Operation railway track adjusting method for controlling linear geometrical characteristics

Abstract

The invention discloses an operation railway track adjusting method for controlling linear geometrical characteristics, and relates to the technical field of railway engineering.The method includes the steps that firstly, parameters such as curve radius, gradient and slope section length are limited to conduct multi-constraint fitting reconstruction on an operation line, a fitting linear shape is formed, the deviation between the fitting linear shape and an actually-measured linear position is calculated with the fitting linear shape as the reference, and the linear geometrical characteristics are adjusted; then, combined chord smoothness and linear geometric continuity constraints are applied to the linear deviation, a combined chord smoothness and gradient change rate dual control model is established, an adjustment amount sum minimum objective function is solved, and a reference line shape for controlling irregularity of lines of different wave bands and controlling the linear geometric change rate is obtained; the optimization and adjustment work of the existing line is carried out, and the problems that according to an existing railway adjustment method, adjustment is carried out on the basis of the original design position, the planned adjustment amount of the operation capacity is likely to be exceeded, and linear smoothness recovery after operation is not facilitated are solved.

Description

Technical Field

[0001] The invention relates to the technical field of railway engineering, and in particular to an operating railway track adjustment method for controlling linear geometric characteristics. Background Art

[0002] The complex and ever-changing terrain restrictions were fully considered at the beginning of the design of the railway line project. The line adopts a variety of longitudinal combinations such as curves and longitudinal slopes. After the completion of the line, various types of uneven settlement and deformation will inevitably occur during the operation period, causing track unevenness within a certain range, affecting the wheel-rail contact performance, inducing the vehicle body vertical acceleration over-limit warning, and reducing the passenger riding comfort. Reasonable, accurate and scientific adjustments to existing lines are the key to ensuring operational quality and restoring track smoothness and geometric continuity.

[0003] The deformation of existing railways presents a large random feature. The linear parameters of some sections after deformation are significantly different from the design parameters. Adjustment based entirely on the original design position may face the proposed adjustment amount exceeding the operating capacity, which is not conducive to the restoration of linear smoothness after the operation. At the same time, the traditional linear smoothness recovery model has achieved effective control of the linear smoothness as a whole, but some lines still repeatedly have disease warnings under the premise that the smoothness meets the requirements. Summary of the invention

[0004] In view of the above-mentioned deficiencies in the prior art, the present invention provides a method for adjusting operating railway tracks for controlling linear geometric characteristics, which solves the problem that the existing railway adjustment method may face the problem of the proposed adjustment amount exceeding the operating capacity by adjusting based on the original design position, which is not conducive to the restoration of linear smoothness after the operation.

[0005] In order to achieve the above-mentioned object of the invention, the technical solution adopted by the present invention is:

[0006] A method for adjusting an operating railway track to control linear geometry is provided, comprising the following steps:

[0007] S1. Select measurement points and railway track adjustment points, and use the measurement data at the measurement points as basic data;

[0008] S2. Fitting the basic data through a multi-constraint reconstruction model to obtain a railway fitting line shape; calculating the longitudinal section deviation between the measured railway line shape and the fitting line shape;

[0009] S3. Based on the longitudinal section deviation, a dual control model of combined chord smoothness and slope change rate is established to calculate the adjustment amount of the line at each measuring point in a single section to be adjusted;

[0010] S4. According to the adjustment amount of the line at each measuring point in the single section to be adjusted and the positional relationship between the measuring point and the adjustment point, the adjustment amount of the corresponding adjustment point is obtained by interpolation to complete the adjustment of the operating railway.

[0011] The beneficial effects of the present invention are as follows: the method first restricts parameters such as curve radius, slope, and slope section length to perform multi-constraint fitting reconstruction on the operating line to form an initial target line position (fitted line shape), and uses the line position as a reference to calculate the deviation from the measured line position, and then imposes combined chord smoothness and line geometry continuity constraints on the line shape deviation, establishes a dual control model of combined chord smoothness and slope change rate, solves the minimum objective function of the total adjustment amount, obtains a reference line shape for controlling line unevenness in different bands and controlling line geometry change rate, and carries out optimization and adjustment of existing lines, solving the problem that the existing railway adjustment method may face a proposed adjustment amount that exceeds the operating capacity for adjustment based on the original design position, which is not conducive to the restoration of line shape smoothness after operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a schematic diagram of the process of this method;

[0013] Figure 2 This is the logic principle diagram of this method;

[0014] Figure 3 Linear deviation of the section to be adjusted and calculated adjustment amount;

[0015] Figure 4 To obtain the recommended slope change rate threshold at different radii;

[0016] Figure 5 The slope change rate r before and after optimization for the diseased section i contrast;

[0017] Figure 6 This is a processing method for the case where the intersection point exceeds the range of the vertical curve measurement points in the embodiment;

