A method for evaluating the smoothness of a high-speed railway track control network
By coarse deviation detection and reference point stability diagnosis on the observation data of the track control network, plagiarism stability adjustment is performed after the coarse deviation is eliminated, and the deviation is calculated in combination with linear interpolation method, the problem of difficulty in evaluating the smoothness of the track control network in the existing technology is solved, and the accuracy of the smoothness of the track control network plane and elevation network is achieved.
Patent Information
- Application Number
- CN202410989647.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-23
- Publication Date
- 2025-06-20
- Estimated Expiration
- 2044-07-23
AI Technical Summary
It is difficult for the prior art to accurately judge the smoothness of the high-speed railway track control network. It is difficult to detect and control the unevenness of the track control network caused by factors such as rough observation values and incompatibility of the reference data.
By coarse deviation detection and reference point stability diagnosis on the observation data of the track control network, quasi-stable adjustment is performed after removing the roughness, and combining linear interpolation to calculate the deviation between the plane and the elevation network, an uneven value calculation model is established, and a threshold is set to evaluate smoothness.
It provides a reliable evaluation method for smoothness of the track control network, which can accurately evaluate the smoothness of the track control network plane and elevation network, ensure the high smoothness of the track control network, and support further quality control of the control network.
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Figure CN118996931B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of railway precise measurement, and in particular to a method for evaluating the smoothness of a high-speed railway track control network. Background Art
[0002] The high smoothness of the track is a prerequisite for the fast, safe and comfortable operation of high-speed railway trains, which is mainly achieved by precise measurement and fine adjustment of the high-speed railway track. The precise measurement and fine adjustment of the high-speed railway track are based on the track control network as the measurement benchmark. If there is unevenness in the control network, this unevenness will ultimately be reflected as the unevenness of the rail. The track control network has strict field observation procedures and measurement technical index requirements. However, affected by factors such as construction, weather changes, and human errors, its observed data will inevitably contain gross errors. Due to the influence of measurement errors, point instability, projection deformation and other factors, the actual geometric relationship between the reference points of the track control network and the geometric relationship determined by the reference data will be inconsistent (i.e., the reference data is incompatible), and the track control network will be distorted and deformed after constrained adjustment. The above-mentioned gross errors in the observed values and the reference data errors will both reduce the accuracy and reliability of the control points of the track control network, and further cause the unevenness of the track control network.
[0003] At present, in the measurement practice of high-speed railway track control networks, the quality control and evaluation of the track control network mainly rely on various accuracy indexes after the adjustment of the control network as conditional constraints. However, a large number of measurement practices have shown that such a processing strategy is often difficult to detect and effectively control the unevenness problems of the track control network caused by factors such as gross errors in observed values and incompatible reference data. Among them, the quality control and evaluation of the plane network mainly rely on accuracy indexes such as the residuals of observed values, the mean square error of observed values, the mean square error of points, and the relative mean square error of adjacent control points after the adjustment of the control network. The quality control and evaluation of the elevation network mainly rely on accuracy indexes such as the accidental mean square error of elevation difference per kilometer and the total mean square error of the control network, the closing error of the leveling loop between adjacent control points, and the mean square error of elevation difference between adjacent control points. Among these accuracy indexes, the relative mean square error of adjacent control points in the plane network and the mean square error of elevation difference between adjacent control points in the elevation network are important indexes affecting the smoothness of the track control network, but they are not a direct quantitative evaluation of the smoothness of the control network, and they can only reflect the smoothness of the control network in a relatively short section to a certain extent, and cannot reflect the long-wave smoothness of the control network. The other several indexes cannot reflect the smoothness of the control network.
