳＬＢの関連が不明確になる恐れがある。従って、複数の種類の軌道スラブＳＬＢが混在していても、レールレベルその他の条件を統一した基準に合わせた一連の計算処理を行うことができることが望ましい。
(5) スラブ軌道の施工に際して、セメント・アスファルト・モルタルＣＡＭの注入厚の管理は重要項目の一つである。計算書には形成されるＣＡＭの中央値、左側値、右側値、平均の４つの数値が、路盤１Ｋｍについて２００行並ぶことになる。ＣＡＭの注入厚の許容限界値は、軌道スラブの種別によって異なる。これに対応して、計算書の一覧表の内から許容限界値を下回っている箇所、すれすれの箇所、その他の不適な厚さの注入厚のＣＡＭを見落とし無くチェックするのは難儀なことである。
(6) 縦曲線中においては、軌道スラブＳＬＢは１枚毎にその設定勾配が変化する。突コンＰＣの間隔が一定であれば軌道スラブＳＬＢ１枚毎の勾配の変化率は一定である。この場合も、縦曲線の始点および終点が突コンＰＣ間の何処に来るかにより、縦曲線にかかる最初の一枚の値が変化するので、軌道スラブＳＬＢ１枚毎の勾配の算出は厄介な計算ではある。これに、縦断線形を部分的に修正したり、測量点間隔の不揃いの要素が加わると、軌道スラブＳＬＢ１枚毎の勾配の算出は益々厄介になる。
【００１１】
(7) 緩和曲線の逓減方式の種類には、主なものに３次放物線、サイン半波長、クロソイド曲線があり、更に、カントを付与するに際して、内軌基準と軌道中心線基準がある。緩和曲線中においては、当然の事だが、軌道スラブＳＬＢ１枚毎にカント量が変化する。このカント量の変化に合わせて路盤ＣＢＡも施工されていなければならない。
(8) 路盤ＣＢＡの出来上がり状態を標高値その他の実側値のみに基づいて評価するのは困難である。実側値と計画値との間の差を算出すれば、良否の判断の資料にはなり得るが、修正線形を策定しようとすると、暗中模索の感じになり、徒に、試行錯誤を繰り返す事に成りかねない。
(9) 製図ソフトのＣＡＤを使用する製図化装置には、Ａ全版の用紙に描けるものがあるが、高価であるし、処理に比較的時間がかかる。大きな面積の紙の取り扱いにも問題がある。一方、コンピュータ用の汎用紙は、廉価で、文字、記号を印字させる分には処理は早い。取り扱い、収納にも殆ど問題は無い。しかし、有効紙面幅が３５ｃｍ弱と狭い恨みがある。
ここで、この発明は、実際に施工されている路盤と計画縦断線形との関連を視覚により明確に把握することができ、軌道の基準器の縦断位置の調整量を簡単容易に算出することができるスラブ軌道の縦断線形策定計算方法を提供するものである。
【００１２】
【課題を解決するための手段】
請求項１：スラブ軌道の複数の勾配値、単数或いは複数の勾配変更点に到る迄の測量始点からの距離、平面線形における各変換点に到る迄の測量始点からの距離、円曲線のカント値、緩和曲線の種別を含むデータを基準器の高さ整正用主データとして採用すると共に、突コン上面と路盤表面に設置された水準測量点での標尺の読み値、次測点に到る迄の距離、路盤中央測量点とその左右一定距離の路盤左側測量点および路盤右側測量点との間の高低差、軌道スラブの種別記号より成るデータを１測点のデータとして採用するスラブ軌道の縦断線形策定計算方法を構成した。
そして、請求項２：請求項１に記載されるスラブ軌道の縦断線形策定計算方法において、縦断線形測量計算の途中計算結果である測定項目毎の各測点間の高低差を順次累計し、各測点毎に測定始点からの累計値を得、設計勾配および実測測点間距離から得られる各測点間の計画高低差について、各測点毎に測定始点からの累計値を測定項目毎に算出しておき、これら測量値から得た測定始点から各測点までの累計値と、計画値から得た測定始点から各測点までの累計値との間の差を各測点の各測定項目毎に算出し、これらの差をプロットして縦断線形現況図を作成するスラブ軌道の縦断線形策定計算方法を構成した。
【００１３】
また、請求項３：請求項２に記載されるスラブ軌道の縦断線形策定計算方法において、縦断線形現況図において軌道スラブの厚さを圧縮無視し１線を以て軌道スラブの上下面を表示することにより測定項目と比較すべき物体との間の高低差を、縦断計画線形との関連を含め限られた用紙幅に表示するスラブ軌道の縦断線形策定計算方法を構成した。
ここで、請求項４：縦断設計線形を修正するに際して勾配変更測点のシーケンシャルＮｏ．と、当該測点における設計線と修正計画線との間の差である修正量を順次入力し、勾配変更測点から次の勾配変更測点に到る迄の距離を、その間に存在する測点間の距離を区間累計して求め、両勾配変更測点の修正量の差を先の距離の区間累計値で除すことにより、勾配変更測点間の勾配修正値を算出し、各測点間の計画高低差を、ここで得た勾配修正値と測量点間距離により修正するスラブ軌道の縦断線形策定計算方法を構成した。
【００１４】
そして、請求項５：基準器設置予定の各測点の修正された計画レールレベル値の各地点間の高低差を当該地点間の距離で除することにより各点間の勾配値を算出し、この値をこの間に設置する軌道スラブの勾配値として印字出力するスラブ軌道の縦断線形策定計算方法を構成した。
また、請求項６：路盤の横断面の実測結果を図示するに際して、路盤中央測量点、路盤左側測量点、路盤右側測量点のそれぞれに標示シンボルを定め、縦断線形測量計算に際して、測定始点における路盤中央測量点と測定始点のレールレベル計画標高との間の差を入力し、各測点における路盤中央測量点とレールレベル計画面との間の差を算出し、路盤中央測量点と軌道スラブ下面との間の高低差をレールレベルと軌道スラブ下面間との標準高低差として算出し、路盤中央測量点に対する左実測高低差および右実測高低差の間の実測高低差から当該箇所の計画カントと路盤中央測量点と左右側測量点の間の距離から算出した路盤中央測量点に対する左右側測量点それぞれの左右計画高低差を減じ、標示シンボルにより同一紙面にプロットし、プロット位置が３者間で競合する場合は、中央←左←右の如く表示に優先権を与えておくスラブ軌道の縦断線形策定計算方法を構成した。
【００１５】
ここで、請求項７：路盤中央測量点、路盤左側測量点、路盤右側測量点のそれぞれの箇所について、それぞれの箇所の縦断線形測量値と計画レールレベルとに基づいてセメント・アスファルト・モルタルの注入厚を算出すると共にこれら３個の注入厚の平均値を算出し、この各測量点毎の平均値にそれぞれの次測量点との間の距離を乗算し、乗算結果を累計し、累計値を距離の累計値で除算し、除算結果を計算区間全体のセメント・アスファルト・モルタル注入厚の平均値とするスラブ軌道の縦断線形策定計算方法を構成した。
そして、請求項８：請求項７に記載されるスラブ軌道の縦断線形策定計算方法において、セメント・アスファルト・モルタルの注入厚の中央値、左側値、右側値および平均各値を一覧表にするに際し、セメント・アスファルト・モルタル注入厚が軌道スラブの種類毎に定められている許容限界値に近い場合はこれを示す符号を、許容限界値を超過する場合はこれを示す符号を注入厚の数値に付与するスラブ軌道の縦断線形策定計算方法を構成した。
【００１６】
【発明の実施の形態】
スラブ軌道の縦断線形策定計算方法の実施の形態を説明する。
先の（Ａ）スラブ軌道施工一般の課題の項に記載した通り、路盤の多少の凹凸は路盤に設置される軌道スラブと路盤の間のセメント・アスファルト・モルタルの充填厚を調整することによりできるがその補正範囲にも限度がある。そこで、以下、これについて説明する。
［１］軌道の縦断線形策定計算は、データとして、以下の基準器の高さ整正用主データ、および各測定点のデータを採用している。即ち、基準器の高さ整正用主データとして、
軌道の勾配値、
単数或いは複数の勾配変更点に到る迄の測量始点からの距離、
平面線形における各変換点に到る迄の測量始点からの距離、
円曲線のカント値、
緩和曲線の種別、
を含むデータを採用している。
更に、
突コン上面と路盤表面に設置された水準測量点の標尺の読み値、
次測点に到る迄の距離、
路盤中央測量点とその左右一定距離の両測量点との間の高低差、
軌道スラブの種別記号、
を含むデータを測定点データとして採用している。
【００１７】
［２］縦断線形の測量結果である、下記の測定項目毎の、各測定点間の高低差を順次累計し、各測定点毎に測定始点からの累計値を得る。
ここで、測定項目は、
突コンＰＣ上面の測量点の水準測量値
路盤中央の測量点の水準測量値
路盤中央に位置する測量点に対する路盤左側に位置する測量点の高低差
路盤中央に位置する測量点に対する路盤右側に位置する測量点の高低差
突コン上面に設置されている基準器と次の突コン上面に設置されている基準器との間の距離
の５項目より成る。
次に、設計勾配および実測測定点間距離から得られる各測定点間の計画高低差について、各測定点毎に測定始点からの累計値を測定項目毎に算出しておく。これら測量値から得た測定始点から各測定点までの累計値と、計画値から得た測定始点から各測定点迄の累計値との間の差を各測定点の各測定項目毎に算出する。これらの差をコンピュータ用の汎用紙にプロットし、縦断線形現況図とする。作成された縦断線形現況図は、路盤の表面から軌道スラブの下面に到る距離の調整をするセメント・アスファルト・モルタルの充填厚を算出する用に供される。
【００１８】
［３］測定項目と比較すべき物体との間の高低差を、縦断計画線形との関連を含めてコンピュータ用の汎用紙の限られた幅に図示してここに示される縦断線形現況図を作成する。ここで、測定項目と比較すべき物体について、測定項目；突コン上面と比較すべき物体とは軌道スラブ上面であり、測定項目；路盤中央と比較すべき物体とは軌道スラブ下面中央であり、測定項目；路盤左側と比較すべき物体とは軌道スラブ下面左側端であり、測定項目；路盤右側と比較すべき物体とは軌道スラブ下面の右側端である。
縦断線形現況図の作成に際して、実寸法に近付ける操作をする。即ち、縦断線形現況図における軌道スラブの表示は、軌道スラブの厚さを圧縮して、即ち、厚さを無視して軌道スラブの上下両面を１線を以て表示する。一例として、文字「Ｉ」より成るＩマークを各測量単位毎に印字配列して１線が形成される。Ｉマークを印字配列して形成された１線が縦断計画線形である。この計画線形を直線状に印字して示しているが、実際は勾配があり、勾配が変化し、縦曲線がある。
印字ピッチは２．５４ｍｍ（１／１０インチ）であり、実際に使用することができる領域は半角文字で１３６字に限られる。この１ピッチを２ｍｍとし、高さの差をＩマークを印字配列して形成された１線を基準にして、「・」、「＊」、「＋」、「−」の如き記号により表示する。軌道スラブの厚さは１６０〜１９０ｍｍもあり、この厚さも図示しようとすると、縦の縮尺を１／２以下にしなければならなくなるのである。
【００１９】
そして、各測量単位の標高に相当する実測高低差累計から、各測量単位の計画標高に相当する計画高低差累計を減算する。実測高低差累計が計画高低差累計に等しければその差は０になる。
勾配変更点であるＩＰ点の位置がずれていれば実測点を示す「・」、「＊」、「＋」、「−」の如き記号の印字は右肩上がり、右肩下がりの如く大きく外れて行く。路盤の施行が適切ではないと、Ｉマークより成る縦断計画線形を上回り、或いは下回りし、凹凸状を呈する。
［４］縦断設計線形を修正するに際して、勾配変更測定点のシーケンシャルＮｏ．と、当該測定点における設計線と修正計画線との間の差である修正量とを入力する。入力した勾配変更測定点から次の勾配変更測定点に到る迄の距離をその間に存在する測定点間の距離を区間累計して求める。両勾配変更測定点の修正量の差を先の距離の区間累計値で除算することにより、勾配変更測定点間の勾配修正値を算出する。そして、各測定点間の計画高低差を、ここで得た勾配修正値と測量点間距離により修正する。
【００２０】