[0018] Figure 7 This is a method for dealing with a straight slope section that is too short in the embodiment;

[0019] Figure 8 This is a processing method in which the straight slope section is slightly shorter in the embodiment;

[0020] Fig. 9 This is a method for dealing with excessive deviations of some measuring points on the long straight slope section in the embodiment;

[0021] Fig.10 This is the "Mantang" section processing method in the embodiment. DETAILED DESCRIPTION

[0022] The specific implementation modes of the present invention are described below so that those skilled in the art can understand the present invention. However, it should be clear that the present invention is not limited to the scope of the specific implementation modes. For those of ordinary skill in the art, as long as various changes are within the spirit and scope of the present invention as defined and determined by the attached claims, these changes are obvious, and all inventions and creations utilizing the concept of the present invention are protected.

[0023] like Figure 1 and Figure 2 As shown, the operating railway track adjustment method for controlling linear geometric characteristics includes the following steps:

[0024] S1. Select measurement points and railway track adjustment points, and use the measurement data at the measurement points as basic data;

[0025] S2. Fitting the basic data through a multi-constraint reconstruction model to obtain a railway fitting line shape; calculating the longitudinal section deviation between the measured railway line shape and the fitting line shape;

[0026] S3. Based on the longitudinal section deviation, a dual control model of combined chord smoothness and slope change rate is established to calculate the adjustment amount of the line at each measuring point in a single section to be adjusted;

[0027] S4. According to the adjustment amount of the line at each measuring point in the single section to be adjusted and the positional relationship between the measuring point and the adjustment point, the adjustment amount of the corresponding adjustment point is obtained by interpolation to complete the adjustment of the operating railway track.

[0028] The specific method for selecting the railway track adjustment point in step S1 is:

[0029] Select the measurement starting point, and determine the adjustment points of the ballasted track with an interval of 5 meters from the measurement starting point, and determine the adjustment points of the ballastless track with an interval of 2.5 meters from the measurement starting point;

[0030] Or select the measurement starting point and use the fastener positions at intervals of 0.625m on one side of the reference rail in the double track as the adjustment points of the double track.

[0031] The specific method of using the measurement data at the measurement point as basic data in step S1 includes the following sub-steps:

[0032] S1-1, calculating the sagitta at each railway track adjustment point, and dividing the railway track into a straight slope section and a vertical circular curve section according to the sagitta calculation result;

[0033] S1-2. For the straight slope section, based on the data of the measuring points in the straight slope section, the slope and intercept are fitted by the orthogonal least squares principle, and then the deviation value of each measuring point in the straight slope section and the three times mean square error of the deviation value are calculated; the expression is:

[0034]

[0035] where d i is the deviation value of each measuring point in the straight slope section; is the average deviation value of each measuring point in the straight slope section; I is the total number of measuring points in the straight slope section; σ is 3 times the mean square error; k is the slope of the straight slope section; b is the intercept; (x i ,y i ) is the coordinate of the i-th measuring point in the straight slope section;

[0036] S1-3, eliminate the measurement points in the straight slope section whose deviation value exceeds 3 times the mean square deviation;

[0037] S1-4, repeating steps S1-2 and S1-3 until the deviation values ​​of all measurement points retained in the straight slope section are less than 3 times the mean square error, and taking the measurement data at the measurement points retained in the straight slope section as basic data.

[0038] In step S2, the basic data is fitted by a multi-constraint reconstruction model to obtain a railway fitting line shape; the specific method for calculating the longitudinal section deviation between the measured railway line shape and the fitting line shape includes the following sub-steps:

[0039] S2-1, fitting the slope and intercept of the straight line segment based on the basic data to obtain the current best fitting straight line shape, and calculating the deviation of each measuring point, slope, slope segment length, slope change point coordinates and slope segment angle of the best fitting straight line shape;

[0040] S2-2. For a vertical circular curve section, the angle bisector slope k of the vertical circular curve section is calculated according to the linear slope of the best fitting straight line before and after the vertical circular curve section, and its expression is:

[0041]

[0042] where k i-1 k is the slope of the best fitting straight line before the vertical circular curve segment; i+1 is the slope of the line that best fits the line shape after the vertical circular curve segment;

[0043] S2-3. Calculate the descending unit gradient vector of the angle bisector according to the angle bisector slope k, and then obtain the fitting circle center coordinate expression that incorporates the angle bisector gradient constraint:

[0044]

[0045] Where (X 0i ,Y 0i ) is the coordinate of the circle center obtained by fitting; M BPD H is the mileage of the slope change point; BPDis the elevation of the slope change point; R J is the radius of the vertical circle curve; α is the slope angle; (dx, dy) is the unit gradient vector of the angle bisector; csc represents the cosecant function;