[0004] At present, when measuring and evaluating units and railway track maintenance departments conduct quality assessment and result acceptance of high-speed railway track control network measurement results, it is difficult to accurately judge the smoothness of the control network only relying on various accuracy indexes after adjustment. Therefore, how to accurately and effectively evaluate the quality of the high-speed railway track control network measurement results submitted by the measurement unit to ensure the high smoothness of the track control network is a difficult problem that urgently needs to be solved in the quality assessment and acceptance of the track control network results by the current measurement and evaluation units and railway track maintenance departments. Summary of the invention
[0005] Aiming at the problem that it is difficult for current measurement and evaluation units and railway engineering departments to accurately judge the smoothness of the control network when conducting quality evaluation and acceptance of measurement results of high-speed railway track control network, the present invention provides a method for evaluating the smoothness of high-speed railway track control network.
[0006] The method for evaluating the smoothness of the high-speed railway track control network provided by the present invention is used to evaluate the smoothness of the plane network and the elevation network. The main steps of the evaluation method are as follows:
[0007] S1. Perform gross error detection and analysis on the observation data of the track control network, and remove the gross error observation values located. The track control network is a plane network or an elevation network.
[0008] S2. Use the average gap method to perform stability diagnosis and analysis on the reference points of the track control network; use the unstable reference points obtained through diagnosis as unknown points, use the observation data after eliminating gross errors and the stable reference points to perform constrained network adjustment, and obtain the coordinates or elevation estimates of the unstable reference points, which are used as the corrected unstable reference data.
[0009] S3, using the observation data after eliminating gross errors obtained in step S1 and the benchmark data after correcting the unstable benchmark points in step S2 to perform quasi-stable adjustment processing.
[0010] S4. According to the plane coordinates of the control points of the track control network submitted by the surveying unit and the design parameters of the railway line, calculate the projection mileage of the centerline of the control points L = (L1, L2, ..., L i ,…,L n ) T and tangent azimuth α=(α1,α2,…,α i ,…,α n ) T .
[0011] S5. Calculate the deviation of the results submitted by the measurement unit relative to the results of the quasi-adjustment.
[0012] If the object to be evaluated is a plane network, the quasi-stable adjustment result (X, Y) T , measurement unit submission results (X′, Y′) T and tangent azimuth α, calculate the lateral deviation f of the measurement unit submission relative to the quasi-adjustment result 横 :
[0013] f 横i =ΔY i cos(α i )-ΔX i sin(α i ) (i=1,2,…,n)
[0014] In the formula, f 横i is the lateral deviation of the i-th control point, (X, Y) T =(X1, Y1, X2, Y2, …, X i , Y i ,...X n , Y n ); T , (X′, Y′) T =(X′1, Y′1, X′2, Y′2, …, X′ i , Y′ i ,...X′ n , Y′ n ); T , ΔX i =X′ i -X i , ΔY i =Y′ i -Y i .
[0015] If the object to be evaluated is a height network, calculate the vertical deviation f of the results submitted by the survey unit relative to the quasi-stable adjustment result 垂 :
[0016] f 垂i =H′ i -H i (i = 1, 2, …, n)
[0017] In the formula, f 垂i is the vertical deviation of the i-th control point; H′=(H′1, H′2, …, H′ i , …, H′ n ) T is the elevation of the control points of the track control network submitted by the survey unit; H=(H1, H2, …, H i , …, H n ) T is the elevation of the control points of the track control network after quasi-stable adjustment.
[0018] S6. According to the center line projection mileage L calculated in step S4, use the linear interpolation method to obtain the deviation sequence sorted by mileage.
[0019] If the object to be evaluated is a plane network, according to the lateral deviation f 横 of the control points and its corresponding center line projection mileage L, use the linear interpolation method to interpolate at a distance interval of 0.625 m to obtain the lateral deviation sequence f′ 横 =(f′ 横1 , f′ 横2 , …, f′ 横i , …, f′ 横m )T , the mileage corresponding to the interpolation points is L′ = (L′1, L′2, …, L′ i , …, L′ m ), T where m is the number of interpolation points.