［５］基準器が設置される各測点の修正された計画レールレベル値の各測定点間の高低差を当該測定点間の距離で除算することにより、各測定点間の勾配値を算出し、この値をこの間に設置する軌道スラブの勾配値として印字出力する。
［６］路盤の縦断面の実測結果を図示する縦断測量結果の図示方法について説明するに、路盤中央測量点、路盤左側測量点、路盤右側測量点および突コン上面測量点のそれぞれに標示シンボルを定める。縦断策定計算に際して、突コン上面の測量点は軌道スラブの計画上面高に関わり、路盤の３測量点は路盤面と軌道スラブの計画下面高に関わってくる。測定始点の路盤中央測量点と測定始点のレールレベル計画標高の差を入力し、各測定点における路盤中央測量点とレールレベル計画面の間の差を算出する。路盤中央測量点と軌道スラブ下面の間の距離をレールレベルから軌道スラブ下面間の標準距離により算出する。一方において、路盤中央測量点から路盤上突コン下左側測量点の間の距離、路盤中央測量点から路盤上突コン下右側測量点の間の距離、これら両距離データと当該測量単位の計画カントの角度に基づいて当該測量単位の路盤中央測量点に対する路盤左側測量点および路盤右側測量点双方の計画高低差を求め、シンボルマークにより同一紙面にプロットする。プロット位置が３者間で競合する場合は、中央←左←右の如く表示に優先権を与えておく。
【００２１】
［７］ここで、注入厚平均値算出法について説明するに、路盤中央測量点の縦断測量値、路盤左側測量点の縦断測量値、路盤右側測量点の縦断測量値と、計画レールレベルの間の関係に基づいて、セメント・アスファルト・モルタルの注入厚を各測定点毎に算出すると共にこれら３個の注入厚の平均値を算出する。この各測定点毎の平均値に、それぞれの次測定点との間の距離を乗算して、乗算結果を累計する。この累計値を距離の累計値で除算する。この除算して得られた値を計算区間全体のセメント・アスファルト・モルタル注入厚の平均値とする。
［８］スラブ軌道の縦断線形策定計算方法において、セメント・アスファルト・モルタル注入厚の中央値、左側値、右側値および平均値を一覧表にする。これに際して、セメント・アスファルト・モルタル注入厚が軌道スラブの種類毎に定められている許容限界値に近い（±１〜２mm）場合は注入厚の数値の右側にこれを示す「＝」の如き符号を付与し、許容限界値を超過する場合はこれを示す「＆」の如き符号を注入厚の数値の右側に付与する。
【００２２】
【実施例】
ここで、スラブ軌道の縦断線形策定計算方法の実施例を、図を参照して具体的に説明する。
(1) 図１を参照するに、縦断線形測量に面の要素も含ませる場合、基準器Ｓを設置するところを測点と称し、測点毎に複数箇所の測量点より成る測量単位を定めてこれを測定をする。ところで、突コンＰＣ毎の縦断線形測量の測量点は、軌道スラブＳＬＢが設置される路盤ＣＢＡの表面になるべく多く設けるのが望ましい。しかし、測量点数の増加は当然に測量費用の上昇を来す。そこで、突コンＰＣ上面と、設置される軌道スラブＳＬＢの左右両端が位置する箇所と、路盤ＣＢＡ中央、の合計４箇所を測量点としている。基準器Ｓのそれぞれには測点に対応する測点番号が付与されている。測点番号が付与されている基準器Ｓの設置位置を決めるには、路盤ＣＢＡの先の４箇所に標示シンボル「・」、「＋」、「＊」および「−」を付与する。即ち、突コン上面に・を付与し、路盤左側に「＋」を付与し、路盤中央に「＊」を付与すると共に、路盤右側に「−」を付与し、各点の関連高さを測定する。
これらの標示シンボルで表示される各点を「測量点」と称し、そして、これらの４測量点を一括して「測量単位」と称する。即ち、１つの測量単位には４つの測量点が属している。なお、建設されている２本の突コンＰＣの間に設置される軌道スラブＳＬＢの種類も、測量単位のデータとして必要な情報である。図２に示される「スラブ縦断データ用紙」の各１行のデータが１測量単位のデータに対応している。図２には測定始点を意味する測点番号の行に具体的なデータの実例が記入されている。
【００２３】
この他に、測量始点および測量終点近くの仮ベンチマークとの間の関連も併せて測量しておく。ここで、ベンチマーク Bench Mark（ＢＭ）とは、建設現場に設置されている標高が与えられた水準点である。
ここで、以下の説明において使用される基本データおよび測定項目についてまとめておく。
「基本データ」
スラブ軌道の路盤の複数の勾配値
単数或いは複数の勾配変更点に到る迄の測量始点からの距離
平面線形における各変換点に到る迄の測量始点からの距離
円曲線のカント値
緩和曲線の種別を含む基準器の高さ整正用主データ
「測定項目」
突コン上面の水準測量
路盤中央の水準測量
路盤中央に位置する測量点に対する路盤左側に位置する測量点の高低差
路盤中央に位置する測量点に対する路盤右側に位置する測量点の高低差
突コン上面に設置されている基準器と次の突コン上面に設置されている基準器との間の距離
(2) 図３を参照して水準儀の盛り替えを説明するに、水準儀の設置点を移動させて先に前視点とした測量点を次に後視点とする水準儀の盛り替えは原則として５０ｍにとる。即ち、前視最大距離と後視最大距離は各２５ｍを標準とする。一般的な盛り替え距離と比較して半分以下と短くしているのはミリメートル目盛りの標尺を使用して、目分量ではなく、目盛り線でミリメートルを確実に読む必要があるからである。
【００２４】
(3) 復路は、途中、約５ｍごとの各測点の測量を省略して前視点、後視点を、先に盛り替えた時の各一点に省略する。この時、往路の測量値との間の比較を行い、その差が一定値を超える場合は、その区間の再測量を実施する。盛り替え点における往復差は、その後の電算処理時にもチェックする。
(4) 電算機に対する入力データは、標尺の読みそのままとする。従って、盛り替え点については、後視、前視の２値が存在する。測量距離と比較して測量点が多いこと、人為的ミスをできるだけ除去したいことから、この様にする。
(5) 路盤中央の測量点「＊」と路盤左右両側の測量点「＋」、「−」との間の高低差は、専用の測定器を使用して測定する。この測定は水準儀と標尺を使用した通常の水準測量方法を採用しても実施することができるが、測定位置を印付けする作業が必要になる。専用測定器によれば、その必要は無しに、路盤中央の測量点「＊」と路盤左右両側の測量点「＋」、「−」との間の高低差を直読することができる。
【００２５】
(6) 電算機に対する入力データは、各測量単位毎に、突コン上面の測量点「・」および路盤中央の測量点「＊」の標尺の読み、ｍｍ単位で測定してｃｍ単位で入力する突コンＰＣ間の距離、路盤中央測量点「＊」に対する路盤左側測量点「＋」および路盤右測量点「−」双方の高低差、および軌道スラブＳＬＢの類別番号、とする。盛り替え点の識別は、突コンＰＣ間距離に０．００を入力することにより行う。各種の軌道スラブＳＬＢは類別番号によって識別され、それら特有の個別データは、プログラム内にデータとして保有させておく。そのデータとは、軌道スラブＳＬＢの厚さ、路盤ＣＢＡと軌道スラブＳＬＢ下面間の標準距離、軌道スラブＳＬＢ上面とレール頭面間の標準距離その他のデータである。
(7) 電算機に対する入力データには、前項の測定点データの他に縦断線形データがある。縦断線形データには、勾配、勾配変更点ＩＰの位置、縦曲線半径がある。平面線形はカント量で縦断線形に関係してくる。そのために、平面曲線半径に代わり円曲線部の設定カントを入力することになる。縦断線形現況図に図化する場合、実測値からその地点の計画値を差し引いた値を使う。カントが影響する箇所の計画値は、カント影響分も織り込み済みの値とする。この値を使ってグラフを描けば、全ての区間について、水平レベル区間と同様の図になる。縦断線形データ入力に際して、縦曲線の数、平面線形の曲線数、緩和曲線の種別により、使用するプログラムルーチンを選別する。緩和曲線の種別の内の一般的なものとしては、三次放物線逓減曲線、クロソイド逓減曲線、サイン半波長逓減曲線がある。
【００２６】
図４を参照してカントを説明する。路盤ＣＢＡの３測量点、路盤ＣＢＡ左側「＋」のところをＦ₂ 、路盤ＣＢＡ中央「＊」のところをＦ₁、路盤ＣＢＡ右側「−」のところをＦ₃で表示して説明する。カント：Ｃ＝ＧＶ²／１２７Ｒと定義されている。但、Ｒ＝曲率半径、Ｖ＝列車速度、Ｇ＝軌道により決まる定数である。ここで、θをカントＣに対応する計画カントの角度とすると、θが微小であるものとして、ｔａｎθ＝Ｃ／Ｇ、或いは、ｓｉｎθ＝Ｃ／Ｇとなり、計画カントの角度θを求めることができる。そして、Ｆ₁ 〜Ｆ₂ 間の距離は測定して求められており、この距離と計画カントθに基づいてＦ₁ 〜Ｆ₂ 間の計画高低差を求める。Ｆ₁〜Ｆ₃間についても、同様にしてＦ₁ 〜Ｆ₃間の計画高低差を求めることができる。
カントの付与の仕方は、一般に、内軌側レールを基準として、外軌側レールを上げて行う。この場合、内軌側レールが縦断線形の基本形を成す。また、車両の重心位置は、カントの１／２変化する。そのことから、日本の高速鉄道においては、内軌側レールをカントの１／２下げ、外軌側レールをカントの１／２上げて付与する方法が採用される。なお、この場合、軌道中心位置においてはカントの影響は無い。このことから、カントの付与の仕方は、以上の何れであるかを指示することも必要である。
縦断線形における勾配変更点ＩＰの位置、平面線形におけるＢＴＣ、ＢＣＣ、ＥＣＣ、ＥＴＣ、ＢＲＴ、ＥＲＴその他の変換点の位置は、基準器を設置する最初の測点からの距離によることとし、それらの数値を予め定めた順序に従って入力する。縦曲線の始点ＢＶＣおよび終点ＥＶＣの位置は、勾配変更点ＩＰとＩＰ前後の勾配差、縦曲線半径から算出する。
【００２７】
(8) 路盤の縦断面の実測結果を図示する縦断測量結果の図示方法について説明する。測定項目と比較すべき物体との間の高低差を、縦断計画線形との関連を含めて、図５に示されるコンピュータ用の汎用紙の限られた幅に図示し、ここに示される縦断線形現況図を作成する。図５は修正前のプロット図である。縦断策定計算に際して、突コンＰＣ上面の測量点「・」は軌道スラブＳＬＢの計画上面高とレールレベルに関わり、路盤ＣＢＡ上の３測量点「＊」「＋」「−」は路盤面と軌道スラブの計画下面高に関わってくる。測定始点の路盤中央測量点「＊」と測定始点のレールレベル計画標高の差を入力し、各測点における路盤中央測量点「＊」とレールレベル計画面の間の差を算出する。路盤中央測量点「＊」と軌道スラブＳＬＢ下面の間の距離を、レールレベルから軌道スラブ下面間の標準距離により算出する。一方において、路盤中央測量点「＊」から路盤左側測量点「＋」の間の距離、路盤中央測量点「＊」から路盤右側測量点「−」の間の距離、これら両距離データと当該測量単位の計画カントの角度に基づいて当該測量単位の路盤中央測量点「＊」に対する路盤左側測量点「＋」および路盤右側測量点「−」双方の計画高低差を求め、計画高低差に対する実測値の差をシンボルマークにより同一紙面にプロットする。プロット位置が３者間で競合する場合は中央←左←右の如く表示に優先権を与えておく。
【００２８】
縦断線形現況図の作成に際して、実寸法に近付ける操作をする。即ち、縦断線形現況図における軌道スラブの表示は、軌道スラブの厚さを圧縮して、即ち、厚さを無視して軌道スラブの上下両面を１線を以て表示する。一例として、文字「Ｉ」より成るＩマークを各測量単位毎に印字配列して１線が形成される。Ｉマークを印字配列して形成された１線が縦断計画線形である。この計画線形を直線状に印字して示しているが、実際は勾配があり、勾配が変化し、縦曲線がある。