[0046] S2-4, the circle center coordinate expression obtained by fitting in step S2-3 is brought into the circle center orthogonal least square fitting expression, and the vertical circle curve radius calculation function is optimized to obtain the vertical circle curve radius R J Fitting expression:

[0047]

[0048] Where (x j ,y j ) is the coordinate of the jth measurement point in the vertical circular curve section; J is the total number of measurement points in the vertical circular curve section;

[0049] S2-5, according to the vertical circle curve radius R J Calculate the linear deviation value at each measuring point in the vertical circular curve section, and the expression is:

[0050]

[0051] where d j is the linear deviation value at the jth measuring point in the vertical circular curve section;

[0052] S2-6. Design parameter constraints:

[0053] Verify whether the vertical circle curve radius, slope and slope section length obtained by the current fitting meet the relevant industry specifications. If so, proceed to step S2-7; otherwise, adjust the corresponding fitting results according to the relevant indicators in the relevant industry specifications until the vertical circle curve radius, slope and slope section length obtained by the fitting meet the relevant industry specifications, and proceed to step S2-7;

[0054] S2-7, performing linear deviation constraint, optimizing the vertical circle curve radius of the vertical circle curve section, and recording it as the final fitting radius;

[0055] S2-8, fitting a line shape according to the current final fitting radius and updating the line element demarcation point; wherein the line shape obtained by fitting according to the current final fitting radius is the optimal vertical circular curve line shape;

[0056] S2-9, according to the current line element demarcation point coordinates, re-segment the line using the same method as step S1-1, and recalculate the optimal line shape and line element demarcation point coordinates using the same method as steps S1-2 to S1-4, and steps S2-1 to S2-8; wherein the optimal line shape includes the best fitting straight line shape and the best vertical circular curve shape;

[0057] S2-10, determine whether the coordinate difference of the two line element boundary points is greater than the threshold value, if so, update the line element attribution and use the same method as step S2-9 to calculate the optimal line shape and the coordinates of the new line element boundary points again, until the coordinate difference of the two line element boundary points is less than or equal to the threshold value, and obtain the current optimal line shape, line element boundary point coordinates, and the longitudinal section deviation between the measured railway line shape and the optimal line shape; wherein the longitudinal section deviation between the measured railway line shape and the optimal line shape is the longitudinal section deviation between the measured railway line shape and the fitted line shape.

[0058] The specific method of performing linear deviation constraint and optimizing the vertical circle curve radius of the vertical circle curve section in step S2-7 is as follows: fitting the linear shape according to the current vertical circle curve radius, and calculating the deviation between the fitted linear shape and the measured railway linear shape at each measuring point; adjusting the fitted linear shape by specifying the deviation of the adjustment point whose single deviation exceeds the deviation threshold as the deviation threshold; back-calculating the adjusted fitted linear shape to obtain the vertical circle curve radius that satisfies the adjusted fitted linear shape; traversing all measuring points, and taking the back-calculated maximum vertical circle curve radius of each measuring point as the final fitting radius of the vertical circle curve section on the basis that the deviation of each measuring point is within the maximum deviation range.

[0059] In step S3, based on the longitudinal section deviation, a dual control model of combined chord smoothness and slope change rate is established to calculate the adjustment amount of the line at each measuring point of a single section to be adjusted. The specific method includes the following sub-steps:

[0060] S3-1. Construct the line adjustment target with the minimum total adjustment amount of the current section to be adjusted, and its expression is:

[0061]

[0062] Where f represents the line adjustment target; t(x n ) is the adjustment amount at the measuring point n; d′(x n ) represents the vertical deviation of the line after adjustment at the measuring point n; d(x n ) represents the vertical deviation of the line before adjustment at the measuring point n; min represents the minimum value; N is the total number of measuring points in the current section to be adjusted; xn Indicates the mileage at the measuring point n in the current section to be adjusted; the section to be adjusted is a single straight slope section or a single vertical circular curve section;

[0063] S3-2. Select the corresponding length of the base chord according to the controlled high and low unevenness wavelength range, and calculate the midpoint vector distance at a single measurement point. The expression is:

[0064]

[0065] where p n is the midpoint vector distance at the measuring point n; Indicates the starting point of the base chord with the measurement point n as the midpoint Vertical deviation of the line after adjustment; Indicates the end point position of the base chord with the measurement point n as the midpoint The vertical deviation of the line after adjustment; L is the base chord length;

[0066] S3-3. Calculate the vector distance difference between the first and last points of the detection chord l with different lengths within the base chord L, that is, the vector distance difference at each measuring point, and its expression is:

[0067]