[0020] If the object to be evaluated is the elevation network, according to the vertical deviation f of the control points 垂 and their corresponding mileage L of the central line projection, using the linear interpolation method, at a distance interval of 0.625 m, interpolate to obtain the vertical deviation sequence f′ sorted by mileage 垂 = (f′ 垂1 , f′ 垂2 , …, f′ 垂i , …, f′ 垂m ), T , the mileage corresponding to the interpolation points is L′ = (L′1, L′2, …, L′ i , …, L′ m ). T .
[0021] S7. Calculate the unevenness values of all interpolation points corresponding to a 300 m wavelength:
[0022] Among them, for the plane network, the formula for calculating the unevenness value is as follows:
[0023]
[0024] For the elevation network, the formula for calculating the unevenness value is as follows:
[0025]
[0026] In the formula, j < i < j + 240.
[0027] S8. Take one-third of the allowable deviation of the smoothness corresponding to the 300 m long wave of the high-speed railway track as the allowable value of the 150 m / 300 m unevenness of the track control network, that is, 3.3 mm / 150 m as the threshold; if the unevenness values of all interpolation points are less than the threshold, it means that the smoothness of the control network is good; if there are unevenness values of interpolation points greater than the threshold, the smoothness of the control network section between the control points on both sides of the corresponding detection chord is poor.
[0028] Specifically, for the plane network, if the direction unevenness values of all interpolation points are less than the threshold, the overall smoothness of the plane network is good; if there are direction unevenness values of interpolation points greater than the threshold, the smoothness of the plane network section between the control points on both sides of the corresponding detection chord is poor.
[0029] For the elevation network, if the vertical irregularity values of all interpolation points are less than the threshold, the overall smoothness of the elevation network is good; if there are interpolation points with vertical irregularity values greater than the threshold, the smoothness of the elevation network section between the control points on both sides of the corresponding detection chord is poor.
[0030] Compared with the prior art, the beneficial effects of the present invention are as follows:
[0031] (1) The smoothness evaluation method for the high-speed railway track control network of the present invention is divided into the horizontal smoothness of the plane network and the vertical smoothness of the elevation network. It is a new technical index for evaluating the quality of the high-speed railway track control network proposed in combination with the actual application requirements of the smoothness of the track control network in the precise measurement and adjustment work of the high-speed railway track. After data quality control processing such as rough error detection of the observed data and stability diagnosis of the reference points, the quasi-stable adjustment of the track control network is carried out. The control network after the quasi-stable adjustment has the characteristics of high smoothness and can provide a reliable reference benchmark for the further evaluation of the smoothness of the control network; a smoothness evaluation model for the plane network and elevation network of the track control network is constructed.
[0032] (2) The evaluation method of the present invention solves the problem that it is difficult to accurately judge the smoothness of the control network only relying on the various accuracy indexes after adjustment when the current measurement and evaluation units and railway maintenance departments evaluate the quality of the measurement results of the high-speed railway track control network and accept the results.
[0033] Other advantages, objectives and features of the present invention will be partially reflected by the following description and partially understood by those skilled in the art through the research and practice of the present invention. Brief Description of the Drawings
[0034] Figure 1 is a flowchart of the smoothness evaluation method for the high-speed railway track control network of the present invention.
[0035] Figure 2 is a result diagram of the smoothness analysis of the simulation control network.
[0036] Figure 3 is a comparison diagram of the vertical deviation of the simulation control network after adjustment by two methods with respect to the true value. Detailed Embodiments
[0037] The following describes the preferred embodiments of the present invention with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention and are not used to limit the present invention.
[0038] The high-speed railway track control network is a three-dimensional control network that is separately measured and adjusted for the plane network and the elevation network. Its smoothness evaluation is divided into two parts: the smoothness evaluation of the plane network and the smoothness evaluation of the elevation network.