印字ピッチは２．５４ｍｍ（１／１０インチ）であり、実際に使用することができる領域は半角文字で１３６字に限られる。この１ピッチを２ｍｍとし、高さの差をＩマークを印字配列して形成された１線を基準にし、「・」、「＊」、「＋」、「−」の記号を印刷する。軌道スラブの厚さは１６０〜１９０ｍｍもあり、この厚さも図示しようとすると、縦の縮尺を１／２以下にしなければならなくなるのである。そして、各測量単位の標高に相当する実測高低差累計から、各測量単位の計画標高に相当する計画高低差累計を減算する。実測高低差累計が計画高低差累計に等しければその差は０になる。勾配変更点であるＩＰ点の位置がずれていれば、実測点を示す。「・」、「＊」、「＋」、「−」の印字は右肩上がり、右肩下がりの如く、大きく外れて行く。路盤の施行が適切ではないと、Ｉマークより成る縦断計画線形を上回り、或いは下回りし、凹凸状を呈する。
【００２９】
(9) 基準器の高さの設定
基準器Ｓの基準標ＳＴの高さと計画スラブ上面高さとの間の差を５ｍｍ単位の値とすべく、基準標ＳＴの上げ下げ量を予め算出しておいて、これに従って基準標ＳＴの高さを調整する。（この後に、現場正矢の測定、設定を行う。）
(10) 基準器Ｓの「通り」設定後の高さの修正
曲線整正計算の結果、移動量が生じると、基準標ＳＴを通り方向である左右方向に動かす。基準標ＳＴの左右の調整範囲は±３０ｍｍあり、曲線整正計算においては移動量を±２５ｍｍに抑えている。仮に、移動量を２０ｍｍ、カントを２００ｍｍとすると、基準標ＳＴの高さは２．６７ｍｍ変化することになる。この横移動によって発生した変化分を元に戻す。
【００３０】
(11) 基準器Ｓの高さチェックと修正
基準器Ｓの基準標ＳＴの高さは、(8) において説明した通り、計画線に対して５ｍｍ単位の値で上下している。各測量点間および盛り替え点間の高低差を予め算出しておいて、再度、水準測量を実施して確認する。許容値を外れている場合は修正する。
(12) モルタルによる防護
平面線形、縦断線形のチェックの結果、共に誤差が許容限度内に収まっていれば、基準標ＳＴ部分を残して基準器Ｓをモルタルで埋設して防護する。この後、諸数値が記入してある諸元表を基準器Ｓの近くに貼付して作業を終了する。
【００３１】
【発明の効果】
以上の通りであって、この発明のスラブ軌道の縦断線形策定計算方法によれば実際に施工されている路盤と計画縦断線形との関連を視覚により明確に把握することができる。これを図５および図６を参照して説明するに、図５をみて計画線を２２ｍｍ下げることにした。Ｉマークの位置は固定であるので、図６の「修正後」に示される通り、標示シンボル「＊」、「＋」、「−」、「・」を相対的に上方である右へ移動する。図５の測点番号２０９、２１０について見ると「＊」、「＋」、「−」、「・」が相互に離隔している箇所は、路盤コンクリートの出来栄えがよくない、カントに合っていないことを示す。図６の測点番号２１１について見ると、この点の＋はＣＡＭ最低注入厚以下になることを示しているので、路盤コンクリートを低く修正して（路盤表面を削って）ＣＡＭ最低注入厚を確保する必要のあることを示す。
【００３２】
ここで、計画線形と合っていれば、標示シンボル「・」「＋」「−」「＊」がＩマークを印字配列することにより形成された縦断計画線形と平行になる筈であり、これら標示シンボルそれぞれの偏位の状況から、次の通りに原因の推測とその対策を早急に取り得る。路盤の横断面の勾配であるカントが合っていれば、「＋」「−」は印字されずに「＊」だけの印字となる。この場合、「＊」優先としてプログラムを作成しておく。「＋」「−」が目立つプロット図の現場は、セメント・アスファルト・モルタルの注入厚が左右不均衡になることを意味する。
勾配変更点ＩＰの位置がずれていると、縦曲線の始点ＢＶＣ、縦曲線の終点ＥＶＣ付近から実測の点の流れが上昇、或いは下降に転じるので、このずれを判断することができる。終点方の勾配が上り勾配か、下り勾配かによって、起点方、終点方の何れに勾配変更点ＩＰをシフトすべきかを決め、発生している勾配差から何ｍ移動すべきかの計算を容易に実行することができる。
【００３３】
現場に入っている縦曲線半径が計画値と違っていると、縦曲線の始点ＢＶＣ、縦曲線の終点ＥＶＣ付近に凸或は凹の円弧状の偏位が生じる。この場合、現場に入っている縦曲線半径は略何ｍかという多少の手計算は要するが、すぐに算出することができる。この修正を要する場合には、縦断線形データの修正後、初めからの計算をし、プロット図の出力を行う。
設計に対して、現場の勾配が異なっている場合も、勾配変更点ＩＰが近くに在れば、ＩＰ位置をずらすことでこれに対処することができるが、そうではない場合は、部分的に勾配値を変更することになる。この場合の修正線の設定も直角定規と鉛筆で簡単に設定することができる。厳密に言えば、勾配変更点ＩＰの無い箇所にＩＰを新設することになるが、発生原因はトンネル貫通誤差その他の主として工区境に出現する比較的小さな誤差である。従って、修正勾配と設計勾配との間の差を、±１／１００００とすると共に縦曲線半径を２５０００とすると、ＶＣＬ＝２．５ｍと短くて済み、これは仕上がり基準値の許容限度内に入る数値である。修正勾配を入れた場合は、修正勾配線に対するプロット図を出力する。
【図面の簡単な説明】
【図１】基準器の設置される測点、測量点、測量単位の関係を説明する図。
【図２】スラブ縦断データ記入用紙を示す図。
【図３】水準儀の盛り替えを説明する図。
【図４】カントを説明する図。
【図５】コンピュータ用の汎用紙に作成された修正前の縦断線形現況図。
【図６】修正後の縦断線形現況図。
【図７】バラスト軌道とスラブ軌道を示す図。
【図８】スラブ軌道の詳細を示す図。
【図９】基準器を示す図。
【符号の説明】
ＣＢＡスラブ軌道の路盤ＰＣ突コン
ＳＬＢ軌道スラブ＊路盤中央測量点
＋路盤左側測量点 − 路盤右側測量点[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vertical alignment setting calculation method for a slab track, and more particularly to a vertical alignment formulation calculation method for a slab track that can visually grasp the relationship between a roadbed and a planned vertical alignment.
[0002]
[Prior art]
(1) General technical matters related to slab track laying
Railroad tracks are roughly divided into two categories, “ballast track” and “direct track”. Here, the construction of the ballast track will be briefly described. Referring to FIG. 7 (a), the ballast track has a sleeper P arranged on the ballast and a left rail R on the sleeper P. _L And right rail R _R Is configured. In this ballast track, only the sleeper P is placed on the ballast, so that the degree of freedom of correction is large in both height and height even after the rail is placed and laid.
On the other hand, in the slab track shown in FIG. 7B, the installed track slab SLB is fixed to the concrete roadbed CBA by cement, asphalt, and mortar CAM, and is placed and laid on this track slab SLB. 2 rails R _L , R _R The degree of freedom that can be taken is extremely small and is limited to within the adjustment range of the variable pad laid on the lower surface of the rail. Therefore, the track slab SLB has two rails R _L , R _R Is required to be installed with high accuracy as a precondition for being fastened to the track slab SLB in both a plane alignment and a longitudinal alignment. This requirement can be met by installing the reference device S along the planned rail level with high accuracy. The planned rail level is Rail R _L , R _R 2 rails R on the wall where is laid _L , R _R This is a planned alignment with respect to the center of the line connecting the head surfaces of the rails or the height of the rail head surface of the inner rail.
[0003]
Referring to FIGS. 8 and 9 as well, a columnar protruding concrete PC made of reinforced concrete (hereinafter referred to as protruding PC) is integrally fixed to the concrete roadbed CBA as a part of the general configuration of the slab track. Installed. The projecting component PC is installed for each track slab SLB. The reference device S is installed on the upper end surface of the projecting component PC, and the height and the left / right position of the track slab SLB are adjusted with reference to the reference device S. . Accordingly, the distance between the measuring points is determined by the position of the reference device S installed on the upper end surface of the bumper PC. The amount of installation error allowed for the reference device S is normally limited to ¼ or less of the “finished reference value” that is the amount of error allowed after completion of the slab track.