[0068] where q n is the vector difference at the measuring point n; d′(x n+l ) represents the vertical deviation of the adjusted line at the end point of the detection chord l including the measurement point n; d′(x s ) represents the vertical deviation of the adjusted line at the starting point of the base chord containing the measuring point n; d′(x s+L ) represents the vertical deviation of the adjusted line at the end point of the base chord containing the measuring point n;

[0069] S3-4. Calculate the slope change rate of the line at the measuring point n, and the expression is:

[0070]

[0071] where r n is the slope change rate of the line at the measuring point n. When the current section to be adjusted is a straight slope section, r n =0;x n , Respectively represent the measurement point n and the interval before and after in the current section to be adjusted The distance to the measuring point; y n , Respectively represent the measurement point n and the interval before and after Elevation of the measuring point at the distance;

[0072] S3-5, for p n ,q n and r n Apply constraints to establish a set of constraint inequality equations, combined with line adjustment objectives f , the dual control model of combined chord smoothness and slope change rate is obtained;

[0073] S3-6. Based on the longitudinal section deviation, the dual control model of combined chord smoothness and slope change rate is solved by nonlinear programming algorithm to obtain the adjustment amount of the line at each measuring point in a single section to be adjusted.

[0074] The expression of the dual control model of combined chord smoothness and slope change rate in step S3-5 is:

[0075] f=C 1×N X N

[0076] D 6×N X N ≤d 6×1

[0077] C 1×N =[1,...,1,...,1]

[0078] X N =[t(x 1 ),...,t(x n ),...,t(x N )] T

[0079] D 6×N =[A 2×N ,B 2×N ,C 2×N ]

[0080] d 6×1 =[a 2×1 ,b 2×1 ,c 2×1 ] T

[0081] Where X N Represents the set of adjustment values ​​of all measurement points in a single section to be adjusted;

[0082]

[0083] ε is the midpoint distance smoothness threshold; δ is the distance difference smoothness threshold; ω is the slope change rate threshold; H(x n ) is the vertical deviation of the line before adjustment at the measuring point n; H(x n+l ) is the vertical deviation of the line before adjustment at the end position of the detection chord l including the measurement point n; H(x s ) is the vertical deviation of the line before adjustment at the starting point of the base chord L containing the measuring point n; H(x s+L ) is the vertical deviation of the line before adjustment at the end position of the base chord L containing the measuring point n. The midpoint sag smoothness threshold and sag difference smoothness threshold are selected with reference to TG / GW 115-2012 "High-speed Railway Ballastless Track Maintenance Rules" (Trial) and "High-speed Railway Track Engineering Construction Quality Acceptance Standard" (TB10754-2018).

[0084] The slope change rate threshold ω is obtained by calculating the longitudinal linear slope change rate of vertical curves with different slope algebraic differences in different curve radius change intervals. Its expression is:

[0085]

[0086] in They represent the theoretical elevations of the measuring point n and the interval distances before and after it when there is no line deformation effect and the vertical curves with different slopes and different radius combinations are in different conditions. They respectively represent the theoretical mileage of the measuring point n and an interval distance before and after it for algebraic difference vertical curves with different slopes under different radius combinations when there is no influence of line deformation.

[0087] In the specific implementation process, when solving the dual control model of combined chord smoothness and slope change rate by nonlinear programming algorithm in step S3-6, the 60m reference chord is selected as the longest control chord, first ensuring that the linear smoothness meets the 60m / 10mm control standard. Then, the 10m reference chord is moved point by point in the 60m chord measurement unit to meet the 10m / 2mm smoothness and 10m chord slope change rate control standards. Finally, the 30m reference chord is moved point by point in the 60m reference chord unit, and the linear smoothness is controlled according to the 30m / 5m / 2mm vector distance difference standard. The 60m reference chord is moved point by point to traverse all measuring points, and the adjustment amount of each calculated adjustment is superimposed to obtain the adjustment amount of the line at each measuring point in the vertical circular curve section to be adjusted. The optimized line shape will simultaneously meet the long-wave smoothness and geometric continuity of the line.

[0088] In the specific implementation process, when guiding the tamping operation of ballasted track, in view of the generally large degree of line deformation, the longitudinal slope and vertical curve linear parameters are fitted by this method, and the large machine linear parameter Geo file is produced. The corresponding adjustment amount of each adjustment point is calculated by this method, and the tamping plan Ver file is produced. The Geo and Ver files are input into the digital tamping machine ALC operation system to guide the large machine to complete the line tamping operation.

[0089] When guiding the fine-tuning of ballastless track, given that the deformation of the line is generally small, the line shape is first designed based on the original design parameters, the vertical deviation of the line is calculated, and it is determined whether the limit of the adjustable amount of the fastener is met. Otherwise, this method is used to fit the longitudinal slope and vertical curve, and the vehicle body dynamics model simulation analysis is carried out. The rationality of the fitting parameters is verified by the vehicle body dynamic response parameters, and the curve radius is rounded considering the restriction conditions to calculate the linear deviation value. The corresponding adjustment amount of each adjustment point is calculated by this method, and a guidance plan for track fine-tuning operations is prepared. The type of pad at each adjustment point is selected according to the adjustment amount, and the ballastless track is adjusted sleeper by sleeper.