[0039] I. Evaluation of the smoothness of the plane network, as Figure 1As shown below, the specific method is as follows:
[0040] (1) Conduct gross error detection and analysis on the observed data of the plane network of the track control network, and eliminate the located gross error observations. Among them, the gross error detection method can adopt one of the improved L1 norm estimation method that can handle gross errors at lever points or the robust least squares method that can handle gross errors at lever points.
[0041] (2) Use the average gap method to conduct stability diagnosis and analysis on the reference points of the plane network of the track control network. Take the unstable reference points obtained from the diagnosis as unknown points, and use the observed data after eliminating gross errors and stable reference points to conduct constrained network adjustment, obtain the plane coordinate estimates of the unstable reference points, and use them as the corrected coordinates of the unstable reference points.
[0042] (3) Conduct quasi-stable adjustment using the observed data after eliminating gross errors and the reference data after correcting the coordinates of unstable reference points to obtain the coordinates (X, Y) of the control points of the track control network T =(X1, Y1, X2, Y2, …, X i , Y i , … X n , Y n ). Among them, n is the total number of control points, and (X T , Y i , Y i ) is the coordinate of the i-th control point.
[0043] (4) Let the plane coordinate results of the control points of the track control network submitted by the survey unit be (X′, Y′) T =(X′1, Y′1, X′2, Y′2, …, X′ i , Y′ i , … X′ n , Y′ n ). Combine (X′, Y′) T and the railway line design parameters in the section where the control network is located to calculate the projection mileage L=(L1, L2, …, L T , …, L i , …, L n ) T and the tangent azimuth angle α=(α1, α2, …, α i , …, α n ) T .
[0044] (5) Calculate the lateral deviation f of the results submitted by the survey unit relative to the results of the quasi-stable adjustment from the quasi-stable adjustment results (X, Y) T , the results (X′, Y′) T submitted by the survey unit, and the tangent azimuth angle α of the position of the projection point of the control point on the center line; 横 ;
[0045] f 横i = ΔY i cos(α i ) - ΔX i sin(α i ) (i = 1, 2, …, n) (1)
[0046] Wherein, f 横i is the lateral deviation of the i-th control point; ΔX i = X′ i - X i ; ΔY i = Y′ i - Y i .
[0047] (6) According to the lateral deviation f 横 of the control point and its corresponding center line projection mileage L, using the linear interpolation method, at a distance interval of 0.625 m, interpolate to obtain a sequence of lateral deviations f′ 横 = (f′ 横1 , f′ 横2 , …, f′ 横i , …, f′ 横m ) T , and the mileage corresponding to the interpolation point is L′ = (L′1, L′2, …, L′ i , …, L′ m ). Wherein, m is the number of interpolation points. T .
[0048] (7) According to the lateral deviation f′ 横 of the interpolation point and the mileage L′, calculate the horizontal direction irregularity value corresponding to a wavelength of 300 m.
[0049] Use a 300 m chord line, set a pair of detection points at an interval of 150 m, and start pulling the chord from the first interpolation point. Then, the detection values of the 2nd to 240th interpolation points can be obtained for this chord pulling. The next chord line starts from the last interpolation point (240) that has been detected. The direction irregularity value of the 150 m / 300 m chord obtained from this chord pulling is
[0050]
[0051] where j < i < j + 240.
[0052] (8) According to the error distribution theory, in order to make the influence of the irregularity of the track control network on the laying smoothness of the track negligible, take one-third of the allowable deviation of the track alignment smoothness corresponding to the 300 m long wave of the high-speed railway track as the allowable value of the 150 m / 300 m chord direction irregularity of the track control network, that is, 3.3 mm / 150 m as the threshold.
[0053] If the direction irregularity values of all interpolation points are less than the threshold, the overall flatness of the plane network is good; if there are interpolation points with direction irregularity values greater than the threshold, the flatness of the plane network section between the control points on both sides of the corresponding detection chord line is poor.