A semicircular cutout CUT slightly larger than the diameter of the cross section of the protrusion PC is formed at the center of both end edges in the length direction of the track slab SLB. The longitudinal and lateral loads applied to the slab track are transmitted to the concrete roadbed CBA through the notch CUT and the projecting joint PC of the track slab SLB. The bumper PC has a standard interval of the center of the circular section of 5 m and is configured to protrude from the concrete roadbed CBA. The center of the bump PC is the rail R _L , R _R 2 rails R on the wall where is laid _L , R _R It is constructed in a state along the design alignment which becomes the orbit centerline CL.
[0004]
Here, the flow of curve correction, which is the correction of the plane position related to the installation of the reference device S, will be briefly summarized.
{Circle around (1)} The reference device S shown in FIG. 9 is fixed to a recess formed at the center of the upper end surface of the protrusion PC with an anchor bolt (not shown). In this case, the reference mark ST of the reference device S is fixed at an intermediate position of the movable adjustment range.
(2) The distance between the reference marks ST of the reference device S fixed by the anchor bolt is measured.
(3) A string is stretched between the reference marks ST of the reference device S, and the arrow at each measurement point is measured. Taking the Shinkansen as an example, a measuring string is stretched between five measuring points. In this case, the chord length is approximately between 18 m and 20 m.
(4) Corrective calculation is performed using the measured positive arrow as the actual positive arrow. Here, the corrective arrow that is the correct arrow after the correction of each measurement point and the amount of movement are obtained. The calculation for giving the movement amount to the on-site Masaya is referred to as “correction calculation”, and the corrected on-site Masaya is referred to as “correction Masaya”.
(5) The reference mark ST of the reference device S of each station is moved by the movement amount of the station.
(6) Carry out the confirmation arrow measurement. If the positive arrow measured at each measurement point coincides with the correct arrow obtained in (4) or is within the allowable error range, the installation position of the reference device is appropriate. If the value does not agree with the rectifying arrow obtained in (4) or is outside the allowable error range, then if the correction amount can be easily calculated on site, the reference mark ST of the reference device S is further installed. The position is corrected (see Patent Document 1).
[0005]
The plane position adjustment for calculating the plane position adjustment amount of the reference mark ST of the reference unit S for slab track laying and calculating and fixing the reference unit S with respect to the horizontal plane based on the adjustment amount has been described above. By the way, the positioning of the reference device S performed when constructing the slab track calculates the height adjustment amount of the reference mark ST not only for the plane position but also for the longitudinal linear position, and based on this height adjustment amount. It is necessary to carry out longitudinal position adjustment in which S is positioned and fixed with respect to the longitudinal alignment. Actually, the longitudinal linear position adjustment is performed prior to the planar position adjustment of the reference device S. This is because if there is variation in the height of the reference mark ST, variation in the measured value of Masaya will also occur due to the influence of Kant. If the height is set by the calculated value, even if there is a difference from the planned altitude value, the value is known, so that correction calculation can be performed.
[0006]
(2) Conventional technology for longitudinal linear position adjustment
When performing longitudinal linear surveying, it is generally possible to calculate the height difference by comparing each survey point on the roadbed of the railway track with the level point outside the roadbed at the surveying stage of the observer, and give the elevation value to each survey point. Many. The calculation method after longitudinal linear surveying, which has been conventionally performed by railroad track construction and maintenance personnel, is to drop the measured elevation value on a large graph sheet, draw the planned elevation line on the plot, and CAM at each survey point. Other data such as the injection thickness of the steel and the amount of rail uplift were read from the figure. Not only does this work require a lot of labor and time, but it is necessary to read the difference between the measured value of the altitude value and the planned value in mm units. In the track section where the slope is steep, it is natural that the plot becomes vertically long and the reading accuracy is lowered. This is because a slight plotting error at the measurement point position greatly affects the height.