[0090] When fitting a straight slope section of a longitudinal section, the intersection of the two straight slope sections before and after the fitting may exceed the range of the vertical curve measuring point (the measuring point is the measuring point). The main reason may be that one of the straight slope sections before and after is shorter or the algebraic difference in the slope of the straight slope sections before and after is too small, resulting in misalignment of the fitting intersection point, making it impossible to achieve accurate fitting of the straight slope section. The solution provided in this embodiment is to merge the two straight slope sections into one straight slope section for fitting, such as Figure 6 shown.

[0091] When fitting the straight slope segment of the longitudinal section, if the length of a straight slope segment is much smaller than the minimum straight slope segment length limit specified in the specification, the straight slope segment and the adjacent smaller straight slope segment are merged into one straight slope segment, such as Figure 7 shown.

[0092] When fitting the straight slope section of the longitudinal section, if the length of a straight slope section is slightly less than the minimum straight slope section length limit specified in the specification, move the adjacent slope change point (BPD) toward the longer straight slope section, such as Figure 8 shown.

[0093] When fitting the longitudinal straight slope section, if the deviation of some measuring points on a long straight slope section is too large and exceeds the longitudinal line adjustment limit required by the engineering department, a slope change point can be added at the place with the maximum deviation, such as Fig. 9 shown.

[0094] like Fig.10 As shown (d 1max and d 2max are the corresponding deviations of the two technical solutions at the maximum settlement point respectively). When a large-scale "full pond" disease appears on the ballast roadbed on the load-carrying line and the high-density conventional passenger line, if the sum of the squares of the deviations of each measuring point is minimized during the orthogonal least squares fitting, As the target, it will lead to the maximum settlement point (middle) track lifting, two side section track, can not provide the maximum track lifting amount to improve the settlement at the maximum settlement point, the improvement effect of the linear smoothness after the operation is extremely limited, this embodiment proposes the following two technical solutions to solve the above problems:

[0095] Technical solution 1:

[0096] 1) According to the on-site remediation requirements proposed by the engineering department, first design the slope straight line according to the original design slope value, select the corresponding intercept and calculate the deviation of each point in the section; determine whether the deviation value at the maximum settlement point is less than the maximum track start amount;

[0097] 2) If the deviation value at the maximum settlement point exceeds the maximum start-up amount, it cannot be adjusted to the original design position at one time. At this time, starting from the maximum settlement point as the center and extending to both sides with a specific step length, the deletion point set is gradually determined, and the deletion point set is eliminated from all the measurement point sets, and only the key measurement points that represent normality on the slope sections on both sides are retained, and the orthogonal least squares fitting is performed again to obtain the fitting slope and intercept;

[0098] 3) Repeat the above steps until the final linear fitting result is obtained, calculate the deviation value at the maximum settlement point, and complete the slope fitting.

[0099] Technical solution 2:

[0100] Add new slope change points as needed, calculate whether the length of the front and rear sub-straight slope sections after the newly added slope change points is greater than 200m, and verify whether the maximum linear deviation is less than the maximum track starting capacity. Otherwise, adjust the position of the slope change points again to re-fit the front and rear sub-straight slope sections.

[0101] In one embodiment of the present invention, the vertical curve sample is a ballastless track up section K873+100~K873+700, with 1120 sleepers, a total of 62.462m, and the basic line parameters are shown in Table 1. The vertical curve range is K873+327~K873+389, and the number of warnings decreased by 68.95% after the first adjustment, but the cumulative number of shaking in the rear uphill straight section is still 50 times, and the curve is planned to be adjusted again.

[0102] Table 1: Design parameters of K873 vertical curve before and after optimization

[0103]

[0104] The front and rear slopes are fitted by multi-constraint reconstruction model to ensure that the center of the circle is located on the bisector of the angle between the front and rear slopes. Considering that the maximum adjustment value at each measuring point does not exceed 30mm, the vertical curve is continuously fitted to obtain a deformed vertical curve radius of 31820m. The algebraic difference of the vertical curve slope is less than 2.5‰. When fitting optimization, the radius is increased to 35000m to design the line shape, and the deviation from the measured line shape is calculated. The combined chord smoothness and slope change rate dual control model is used to calculate the adjustment amount of the measuring point based on the line shape deviation, and then the adjustment amount of the adjustment point is obtained. The calculated adjustment amount of the adjustment point and the vertical deviation of the line before and after the adjustment are shown in Figure 3 .Depend on Figure 3 It can be seen that the calculated adjustment amount of each fastener is between +3mm and -1mm, which is within the adjustable limit range of +6mm to -4mm.