[0054] II. Evaluation of the flatness of the elevation network, as Figure 1 shown, the specific method is as follows:
[0055] (1) Conduct gross error detection and analysis on the elevation network observation data of the track control network, and eliminate the located gross error observation values. Among them, the gross error detection method can adopt one of the classical L1 norm estimation method or the robust least squares method.
[0056] (2) Use the average gap method to conduct stability diagnosis and analysis on the reference points of the elevation network of the track control network. Take the unstable reference points obtained from the diagnosis as unknown points, and use the observation data after eliminating gross errors and stable reference points to perform constrained network adjustment to obtain the elevation coordinate estimates of the unstable reference points, and use them as the corrected elevation of the unstable reference points.
[0057] (3) Use the observation data after eliminating gross errors and the reference data after correcting the elevation of the unstable points to perform quasi-stable adjustment to obtain the elevations of the control points of the track control network H = (H1, H2, …, H i , …, H n ) T . Among them, H i is the elevation of the i-th control point.
[0058] (4) Let the elevations of the control points of the track control network submitted by the surveying unit be H′ = (H′1, H′2, …, H′ i , …, H′ n ), calculate its vertical deviation f T relative to the quasi-stable adjustment result; 垂 ;
[0059] f 垂i = H′ i - H i (i = 1, 2, …, n) (3)
[0060] In the formula, f 垂i is the vertical deviation of the i-th control point.
[0061] (5) According to the control point median projection mileage L calculated in step (4) of the "Evaluation of the Flatness of the Plane Network", and combined with the vertical deviation f 垂 of the control points, use the linear interpolation method to interpolate at a distance interval of 0.625 m to obtain the vertical deviation sequence f′ 垂 sorted by mileage = (f′ 垂1 , f′ 垂2 , …, f′ 垂i,…,f′ 垂m ) T , the mileage corresponding to the interpolation point is L′ = (L′1, L′2, …, L′ i ,…, L′ m ) T 。
[0062] (6) According to the vertical deviation f′ of the interpolation point 垂 and the mileage L′, calculate the vertical irregularity value corresponding to the 300m wavelength.
[0063] Adopt a 300m chord line, set a pair of detection points at an interval of 150m, and start pulling the chord from the first interpolation point. Then, the detection values of the 2nd to 240th interpolation points can be obtained for this chord pulling. The next chord line starts from the last interpolation point (240) that has been detected. The vertical irregularity value of the 150m / 300m chord obtained from this chord pulling is
[0064]
[0065] where j < i < j + 240.
[0066] (7) Take one-third of the allowable deviation of the high and low smoothness corresponding to the 300m long wave of the high-speed railway track as the allowable value of the vertical irregularity of the 150m / 300m chord of the track control network, that is, 3.3mm / 150m as the threshold.
[0067] If the vertical irregularity values of all interpolation points are less than the threshold, the overall smoothness of the elevation network is better; if there are vertical irregularity values of interpolation points greater than the threshold, the smoothness of the elevation network section between the control points on both sides of the corresponding detection chord line is poor.
[0068] To verify the feasibility and effectiveness of the evaluation method of the present invention, an analysis was carried out taking the elevation network as an example. In this embodiment, according to the layout rules of the elevation network of the high-speed railway track control network, a 10km long elevation network of the high-speed railway track control network was simulated and constructed. Among them, the error of the simulated elevation network observation value was generated by a random number generator, and the accidental mean square error per kilometer of the height difference observation value was 2mm. First, the simulated control network was adjusted by the constrained adjustment method, and the results showed that all the accuracy indexes after adjustment met the requirements of the "High-Speed Railway Engineering Survey Specification". Then, 10 small gross errors of 3 - 4mm (the positive and negative signs of the gross errors are random) were randomly selected from the observation values, and at the same time, a line level bench mark was randomly selected and a 5mm bench mark error was added to its prior elevation. The simulated control network with the added observation value gross errors and bench mark errors was adjusted by the constrained adjustment method, and all the accuracy indexes after adjustment also met the requirements of the "High-Speed Railway Engineering Survey Specification". Then, the proposed method of the present invention was used to analyze the smoothness of the constrained adjustment results of the simulated control network with the added observation value gross errors and bench mark errors, and the results are as Figure 2 。Figure 2 Among them, the abscissa represents the mileage (m), and the ordinate represents the vertical irregularity value (mm) corresponding to the 300 m wavelength of the control network.