[0007]
[Patent Document 1]
Japanese Patent Application No. 2002-245653 Specification
[0008]
[Problems to be solved by the invention]
(A) General problems of slab track construction
The vertical alignment in the height direction has a great influence on the ride quality of the train. The altitude value of the roadbed CBA is designed in mm units, but at the border of adjacent work zones, repeat the leveling from the reference level individually used in both work zones to determine the elevation of the temporary BM of the own work zone. Therefore, an elevation error occurs, and a cumulative error of survey error also occurs. By the way, in the construction of the slab track, it is supposed that the canal is also given to the concrete roadbed CBA in the curved section, but when concrete with fluidity is placed to implement this, the concrete will naturally flow downward. Become. On top of that, because it is necessary to construct a bump PC every 5m standard, it is not possible to finish the height of the concrete surface by introducing a finishing machine like that used when constructing a motorway. Making CBA construction more difficult. Some unevenness of the roadbed CBA can be adjusted by filling cement, asphalt, mortar CAM between the track slab SLB installed on the roadbed CBA and the roadbed CBA, but the adjustment thickness is limited. Therefore, when the accuracy of the roadbed CBA is compared with the accuracy required in the installation of the track slab SLB, it is difficult to carry out the entire length well.
[0009]
(B) Slab track construction specific issues
(1) As a standard, survey points are as many as 800 points per 1 km on a single line. The scale is read twice at the refilling point. The number of observation items on both the top and bottom lines of 1 km, which is obtained by adding the distance between survey points, reaches over 2100 items. Therefore, it is necessary to simplify the work of observation personnel, reduce the burden as much as possible, and try to reduce observation errors including errors.
(2) Cement / asphalt / mortar CAM is more expensive than ballast or normal concrete. Accordingly, it is desired to set a vertical alignment that suppresses the injection thickness of CAM to the minimum value while taking into consideration the influence on train travel.
(3) The control range of the minimum injection thickness of cement, asphalt, and mortar CAM extends to the entire bottom surface of the 4900mm x 2220mm track slab SLB as an example. Therefore, it is necessary to add a surveying element for the surface to the vertical linear survey for the orbit centerline CL that is normally performed.
[0010]
(4) There are several types of track slabs SLB. Corresponding to these, the thickness of the track slab SLB, the height from the bottom to the head of the rail R, the standard injection thickness of cement, asphalt, mortar CAM, etc. There is a difference. However, if the calculation is completed every time the type of the track slab SLB is different and displayed on different paper surfaces, the relationship between the track slab SLBs before and after may be unclear. Therefore, it is desirable to be able to perform a series of calculation processes in accordance with a standard that unifies the rail level and other conditions even when a plurality of types of track slabs SLB are mixed.
(5) The management of the injection thickness of cement, asphalt and mortar CAM is one of the important items when constructing slab tracks. In the calculation form, the median value, the left value, the right value, and the average of the formed CAM are arranged in 200 rows for 1 km of roadbed. The allowable limit value of the CAM injection thickness differs depending on the type of the track slab. Correspondingly, it is difficult to check the CAM of the injection thickness of the location below the allowable limit value, the location that has been passed, or other improper thickness in the list of calculation sheets. .
(6) In the longitudinal curve, the set gradient of the track slab SLB changes for each sheet. If the distance between the bump PCs is constant, the gradient change rate for each track slab SLB is constant. Also in this case, since the value of the first piece on the vertical curve changes depending on where the start point and end point of the vertical curve come between the bumps PC, the calculation of the gradient for each track slab SLB is troublesome. It is. If the vertical alignment is partially corrected or the elements of irregular survey point intervals are added, the calculation of the gradient for each track slab SLB becomes more and more troublesome.
[0011]
(7) The main types of relaxation curve diminishing methods are the third-order parabola, sine half-wavelength, and clothoid curve. Furthermore, when applying the cant, there are an internal gauge reference and an orbit centerline reference. In the relaxation curve, as a matter of course, the cant amount changes for each track slab SLB. The roadbed CBA must also be constructed according to the change in the amount of cant.
(8) It is difficult to evaluate the finished state of the roadbed CBA based only on the altitude and other actual values. If the difference between the actual value and the planned value is calculated, it can be used as a material for judging good or bad, but trying to formulate a modified alignment makes you feel like searching in the dark and repeats trial and error. Can be.
(9) Some of the drafting devices that use the CAD of the drafting software can draw on the A-size paper, but they are expensive and take a relatively long time to process. There is also a problem with handling large areas of paper. On the other hand, general-purpose paper for computers is inexpensive and processing is quick enough to print characters and symbols. There is almost no problem in handling and storage. However, there is a narrow stagnation with an effective paper surface width of less than 35 cm.
Here, according to the present invention, the relationship between the roadbed actually constructed and the planned longitudinal alignment can be clearly grasped visually, and the adjustment amount of the longitudinal position of the reference unit of the track can be easily calculated. It provides a vertical slab trajectory linear calculation calculation method.
[0012]
[Means for Solving the Problems]
Claim 1: A plurality of gradient values of the slab trajectory, a distance from the survey start point until reaching one or a plurality of gradient change points, a distance from the survey start point until reaching each transformation point in the plane alignment, a circular curve Data including Kant values and relaxation curve types are used as the main data for height adjustment of the reference device, and are used as standard readings and leveling points at leveling points installed on the top surface of the bumper and on the roadbed surface. The slab that adopts the data of the distance to reach, the height difference between the roadside center survey point and the roadside left side survey point and the roadside right side survey point of a certain distance to the left and right, the type symbol of the track slab as one station data A method for calculating the vertical alignment of the trajectory was constructed.
Further, in the method for calculating the vertical alignment of the slab trajectory according to claim 1, the height difference between each measurement point for each measurement item, which is the intermediate calculation result of the vertical linear survey calculation, is sequentially accumulated, Accumulated values from the measurement start point are obtained for each measurement point, and the planned height difference between each measurement point obtained from the design gradient and the distance between the actual measurement points is calculated for each measurement item. Calculate the difference between the accumulated value from the measurement start point to each station obtained from these survey values and the accumulated value from the measurement start point to each station obtained from the planned value. The calculation method for the vertical alignment of the slab trajectory was constructed by calculating for each item and plotting these differences to create a vertical linear status diagram.
[0013]
Further, in the method for calculating the longitudinal alignment of the slab track according to claim 3, the upper and lower surfaces of the track slab are displayed with one line in the longitudinal linear state diagram while ignoring the thickness of the track slab in compression. A vertical slab trajectory linear calculation calculation method was constructed to display the height difference between the measurement item and the object to be compared on a limited paper width including the relationship with the vertical plan alignment.
Here, when correcting the longitudinal design alignment, the sequential number of the slope changing station is corrected. And the correction amount, which is the difference between the design line and the correction plan line at the relevant station, is sequentially input, and the distance from the slope change station to the next slope change station is measured in between. Calculate the slope correction value between the slope change stations by calculating the distance between the points and dividing the difference in the correction amount of both slope change stations by the section total value of the previous distance. A vertical slab trajectory formula calculation method was constructed to correct the planned height difference between points using the slope correction value obtained here and the distance between survey points.
[0014]
And Claim 5: Calculate the gradient value between each point by dividing the height difference between each point of the corrected planned rail level value of each station scheduled to install the reference unit by the distance between the points, A longitudinal slab track linear calculation method was constructed to print out this value as the gradient value of the track slab installed in the meantime.
Claim 6: In order to illustrate the actual measurement result of the cross section of the roadbed, marking symbols are set at the roadbed central survey point, the roadbed left survey point, and the roadbed right survey point, respectively, and the vertical base line survey calculation is performed at the roadbed at the measurement start point. The difference between the central survey point and the rail level plan elevation at the measurement start point is input, and the difference between the subbase center survey point and the rail level plan surface at each survey point is calculated. Is calculated as the standard height difference between the rail level and the bottom surface of the track slab, and the planned difference between the measured height difference between the left measured height difference and the right measured height difference with respect to the roadbed center survey point Subtract the left and right planned height difference of the left and right survey points relative to the subbase center survey point calculated from the distance between the subbase center survey point and the left and right side survey points, and plot it on the same sheet with the marking symbol, If the lot position is conflict between 3 have constituted the vertical alignment formulate calculation of slab track to be given priority in the display as the center ← left ← right.
[0015]
Claim 7: Cement, asphalt, and mortar injection for each of the subbase center survey point, subbase left survey point, and subbase right survey point based on the longitudinal linear survey value and the planned rail level at each location The thickness is calculated and the average value of these three injection thicknesses is calculated, the average value for each survey point is multiplied by the distance between each next survey point, the multiplication results are accumulated, and the cumulative value is calculated. A vertical slab trajectory formulation calculation method was constructed by dividing by the cumulative distance and using the result of division as the average value of the cement, asphalt, and mortar thickness of the entire calculation section.