[0105] To determine the linear geometry continuity control index (slope change rate r n) control conditions, the theoretical slope change rate (i.e., slope change rate threshold) of vertical curves with different slope algebraic differences in the radius change range of 25000m to 35000m is calculated. The results are shown in Figure 4 .Depend on Figure 4 It can be seen that the slope change rate threshold is directly related to the curve radius, and the two are in a negative linear relationship. In addition, the slope change rate threshold is only related to the curve radius, and has nothing to do with the front and back slopes and the algebraic difference of the slopes. For the vertical curve with a recommended radius of 35000m, the slope change rate threshold calculation value of 1.43×10 -5 As the control criterion of geometric continuity, the same applies to other radius curves.

[0106] The method provided by the present invention is used to guide the operation, and the comparison results of the overall linear geometry change rate of the sample vertical curve section are shown in Figure 5 The calculated value of the slope change rate of the vertical curve section after fine-tuning is 1.44×10 -5 , which is approximately equal to the calculated change rate of 1.43×10 -5 , the straight line segment is kept near the zero line, and the geometric continuity of the line shape is significantly improved after fine-tuning.

[0107] In summary, the present invention first limits the parameters such as curve radius, slope, and slope section length to perform multi-constraint fitting reconstruction on the operating line to form an initial target line position (fitted line shape), and uses the line position as a reference to calculate the deviation from the measured line position, and then applies combined chord smoothness and line shape geometric continuity constraints to the line shape deviation, establishes a dual control model of combined chord smoothness and slope change rate, solves the minimum objective function of the total adjustment amount, obtains a baseline line shape that controls the unevenness of lines in different bands and controls the line shape geometric change rate, and carries out optimization and adjustment of existing lines, solving the problem that the existing railway adjustment method may face a proposed adjustment amount that exceeds the operating capacity for adjustment based on the original design position, which is not conducive to the restoration of line shape smoothness after operation.

Claims

1. A method for adjusting operating railway tracks to control linear geometric characteristics, characterized in that: The following steps are involved: S1. Select measurement points and railway track adjustment points, and use the measurement data at the measurement points as basic data; S2, fitting the basic data through a multi-constraint reconstruction model to obtain the railway fitting line shape; Calculate the longitudinal deviation between the measured railway alignment and the fitted alignment; S3. Based on the longitudinal section deviation, a dual control model of combined chord smoothness and slope change rate is established to calculate the adjustment amount of the line at each measuring point in a single section to be adjusted; S4. According to the adjustment amount of the line at each measuring point in the single section to be adjusted and the positional relationship between the measuring point and the adjustment point, the adjustment amount of the corresponding adjustment point is obtained by interpolation to complete the adjustment of the operating railway.

2. The method for adjusting the operating railway track by controlling the linear geometric characteristics according to claim 1, characterized in that: The specific method for selecting the railway track adjustment point in step S1 is: Select the measurement starting point, and determine the adjustment points of the ballasted track with an interval of 5 meters from the measurement starting point, and determine the adjustment points of the ballastless track with an interval of 2.5 meters from the measurement starting point; Or select the measurement starting point and use the fastener positions at intervals of 0.625m on one side of the reference rail in the double track as the adjustment points of the double track.

3. The method for adjusting the operating railway track by controlling the linear geometric characteristics according to claim 1, characterized in that: The specific method of using the measurement data at the measurement point as basic data in step S1 includes the following sub-steps: S1-1, calculating the sagitta at each railway track adjustment point, and dividing the railway track into a straight slope section and a vertical circular curve section according to the sagitta calculation result; S1-2. For the straight slope section, based on the data of the measuring points in the straight slope section, the slope and intercept are fitted by the orthogonal least squares principle, and then the deviation value of each measuring point in the straight slope section and the three times mean square error of the deviation value are calculated; the expression is: where d i is the deviation value of each measuring point in the straight slope section; is the average deviation value of each measuring point in the straight slope section; I is the total number of measuring points in the straight slope section; σ is 3 times the mean square error; k is the slope of the straight slope section; b is the intercept; (x i ,y i ) is the coordinate of the i-th measuring point in the straight slope section; S1-3, eliminate the measurement points in the straight slope section whose deviation value exceeds 3 times the mean square deviation; S1-4, repeating steps S1-2 and S1-3 until the deviation values ​​of all measurement points retained in the straight slope section are less than 3 times the mean square error, and taking the measurement data at the measurement points retained in the straight slope section as basic data.