[0069] Furthermore, in this embodiment, with the true elevation values of the design elevations of the control points of the simulation control network as a reference, the vertical deviation relative to the true value after the constrained adjustment of the simulation control network without adding gross errors of the observed values and the errors of the reference points, as well as the vertical deviation relative to the true value after the quasi-stable adjustment of the simulation control network with added gross errors of the observed values and the errors of the reference points but after the detection of gross errors in the observed value data and the diagnosis of the stability of the reference points, are calculated. The results are as follows Figure 3 . In the figure, the abscissa represents the projected mileage (m) of the control points, and the ordinate represents the vertical deviation (mm).
[0070] The experimental results show that it is difficult to accurately and quantitatively evaluate the smoothness of the track control network only relying on the various accuracy indexes after adjustment. The smoothness evaluation method of the high-speed railway track control network proposed by the present invention performs the quasi-stable adjustment of the track control network after data quality control processing such as the detection of gross errors in the observed data and the diagnosis of the stability of the reference points. The obtained quasi-stable adjustment result has a small deviation from the true value and changes relatively gently, and can have high smoothness. The coordinates and true elevation values of the control network in the actual project are both unknown. Taking the quasi-stable adjustment result in the method proposed by the present invention as the reference value for the smoothness evaluation of the control network can scientifically evaluate the smoothness of the measurement results of the track control network.
[0071] The above are only the preferred embodiments of the present invention, and do not impose any form of limitation on the present invention. Although the present invention has been disclosed above with the preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some changes or modifications to the above-disclosed technical content within the scope of the technical solution of the present invention to make equivalent embodiments of equivalent changes. However, as long as it does not depart from the technical content of the technical solution of the present invention, any simple modification, equivalent change and modification made to the above embodiments according to the technical essence of the present invention still fall within the scope of the technical solution of the present invention.
Claims
1. A method for evaluating the smoothness of a high-speed railway track control network, characterized in that: Used to evaluate the smoothness of the plane network and the elevation network; the method steps are as follows: S1. Performing gross error detection and analysis on the observation data of the track control network, and removing the gross error observation values located; the track control network is a plane network or an elevation network; S2. Use the average gap method to perform stability diagnosis and analysis on the reference points of the track control network; use the unstable reference points obtained by diagnosis as unknown points, use the observation data after eliminating gross errors and the stable reference points to perform constraint network adjustment, obtain the coordinates or elevation estimates of the unstable reference points, and use them as the corrected unstable reference data; S3, adopt the observation data after eliminating gross errors obtained in step S1 and the benchmark data after correcting the unstable benchmark point in step S2 to carry out quasi-stable adjustment processing to obtain quasi-stable adjustment result; S4. According to the plane coordinates of the control points of the track control network submitted by the surveying unit and the design parameters of the railway line, calculate the centerline projection mileage of the control points L = (L1, L2, ..., L i ,…,L n ) T and tangent azimuth α=(α1,α2,…,α i ,…,α n ) T ; S5. Calculate the deviation of the results submitted by the measurement unit relative to the results of the proposed adjustment; If the object to be evaluated is a plane network, the measurement unit submits the results as the plane coordinates (X′, Y′) of the control