Claim 8: In the method for calculating the longitudinal linear shape of the slab track described in claim 7, the median value, left value, right value and average value of the cement, asphalt and mortar injection thickness are listed. If the cement, asphalt, or mortar injection thickness is close to the allowable limit value specified for each type of track slab, the sign indicating this will be used as the injection thickness value. A method for calculating the vertical alignment of the slab trajectory to be given was constructed.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
An embodiment of a method for calculating a vertical alignment of a slab track will be described.
As described in (A) General section on slab track construction, some unevenness of the roadbed can be achieved by adjusting the filling thickness of cement, asphalt, and mortar between the track slab installed on the roadbed and the roadbed. However, there is a limit to the correction range. This will be described below.
[1] The vertical alignment calculation for the trajectory employs the following main data for height correction of the reference unit and data of each measurement point as data. That is, as the main data for height adjustment of the reference device,
The gradient value of the orbit,
The distance from the survey start point until one or more slope change points are reached,
The distance from the survey start point to each transformation point in the plane alignment,
Cant value of the circular curve,
Type of relaxation curve,
Data including is adopted.
Furthermore,
Reading of the leveling point measure measure installed on the top surface of the bumper and the roadbed surface,
The distance to the next station,
The difference in height between the subbase center survey point and both survey points at a fixed distance to the left and right,
Orbit slab type symbol,
Is used as measurement point data.
[0017]
[2] The vertical linear survey result, the height difference between the measurement points for each of the following measurement items is sequentially accumulated, and a cumulative value from the measurement start point is obtained for each measurement point.
Here, the measurement items are
Leveling value of survey point on top of bump PC
Leveling value at the center of the roadbed
Height difference of survey point located on the left side of the roadbed with respect to the survey point located in the center of the roadbed
Height difference of survey point located on the right side of the roadbed with respect to the survey point located in the center of the roadbed
The distance between the reference device installed on the top of the bumper and the reference device installed on the top of the next bumper
It consists of 5 items.
Next, regarding the planned height difference between the measurement points obtained from the design gradient and the distance between the actual measurement points, a cumulative value from the measurement start point is calculated for each measurement item for each measurement point. The difference between the cumulative value from the measurement start point to each measurement point obtained from these survey values and the cumulative value from the measurement start point to each measurement point obtained from the planned value is calculated for each measurement item at each measurement point. . These differences are plotted on a general-purpose paper for computers, and a vertical linear state diagram is obtained. The created vertical linear state map is used to calculate the filling thickness of cement, asphalt, and mortar that adjust the distance from the surface of the roadbed to the lower surface of the track slab.
[0018]
[3] The vertical linear state diagram shown here is illustrated by showing the height difference between the measurement item and the object to be compared in the limited width of general-purpose paper for computers, including the relationship with the vertical plan alignment. create. Here, for the object to be compared with the measurement item, the measurement item; the object to be compared with the upper surface of the bumper is the upper surface of the track slab, and the measurement item; the object to be compared with the center of the roadbed is the center of the lower surface of the track slab, The measurement item: the object to be compared with the left side of the roadbed is the left side lower end of the track slab, and the measurement item: the object to be compared with the right side of the roadbed is the right end of the lower surface of the track slab.
When creating a vertical linear state map, an operation is performed to bring it closer to the actual dimensions. That is, the display of the track slab in the longitudinal linear state map displays the track slab with the thickness compressed, that is, ignores the thickness and displays both the upper and lower surfaces of the track slab with one line. As an example, one line is formed by printing and arranging I marks made of the letter “I” for each surveying unit. One line formed by printing and arranging the I marks is a longitudinal planned alignment. Although this planned alignment is printed in a straight line, there is actually a gradient, the gradient changes, and there is a vertical curve.
The printing pitch is 2.54 mm (1/10 inch), and the actual usable area is limited to 136 single-byte characters. This 1 pitch is 2 mm, and the difference in height is displayed with symbols such as “.”, “*”, “+”, “−” With reference to one line formed by printing the I mark. . The track slab has a thickness of 160 to 190 mm. If this thickness is also shown, the vertical scale must be reduced to 1/2 or less.
[0019]
Then, the planned height difference cumulative corresponding to the planned elevation of each surveying unit is subtracted from the actual measured height difference cumulative corresponding to the elevation of each surveying unit. If the measured height difference cumulative is equal to the planned height difference cumulative, the difference is zero.
If the position of the IP point, which is the slope change point, is misaligned, symbols such as “・”, “*”, “+”, “−” that indicate the actual measurement point will deviate greatly, such as rising right and falling right. Go. If the implementation of the roadbed is not appropriate, it will be above or below the longitudinal plan alignment consisting of the I mark, and will exhibit irregularities.
[4] When correcting the longitudinal design alignment, the sequential No. And a correction amount that is a difference between the design line and the correction plan line at the measurement point. The distance from the input gradient change measurement point to the next gradient change measurement point is obtained by accumulating the distance between the measurement points existing between them. The gradient correction value between the gradient change measurement points is calculated by dividing the difference between the correction amounts of the two gradient change measurement points by the total accumulated value of the previous distance. And the plan height difference between each measurement point is corrected by the gradient correction value obtained here and the distance between survey points.
[0020]
[5] The slope value between each measurement point is calculated by dividing the height difference between each measurement point of the corrected planned rail level value at each measurement point where the reference unit is installed by the distance between the measurement points. This value is printed out as the gradient value of the track slab installed in the meantime.
[6] In order to explain the method of plotting the longitudinal survey results that show the actual measurement results of the vertical section of the roadbed, there are indication symbols for the roadbed center survey point, the roadbed left survey point, the roadbed right survey point, and the bumper top surface survey point. Determine. In the longitudinal section calculation, the survey point on the upper surface of the bumper is related to the planned top surface height of the track slab, and the three survey points on the roadbed are related to the planned bottom surface height of the roadbed surface and the track slab. The difference between the roadbed central survey point at the measurement start point and the rail level planned elevation at the measurement start point is input, and the difference between the roadbed central survey point and the rail level plan plane at each measurement point is calculated. The distance between the roadbed center survey point and the lower surface of the track slab is calculated from the rail level using the standard distance between the lower surface of the track slab. On the other hand, the distance from the roadside center survey point to the left side survey point under the roadbed bumper, the distance between the roadbed center point and the roadside point below the roadbed bumper, both distance data and the planning unit of the survey unit Based on the angle, the plan height difference of both the roadbed left side survey point and the roadbed right side survey point with respect to the roadbed center survey point of the survey unit is obtained and plotted on the same sheet with the symbol mark. When the plot positions are competing among the three parties, priority is given to the display as shown in the center ← left ← right.
[0021]
[7] Here, the injection thickness average value calculation method will be described. Between the vertical survey value at the roadbed center survey point, the vertical survey value at the roadside left survey point, the vertical survey value at the roadside right survey point, and the planned rail level Based on this relationship, the injection thickness of cement, asphalt, and mortar is calculated for each measurement point, and the average value of these three injection thicknesses is calculated. The average value for each measurement point is multiplied by the distance to each subsequent measurement point, and the multiplication results are accumulated. This cumulative value is divided by the cumulative distance value. The value obtained by this division is taken as the average value of cement, asphalt, and mortar injection thickness over the entire calculation interval.
[8] List the median, left, right, and average values of cement, asphalt, and mortar injection thicknesses in the vertical slab track calculation method. In this case, if the cement, asphalt, or mortar injection thickness is close to the allowable limit value (± 1 to 2 mm) defined for each type of track slab, a sign such as “=” is shown on the right side of the injection thickness value. When the allowable limit value is exceeded, a symbol such as “&” indicating this is added to the right side of the numerical value of the injection thickness.
[0022]
【Example】
Here, an embodiment of a method for calculating the vertical alignment of the slab track will be specifically described with reference to the drawings.
(1) Referring to Fig. 1, when vertical linear surveying also includes surface elements, the location where the reference device S is installed is called a survey point, and a survey unit consisting of multiple survey points is defined for each survey point. And measure this. By the way, it is desirable to provide as many surveying points for longitudinal linear surveying for each bumper PC as possible on the surface of the roadbed CBA on which the track slab SLB is installed. However, an increase in the number of survey points naturally increases survey costs. Therefore, a total of four locations, that is, the top surface of the bumper PC, the locations where the left and right ends of the installed track slab SLB, and the center of the roadbed CBA are used as survey points. Each reference instrument S is assigned a station number corresponding to the station. In order to determine the installation position of the reference device S to which the station number is assigned, marking symbols “.”, “+”, “*”, And “−” are assigned to the four points ahead of the roadbed CBA. In other words, “·” is given to the top of the bumper, “+” is given to the left side of the roadbed, “*” is given to the center of the roadbed, “−” is given to the right side of the roadbed, and the relative height of each point is measured To do.
Each point displayed by these marking symbols is referred to as a “surveying point”, and these four surveying points are collectively referred to as a “surveying unit”. That is, four survey points belong to one survey unit. Note that the type of the track slab SLB installed between the two built-in PCs is also necessary information as survey unit data. Each row of data on the “slab longitudinal data sheet” shown in FIG. 2 corresponds to data of one surveying unit. In FIG. 2, an example of specific data is entered in the line of the station number indicating the measurement start point.
[0023]
In addition, the relationship between the survey start point and the temporary benchmark near the survey end point is also surveyed. Here, the benchmark Bench Mark (BM) is a level mark given the altitude installed at the construction site.