4. The method for adjusting the operating railway track by controlling the linear geometric characteristics according to claim 3, characterized in that: In step S2, the basic data is fitted by a multi-constraint reconstruction model to obtain a railway fitting line shape; the specific method for calculating the longitudinal section deviation between the measured railway line shape and the fitting line shape includes the following sub-steps: S2-1, fitting the slope and intercept of the straight line segment based on the basic data to obtain the current best fitting straight line shape, and calculating the deviation of each measuring point, slope, slope segment length, slope change point coordinates and slope segment angle of the best fitting straight line shape; S2-2. For a vertical circular curve section, the angle bisector slope k of the vertical circular curve section is calculated according to the linear slope of the best fitting straight line before and after the vertical circular curve section, and its expression is: where k i-1 k is the slope of the best fitting straight line before the vertical circular curve segment; i+1 is the slope of the line that best fits the line shape after the vertical circular curve segment; S2-3. Calculate the descending unit gradient vector of the angle bisector according to the angle bisector slope k, and then obtain the fitting circle center coordinate expression that incorporates the angle bisector gradient constraint: Where (X 0i ,Y 0i ) is the coordinate of the circle center obtained by fitting; M BPD H is the mileage of the slope change point; BPD is the elevation of the slope change point; R J is the radius of the vertical circle curve; α is the slope angle; (dx, dy) is the unit gradient vector of the angle bisector; csc means cosecant function; S2-4, the circle center coordinate expression obtained by fitting in step S2-3 is brought into the circle center orthogonal least square fitting expression, and the vertical circle curve radius calculation function is optimized to obtain the vertical circle curve radius R J Fitting expression: Where (x j ,y j ) is the coordinate of the jth measurement point in the vertical circular curve section; J is the total number of measurement points in the vertical circular curve section; S2-5, according to the vertical circle curve radius R J Calculate the linear deviation value at each measuring point in the vertical circular curve section, and the expression is: where d j is the linear deviation value at the jth measuring point in the vertical circular curve section; S2-6. Design parameter constraints: Verify whether the vertical circle curve radius, slope and slope section length obtained by the current fitting meet the relevant industry specifications. If so, proceed to step S2-7; otherwise, adjust the corresponding fitting results according to the relevant indicators in the relevant industry specifications until the vertical circle curve radius, slope and slope section length obtained by the fitting meet the relevant industry specifications, and proceed to step S2-7; S2-7, performing linear deviation constraint, optimizing the vertical circle curve radius of the vertical circle curve section, and recording it as the final fitting radius; S2-8, fitting a line shape according to the current final fitting radius and updating the line element demarcation point; wherein the line shape obtained by fitting according to the current final fitting radius is the optimal vertical circular curve line shape; S2-9, according to the current line element demarcation point coordinates, re-segment the line using the same method as step S1-1, and recalculate the optimal line shape and line element demarcation point coordinates using the same method as steps S1-2 to S1-4, and steps S2-1 to S2-8; wherein the optimal line shape includes the best fitting straight line shape and the best vertical circular curve shape; S2-10, determine whether the coordinate difference of the two line element boundary points is greater than the threshold value, if so, update the line element attribution and use the same method as step S2-9 to calculate the optimal line shape and the coordinates of the new line element boundary points again, until the coordinate difference of the two line element boundary points is less than or equal to the threshold value, and obtain the current optimal line shape, line element boundary point coordinates, and the longitudinal section deviation between the measured railway line shape and the optimal line shape; wherein the longitudinal section deviation between the measured railway line shape and the optimal line shape is the longitudinal section deviation between the measured railway line shape and the fitted line shape.

5. The method for adjusting the operating railway track by controlling the linear geometric characteristics according to claim 4, characterized in that: In step S2-7, the specific method for performing linear deviation constraint and optimizing the vertical circle curve radius of the vertical circle curve section is: According to the current vertical circle curve radius fitting line shape, calculate the deviation of the fitting line shape and the measured railway line shape at each measuring point; adjust the fitting line shape by specifying the deviation of the adjustment point whose single deviation exceeds the deviation threshold as the deviation threshold; back-calculate the adjusted fitting line shape to obtain the vertical circle curve radius that satisfies the adjusted fitting line shape; traverse all the measuring points, and based on the fact that the deviation of each measuring point is within the maximum deviation range, take the back-calculated maximum vertical circle curve radius of each measuring point as the final fitting radius of the vertical circle curve section.