points of the track control network. T , from the quasi-stable adjustment result (X,Y) T , measurement unit submission results (X′, Y′) T and tangent azimuth α, calculate the lateral deviation f of the measurement unit submission relative to the quasi-adjustment result 横 : f 横i =ΔY i cos(a i )-ΔX i sin(a i ) (i=1,2,…,n) In the formula, f 横i is the lateral deviation of the i-th control point, (X,Y) T =(X1,Y1,X2,Y2,…,X i ,Y i ,…X n ,Y n ) T , where n is the total number of control points, (X i ,Y i ) is the coordinate of the ith control point, (X′, Y′) T =(X′1,Y′1,X′2,Y′2,…,X′ i ,Y′ i ,…X′ n ,Y′ n ) T , ΔX i =X′ i -X i , ΔY i =Y i ′-Y i ; If the object to be evaluated is the elevation network, the measurement unit submits the results as the elevation of the control point of the track control network H′=(H1′,H2′,…,H i ′,…,H n ′) T , calculate the vertical deviation f of the measurement unit submission relative to the quasi-adjustment result 垂 : f 垂i =H i ′-H i (i=1,2,…,n) In the formula, f 垂i is the vertical deviation of the ith control point; H′=(H1′,H2′,…,H i ′,…,H n ′) T The elevation of the control points of the track control network submitted by the surveying unit; H = (H1, H2, ..., H i ,…,H n ) T is the elevation of the control points of the track control network after the proposed adjustment; S6. According to the centerline projection mileage L calculated in step S4, a deviation sequence sorted by mileage is obtained by linear interpolation; S7, calculating the roughness values of all interpolation points corresponding to the wavelength of 300 m; S8. Take one third of the allowable deviation of the smoothness of the 300m long wave of the high-speed railway track as the allowable value of 150m / 300m unevenness of the track control network, that is, 3.3mm / 150m as the threshold; if the unevenness values of all interpolation points are less than the threshold, it means that the smoothness of the control network is good; if there is an interpolation point with an unevenness value greater than the threshold, the smoothness of the control network section between the control points on both sides of the corresponding detection chord is poor.
2. The method for evaluating the smoothness of a high-speed railway track control network according to claim 1, characterized in that: The step S6 is specifically as follows: If the object to be evaluated is a plane network, according to the lateral deviation f of the control point 横 The corresponding midline projection mileage L is interpolated by linear interpolation at a distance interval of 0.625 m to obtain the lateral deviation sequence f′ sorted by mileage 横 =(f′ 横1 ,f′ 横2 ,…,f′ 横i ,…,f′ 横m ) T , the mileage corresponding to the interpolation point is L′=(L′1,L′2,…,L′ i ,…,L′ m ) T ; Where m is the number of interpolation points; If the object to be evaluated is a height network, according to the vertical deviation f of the control point 垂 The corresponding centerline projection mileage L is interpolated by linear interpolation at a distance interval of 0.625 m to obtain the vertical deviation sequence f′ sorted by mileage 垂 =(f′ 垂1 ,f′ 垂2 ,…,f′ 垂i ,…,f′ 垂m ) T , the mileage corresponding to the interpolation point is L′=(L′1,L′2,…,L′ i ,…,L′ m ) T .
3. The method for evaluating the smoothness of a high-speed railway track control network according to claim 2, characterized in that: In step S7, for a plane network, the calculation formula for the unevenness value is as follows: For the elevation network, the calculation formula of the roughness value is as follows: In the formula, j <i<j+240。 4. The method for evaluating the smoothness of a high-speed railway track control network according to claim 3, characterized in that: In the step S8, for the plane network, if the directional roughness values of all interpolation points are less than the threshold value, the plane network has good overall smoothness; if there is an interpolation point with a directional roughness value greater than the threshold value, the plane network section between the control points on both sides of the corresponding detection chord has poor smoothness; for the elevation network, if the vertical roughness values of all interpolation points are less than the threshold value, the elevation network has good overall smoothness; if there is an interpolation point with a vertical roughness value greater than the threshold value, the elevation network section between the control points on both sides of the corresponding detection chord has poor smoothness.