Here, basic data and measurement items used in the following description are summarized.
"Basic data"
Multiple slope values for subbase of slab track
Distance from the survey start point to the point or points where the gradient change is made
Distance from survey start point to each transformation point in plane alignment
Cant value of circular curve
Main data for height adjustment of the reference device including the types of relaxation curves
"Measurement item"
Leveling on top of bumper
Leveling at the center of the roadbed
Height difference of survey point located on the left side of the roadbed with respect to the survey point located in the center of the roadbed
Height difference of survey point located on the right side of the roadbed with respect to the survey point located in the center of the roadbed
The distance between the reference device installed on the top of the bumper and the reference device installed on the top of the next bumper
(2) Referring to Fig. 3 to explain the reshuffling of a leveling instrument, move the leveling point to a survey point that was previously set as the previous point of view, and then reshuffle the leveling point to 50m in principle. Take. That is, the maximum distance for front vision and the maximum distance for rear vision are each 25 m as a standard. The reason why the distance is shortened to less than half compared with a general reordering distance is that it is necessary to read millimeters with a scale line instead of a scale, using a scale with a millimeter scale.
[0024]
(3) On the way back, the survey at each station every 5m is omitted on the way, and the front and rear viewpoints are omitted for each point when the rear view is rearranged first. At this time, a comparison is made with the survey value of the forward path, and if the difference exceeds a certain value, the survey of the section is performed again. The round trip difference at the refilling point is also checked during subsequent computer processing.
(4) The input data to the computer will remain the same as the standard scale. Therefore, there are two values for rearrangement and foresight for the reordering point. This is done because there are many survey points compared to the survey distance and to eliminate human error as much as possible.
(5) The height difference between the survey point “*” at the center of the roadbed and the survey points “+” and “−” on the left and right sides of the roadbed shall be measured using a dedicated measuring instrument. This measurement can be carried out even if a normal leveling method using a leveling instrument and a scale is adopted, but it is necessary to mark the measurement position. According to the dedicated measuring instrument, it is possible to directly read the height difference between the survey point “*” at the center of the roadbed and the survey points “+” and “−” on the left and right sides of the roadbed.
[0025]
(6) For the input data to the computer, for each surveying unit, read the measuring point “・” on the top of the bumper and the surveying point “*” in the center of the roadbed, measure it in mm, and enter it in cm. The distance between the bump PCs, the height difference of both the roadbed left survey point “+” and the roadbed right survey point “−” with respect to the roadbed center survey point “*”, and the classification number of the track slab SLB. The reordering point is identified by inputting 0.00 as the distance between the bumping PCs. Each type of track slab SLB is identified by a classification number, and individual data unique to the track slab SLB is held as data in the program. The data includes the thickness of the track slab SLB, the standard distance between the roadbed CBA and the lower surface of the track slab SLB, the standard distance between the upper surface of the track slab SLB and the rail head surface, and other data.
(7) Input data to the computer includes longitudinal linear data in addition to the measurement point data in the previous section. The longitudinal linear data includes a slope, a position of the slope change point IP, and a longitudinal curve radius. The plane alignment is related to the vertical alignment by the cant amount. For this purpose, the setting curve of the circular curve portion is input instead of the plane curve radius. When plotting into a vertical linear state map, use the value obtained by subtracting the planned value at that point from the actual measurement. The planned value for the area where Kant is affected is the value that has already been incorporated into Kant's influence. If a graph is drawn using this value, all sections will be similar to the horizontal level section. When inputting longitudinal linear data, the program routine to be used is selected according to the number of longitudinal curves, the number of planar linear curves, and the type of relaxation curve. Common types of relaxation curves include cubic parabolic decay curves, clothoid decay curves, and sine half-wavelength decay curves.
[0026]
The cant will be described with reference to FIG. 3 survey points of roadbed CBA, “+” on the left side of roadbed CBA F ₂ , F on the roadbed CBA center "*" ₁ , F on the roadside CBA right side "-" _Three Display and explain. Kant: C = GV ² / 127R. However, R = a radius of curvature, V = a train speed, and G = a constant determined by a track. Here, if θ is the angle of the plan cant corresponding to cant C, it is assumed that θ is very small, and tan θ = C / G or sin θ = C / G, and the angle θ of the plan cant can be obtained. . And F ₁ ~ F ₂ The distance between the two is determined by measurement, and based on this distance and the planned cant θ, F ₁ ~ F ₂ Find the planned height difference between the two. F ₁ ~ F _Three In the same way, ₁ ~ F _Three The difference in planned height between the two can be obtained.
In general, the cant is applied by raising the outer rail side rail with reference to the inner rail side rail. In this case, the inner rail side rail forms a longitudinal linear shape. In addition, the center of gravity of the vehicle changes by a half of Kant. Therefore, in Japanese high-speed railways, a method is adopted in which the inner rail side rail is lowered by half of the cant and the outer rail side rail is raised by half of the cant. In this case, there is no influence on the center of the trajectory. For this reason, it is necessary to instruct which of the above-described methods for providing the cant.
The position of the slope change point IP in the longitudinal alignment, the position of BTC, BCC, ECC, ETC, BRT, ERT and other conversion points in the plane alignment depend on the distance from the first station where the reference unit is installed, Numeric values are entered in a predetermined order. The positions of the start point BVC and end point EVC of the vertical curve are calculated from the gradient change point IP, the gradient difference before and after IP, and the vertical curve radius.
[0027]
(8) A method of displaying the longitudinal survey result illustrating the actual measurement result of the vertical section of the roadbed will be described. The height difference between the measurement item and the object to be compared is illustrated in the limited width of the general-purpose paper for a computer shown in FIG. 5, including the relationship with the vertical plan alignment, and the vertical alignment shown here Create a current situation map. FIG. 5 is a plot before correction. In the longitudinal section calculation calculation, the survey point “・” on the top surface of the bumper PC is related to the planned top surface height and rail level of the track slab SLB, and the three survey points “*”, “+”, “−” on the roadbed CBA are the roadbed surface and track. It is related to the planned bottom height of the slab. The difference between the roadbed center survey point “*” at the measurement start point and the rail level planned elevation at the measurement start point is input, and the difference between the roadbed center survey point “*” and the rail level plan surface at each measurement point is calculated. The distance between the roadbed center survey point “*” and the lower surface of the track slab SLB is calculated from the rail level by the standard distance between the lower surface of the track slab. On the other hand, the distance between the roadbed center survey point “*” and the roadbed left survey point “+”, the distance between the roadbed center survey point “*” and the roadbed right survey point “−”, both of these distance data and the corresponding survey Based on the angle of the plan cant of the unit, obtain the planned height difference of the roadside left survey point “+” and the roadbed right survey point “−” with respect to the roadbed center survey point “*” of the survey unit, and measure the measured height difference Are plotted on the same sheet with symbol marks. When the plot positions are competing among the three parties, priority is given to the display as shown in the center ← left ← right.
[0028]
When creating a vertical linear state map, an operation is performed to bring it closer to the actual dimensions. That is, the display of the track slab in the longitudinal linear state map displays the track slab with the thickness compressed, that is, ignores the thickness and displays both the upper and lower surfaces of the track slab with one line. As an example, one line is formed by printing and arranging I marks made of the letter “I” for each surveying unit. One line formed by printing and arranging the I marks is a longitudinal planned alignment. Although this planned alignment is printed in a straight line, there is actually a gradient, the gradient changes, and there is a vertical curve.
The printing pitch is 2.54 mm (1/10 inch), and the actual usable area is limited to 136 single-byte characters. This 1 pitch is set to 2 mm, and the height difference is set on the basis of one line formed by printing and arranging the I mark, and symbols “.”, “*”, “+”, And “−” are printed. The track slab has a thickness of 160 to 190 mm. If this thickness is also shown, the vertical scale must be reduced to 1/2 or less. Then, the planned height difference cumulative corresponding to the planned elevation of each surveying unit is subtracted from the actual measured height difference cumulative corresponding to the elevation of each surveying unit. If the measured height difference cumulative is equal to the planned height difference cumulative, the difference is zero. If the position of the IP point that is the gradient change point is deviated, an actual measurement point is indicated. The prints of “.”, “*”, “+”, “−” Are greatly deviated, such as rising to the right and falling to the right. If the implementation of the roadbed is not appropriate, it will be above or below the longitudinal plan alignment consisting of the I mark, and will exhibit irregularities.
[0029]
(9) Setting the reference unit height
In order to set the difference between the height of the reference mark ST of the reference device S and the height of the plan slab upper surface to a value in units of 5 mm, the raising / lowering amount of the reference mark ST is calculated in advance, and the height of the reference mark ST is accordingly calculated. Adjust. (After this, measurement and setting of Masaya on-site is performed.)
(10) Correction of height after setting “Street” of reference device S
If a movement amount is generated as a result of the curve correction calculation, the curve is moved in the left-right direction that is the direction passing through the reference mark ST. The left and right adjustment range of the reference mark ST is ± 30 mm, and the amount of movement is suppressed to ± 25 mm in the curve correction calculation. If the movement amount is 20 mm and the cant is 200 mm, the height of the reference mark ST changes by 2.67 mm. The change caused by this lateral movement is restored.