6. The method for adjusting the operating railway track by controlling the linear geometric characteristics according to claim 4, characterized in that: In step S3, based on the longitudinal section deviation, a dual control model of combined chord smoothness and slope change rate is established to calculate the adjustment amount of the line at each measuring point of a single section to be adjusted. The specific method includes the following sub-steps: S3-1. Construct the line adjustment target with the minimum total adjustment amount of the current section to be adjusted, and its expression is: Where f represents the line adjustment target; t(x n ) is the adjustment amount at the measuring point n; d′(x n ) represents the vertical deviation of the line after adjustment at the measuring point n; d(x n ) represents the vertical deviation of the line before adjustment at the measuring point n; min represents the minimum value; N is the total number of measurement points in the current section to be adjusted; x n Indicates the mileage at the measuring point n in the current section to be adjusted; the section to be adjusted is a single straight slope section or a single vertical circular curve section; S3-2. Select the corresponding length of the base chord according to the controlled high and low unevenness wavelength range, and calculate the midpoint vector distance at a single measurement point. The expression is: where p n is the midpoint vector distance at the measuring point n; Indicates the starting point of the base chord with the measurement point n as the midpoint Vertical deviation of the line after adjustment; Indicates the end point position of the base chord with the measurement point n as the midpoint The vertical deviation of the line after adjustment; L is the base chord length; S3-3. Calculate the vector distance difference between the first and last points of the detection chord l with different lengths within the base chord L, that is, the vector distance difference at each measuring point, and its expression is: where q n is the vector difference at the measuring point n; d′(x n+l ) represents the vertical deviation of the adjusted line at the end point of the detection chord l including the measurement point n; d′(x s ) represents the vertical deviation of the adjusted line at the starting point of the base chord containing the measuring point n; d′(x s+L ) represents the vertical deviation of the adjusted line at the end point of the base chord containing the measuring point n; S3-4. Calculate the slope change rate of the line at the measuring point n, and the expression is: where r n is the slope change rate of the line at the measuring point n. When the current section to be adjusted is a straight slope section, r n =0;x n , and Respectively represent the measurement point n and the interval before and after in the current section to be adjusted The distance to the measuring point; y n , and Respectively represent the measurement point n and the interval before and after Elevation of the measuring point at the distance; S3-5, for p n ,q n and r n Constraint conditions are imposed to establish a set of constraint inequality equations, and combined with the line adjustment target f, a dual control model of combined chord smoothness and slope change rate is obtained; S3-6. Based on the longitudinal section deviation, the dual control model of combined chord smoothness and slope change rate is solved by nonlinear programming algorithm to obtain the adjustment amount of the line at each measuring point in a single section to be adjusted.

7. The method for adjusting the operating railway track by controlling the linear geometric characteristics according to claim 6, characterized in that: The expression of the dual control model of combined chord smoothness and slope change rate in step S3-5 is: f=C 1×N X N D 6×N X N ≤d 6×1 C 1×N ＝[1,...,1,...,1] X N =[t(x1),...,t(x n ),...,t(x N )] T D 6×N =[A 2×N ,B 2×N ,C 2×N ] d 6×1 =[a 2×1 ,b 2×1 ,c 2×1 ] T Where X N Represents the set of adjustment values ​​of all measurement points in a single section to be adjusted; ε is the midpoint distance smoothness threshold; δ is the distance difference smoothness threshold; ω is the slope change rate threshold; H(x n ) is the vertical deviation of the line before adjustment at the measuring point n; H(x n+l ) is the vertical deviation of the line before adjustment at the end position of the detection chord l including the measurement point n; H(x s ) is the vertical deviation of the line before adjustment at the starting point of the base chord L containing the measuring point n; H(x s+L ) is the vertical deviation of the front line adjusted at the end position of the base chord L containing the measuring point n.

8. The method for adjusting the operating railway track by controlling the linear geometric characteristics according to claim 7, characterized in that: The slope change rate threshold ω is obtained by calculating the longitudinal linear slope change rate of vertical curves with different slope algebraic differences in different curve radius change intervals. Its expression is: in and They represent the theoretical elevations of the measuring point n and the interval distances before and after it when there is no line deformation effect and the vertical curves with different slopes and different radius combinations are in different conditions. and They respectively represent the theoretical mileage of the measuring point n and an interval distance before and after it for algebraic difference vertical curves with different slopes under different radius combinations when there is no influence of line deformation.

9. The method for adjusting the operating railway track by controlling the linear geometric characteristics according to claim 6, characterized in that: When solving the dual control model of combined chord smoothness and slope change rate by nonlinear programming algorithm in step S3-6, the following operations are performed: The 60m reference chord was selected as the longest control chord, and 60m / 10mm was used as the linear smoothness control standard; Move the 10m reference chord point by point in the 60m chord measurement unit, and use 10m / 2mm smoothness and 10m chord slope change rate as control standards; Move the 30m reference string point by point in the 60m reference string unit, and control the linear smoothness according to the 30m / 5m / 2mm vector distance difference standard; The 60m reference chord is moved point by point to traverse all measuring points, and the adjustment amounts calculated each time are superimposed to obtain the adjustment amount of the line at each measuring point in a single section to be adjusted.

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