[0030]
(11) Checking and correcting the height of the reference device S
As described in (8), the height of the reference mark ST of the reference device S is raised or lowered by a unit of 5 mm with respect to the planned line. The height difference between each surveying point and the replacement point is calculated in advance, and the leveling is performed again to confirm. If it is out of tolerance, correct it.
(12) Protection by mortar
As a result of checking the horizontal alignment and the vertical alignment, if the error is within the allowable limit, the reference device S is buried with mortar to protect the reference mark ST portion. Thereafter, a specification table in which various numerical values are entered is pasted near the reference device S, and the operation is completed.
[0031]
【The invention's effect】
As described above, according to the vertical alignment formula calculation method for the slab track of the present invention, the relationship between the roadbed actually constructed and the planned vertical alignment can be clearly grasped visually. This will be described with reference to FIGS. 5 and 6. The plan line is lowered by 22 mm with reference to FIG. 5. Since the position of the I mark is fixed, the marking symbols “*”, “+”, “−”, “•” are moved to the upper right relatively as shown in “after correction” in FIG. . Looking at the station numbers 209 and 210 in FIG. 5, the locations where "*", "+", "-", and "." Are separated from each other are not well-made in roadbed concrete and do not match It shows that. Looking at the station number 211 in FIG. 6, + of this point indicates that the CAM minimum injection thickness is not reached. Indicates what needs to be done.
[0032]
Here, if it matches with the planned alignment, the marking symbols “·”, “+”, “−”, “*” should be parallel to the longitudinal planned alignment formed by arranging the I marks. From the deviation situation of each symbol, the cause can be estimated and countermeasures can be taken immediately as follows. If the cant which is the gradient of the cross section of the roadbed is correct, “+” and “−” are not printed, but only “*” is printed. In this case, a program is created with “*” priority. The plot field where “+” and “−” are conspicuous means that the injection thickness of cement, asphalt, and mortar becomes imbalanced.
If the position of the gradient change point IP is deviated, the flow of actually measured points starts to rise or descend from the start point BVC of the vertical curve and the end point EVC of the vertical curve, so this deviation can be determined. Decide whether the slope change point IP should be shifted to the starting point or the end point depending on whether the slope of the end point is uphill or downhill, and easily calculate how many meters to move from the generated slope difference Can be executed.
[0033]
If the radius of the vertical curve entering the site is different from the planned value, a convex or concave arcuate deviation occurs in the vicinity of the start point BVC of the vertical curve and the end point EVC of the vertical curve. In this case, the vertical curve radius entering the site requires some manual calculation of approximately several meters, but can be calculated immediately. When this correction is required, after correcting the longitudinal linear data, the calculation from the beginning is performed and a plot diagram is output.
Even if the slope of the field is different from the design, if the slope change point IP is close, this can be dealt with by shifting the IP position. The slope value will be changed. In this case, the correction line can be easily set with a right angle ruler and a pencil. Strictly speaking, an IP is newly installed at a point where there is no gradient change point IP, but the cause of the occurrence is a tunnel penetration error or other relatively small error that appears mainly at the work zone boundary. Therefore, if the difference between the correction gradient and the design gradient is ± 1/10000 and the radius of the longitudinal curve is 25000, VCL = 2.5 m can be shortened, and this is within the allowable limit of the finished reference value. It is a numerical value. When a correction gradient is entered, a plot diagram for the correction gradient line is output.
[Brief description of the drawings]
FIG. 1 is a diagram for explaining the relationship among a survey point, a survey point, and a survey unit in which a reference device is installed.
FIG. 2 is a diagram showing a slab longitudinal data entry form.
FIG. 3 is a diagram for explaining the replacement of the level ceremonies.
FIG. 4 is a diagram illustrating a cant.
FIG. 5 is a longitudinal linear state diagram before correction created on general-purpose paper for computers.
FIG. 6 is a longitudinal linear state diagram after correction.
FIG. 7 is a diagram showing a ballast track and a slab track.
FIG. 8 is a diagram showing details of a slab track.
FIG. 9 is a diagram showing a reference device.
[Explanation of symbols]
CBA Slab track base PC PC
SLB Track slab * Subway center survey point
+ Subbase left survey point-Subbase right survey point

Claims

A plurality of design gradient values of slab track, and the design data input process to store them as design data and the distance from the surveying starting point up to the single number or a plurality of gradient changes is entered,
When the type of track slab is input, the process stores the corresponding type data,
Between each measured value obtained from the reading of the standard at the leveling point installed on the top surface of the bumper and the center of the roadbed surface at each station, and the measured point until the next station A measurement data input process in which distances are input and stored as measurement data;
A level measurement value calculation process for calculating the level measurement value from the measurement start point for each measurement point by calculating the difference between the actual measurement values between the measurement points and sequentially accumulating the difference.
A level plan value calculation process in which a plan height difference between each measurement point is obtained from the design gradient and the distance between the actual measurement points, and this is sequentially accumulated to calculate a level plan value from the measurement start point for each measurement point,
Calculating the difference between the level measurement value and the level plan value for each station;
The above level plan values for each station are displayed as a plan value line, and the difference between the above level measurement value and the above level plan value is plotted for each station on the plan value line, and a vertical linear state map is displayed. A vertical slab trajectory formulation calculation method, characterized by having a computer execute a display process of creating and displaying .

In the longitudinal linear formulation calculation method of the slab track described in claim 1,
In the above design data input process, a cant value is also input, and there is also a process of storing this as design data.
The above measurement data input process is as follows: The reading of the standard at the leveling point installed at the left side and the right side of the roadbed at a fixed distance to the left and right of the roadside center survey point and the roadside center survey point There is also a process in which the measured height difference of the reading of the standard is input, and these are also stored as measurement data input,
A calculation process for calculating the right level measurement value and the left level measurement value by calculating the level measurement value and the measurement height difference for each measurement point,
A calculation process for calculating the right side level plan value and the left side level plan value by calculating the level plan value, the design cant value and the constant distance for each measuring point;
Calculating each difference between the right and left level measurement values and the right and left level plan values for each station;
The display process plots the difference between the right-hand level measurement value and the right-hand level plan value, and the difference between the left-hand level measurement value and the left-hand level plan value for each measuring point, with respect to the plan value line. A method for calculating the vertical alignment of a slab trajectory, which is a process of creating and displaying a vertical linear state map .

In the method for calculating the vertical alignment of the slab track according to claim 1 or 2 ,
The above display process is a process of displaying the position of the upper and lower surfaces of the track slab with respect to the planned value line for each corresponding measurement point by using a straight line in which the thickness of the track slab is compressed and ignored and arranged in line I. Calculation method for vertical alignment of slab track.

In the longitudinal linear formulation calculation method of the slab track according to any one of claims 1 to 3,
When the level plan value is corrected, the sequential number of the input slope change station is input based on the shape of the plot of the difference between the level plan value and the level measurement value with respect to the plan value straight line . And the difference between the level plan value and the corrected plan line at the relevant station are input as correction amounts, these sequential numbers are stored. And the process of storing the correction amount in association with each other,
A process in which the slope change measuring point distance to reach the point measuring next gradient changing, Ru determined by the interval total distance between measuring point exists therebetween,
By dividing the difference between the amount of correction of both gradient change measurement point in the interval cumulative value of distances of the gradient change stations, comprising the steps of calculating a slope correction value between measuring gradient changes,
The planned height difference between the measuring points, multiplied by the distance between the slope correction value and surveying points and correct Ri by the result, and a process of using the modified plan height difference instead of the planned height difference A method for calculating the vertical alignment of a slab trajectory.

In the longitudinal linear formulation calculation method of the slab track according to any one of claims 1 to 4,
Process of the modification plan height difference between the measuring points to calculate the slope value between each measuring point by dividing the distance between the measuring points, printed out as a gradient value of the track slab installing this value during this time A method for calculating the longitudinal alignment of a slab track, characterized by comprising:

In the longitudinal linear formulation calculation method of the slab trajectory according to any one of claims 2 to 5,
The process of calculating the injection thickness of cement, asphalt, and mortar based on the difference between each of the above-mentioned standard level plan values and cumulative measurement values for the subbase center survey point, subbase left survey point, and subbase right survey point for each survey point, and ,
A process of calculating an average value of the above three calculated injection thicknesses for each measurement point;
Multiplied by the distance between the respective next stations to the average value for each measuring point, a step of accumulating the multiplication result,
The process of accumulating the distance between the stations and dividing the cumulative value of the multiplication result by the cumulative value,
Vertical alignments established method of calculating slab track, characterized by chromatic and process for displaying the division result as the average value of the cement-asphalt mortar injected thickness of the entire section between stations endpoint from the stations start point .

In the longitudinal slab trajectory formulation calculation method according to claim 6 ,
The value of the injection thick roadbed central survey point of the cement-asphalt mortar for each measuring point, the value of the roadbed left survey point, the value of the base course right survey points, and to display these average values tabulated, and cement the sign is close to the allowable limit value asphalt mortar injected thickness is defined for each type of track slabs show this, giving the display a code indicating which if it exceeds the allowable limit value to a number of the corresponding injection thickness vertical alignments established method of calculating slab track, characterized in that have a process of.