Railway track panel laying and fine adjustment method

Abstract

A track plate laying fine adjustment method, according to the relative deviation of a first detection point B and a second detection point C in the offset distance and the mileage direction, the angle alpha of the track plate and the world coordinate system in the offset distance and the mileage direction is determined; according to the angle alpha, the adjustment distance of the track plate along the X axis and the Y axis direction is determined, and the adjustment distance of the track plate along the Z axis direction is determined according to the elevation direction deviation of the first detection point B and the second detection point C, and the adjustment distance of the X, Y and Z directions is used to drive the track plate to move along the corresponding direction to complete the position fine adjustment after the rough laying of the track plate. The track plate fine adjustment method provided by the application can not consider the parameters such as the size of the plate type and the height of the prism, and can reduce the calculation amount and the error. Only the world coordinate system measurement value and the theoretical coordinate value of the prism are known, and the adjustment efficiency can be improved.

Description

Technical Field

[0001] This invention relates to the field of track slab laying construction technology for ballastless tracks, specifically a method for fine-tuning track slab laying. Background Technology

[0002] When laying ballastless track slabs, prefabricated slabs are laid in sections along the track line, with grout poured between the slabs and the track bed slabs. During track slab laying, their positions need to be precisely adjusted according to the track line design requirements. According to construction requirements, each track slab needs to be precisely adjusted in elevation (rise / fall), mileage (track extension direction), and offset (perpendicular to the track extension direction), with high precision requirements.

[0003] The invention patent publication document with publication number "CN102277802A" entitled "Method for Fine Adjustment of Track Slab and Track Laying Method Based on the Method" provides a method for fine adjustment of track slabs for laying CTRS I type ballastless track. The CTRS I type ballastless track includes a base (5), cement emulsified asphalt mortar (4), track slab (3), and rails stacked sequentially from top to bottom. The ballastless track also includes fasteners (2) fixed in bolt holes on the track slab for fastening the rails and convex stops (6) located between the longitudinal ends of the track slab. The method includes: establishing a CP III point control network based on given CP I and CP II points; setting a track slab reference point (GRP) located at the center of the convex stop (6) based on the CP III point; placing a measuring frame with a prism on the track slab to be measured; setting a total station at the track slab reference point (GRP); measuring the prism with the total station and fine-tuning the track slab based on the measured data. The existing technical solution proposes to use a total station and a prism to detect and adjust the position of the track slab. However, the detection and adjustment method needs to consider external factors such as the size of the track slab and the height of the prism, which results in a large amount of computation and low execution efficiency.

[0004] The invention patent publication document, with publication number "CN118326755A" and titled "A Fine-Adjustment Device and Method for Slab-Type Ballastless Track," discloses a fine-adjustment device for driving track slab movement. It utilizes an infrared detection component located in the middle of a support frame to monitor the position of the ballastless track slab in real time during concrete pouring and solidification, and adjusts the track slab based on the offset. While this prior art solution allows the fine-adjustment device to adjust the track slab position based on the offset, a corresponding solution for detecting the track slab offset is still required. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a method for fine-tuning track slab laying. After the track slab is roughly laid, a track slab coordinate system is determined with the track extension direction on the track slab as the X-axis, the direction perpendicular to the X-axis and parallel to the plane containing the track slab as the Y-axis, and the direction perpendicular to the plane containing the X and Y axes as the Z-axis. At least a first detection point B and a second detection point C are selected on the upper surface of the track slab, and the actual absolute coordinates (X, Y, Z) of the first detection point B and the second detection point C in the world coordinate system along the mileage direction, offset direction, and elevation direction are obtained respectively. B ,Y B Z B ), (X) C ,Y C Z C ), and theoretical absolute coordinates (X) B1 ,Y B1 Z B1 ), (X) C1 ,Y C1 Z C1 By comparing the relative deviations of the first detection point B and the second detection point C in the offset and mileage directions, the angle α between the track slab and the world coordinate system in the offset and mileage directions is determined. It includes the following steps for fine-tuning the position: determining the adjustment distance of the track slab along the X and Y axes based on the included angle α, determining the adjustment distance of the track slab along the Z axis based on the elevation deviation of the first detection point B and the second detection point C, and driving the track slab to move along the corresponding direction based on the adjustment distances in the X, Y, and Z directions to complete the fine-tuning of the position after the track slab is roughly laid.

[0006] Furthermore, the line connecting the first detection point B and the second detection point C is parallel to the X-axis.

[0007] Furthermore, the included angle α satisfies the expression tan(α) = ΔY / ΔX = (ΔY / ΔX) C -ΔY B ) / ΔX C -ΔX B =(Y B -Y C ) / (X C -X B ).

[0008] Furthermore, after the included angle α is determined, the deviations of each detection point in the world coordinate system along the mileage and offset directions are converted into adjustment distances in the X-axis and Y-axis directions using a trigonometric function algorithm.

[0009] Furthermore, multiple sets of detection points parallel to the line connecting the first detection point B and the second detection point C are selected on the upper surface of the track slab. The included angle α is determined by averaging the relative deviations of each set of detection points in the offset and mileage directions.

[0010] Furthermore, when fine-tuning the position of the track slab, the elevation of the track slab is first adjusted along the Z-axis, and then the X-axis and Y-axis are adjusted. Each time the position of the track slab is fine-tuned, the adjustment distance of each detection point along the X-axis and Y-axis is determined again, until the fine-tuning of the X-axis and Y-axis is completed.

[0011] Furthermore, when adjusting the X and Y axes, first adjust the track plate along the Y axis, and then adjust it along the X axis.

[0012] Furthermore, the actual coordinates of the detection point in the world coordinate system are obtained by a prism set on the upper surface of the track slab in conjunction with a total station.

[0013] Furthermore, when fine-tuning the position of the track slab, at least four fine-tuning devices are deployed in pairs on the side of the track slab. The fine-tuning devices can be connected to the side of the track slab and can drive the track slab to move along the X-axis, Y-axis and Z-axis directions.

[0014] Compared with existing technologies, the technical solution of this application has the following advantages: Using the track slab fine-tuning method proposed in this invention, parameters such as slab size and prism height can be disregarded, reducing computational load and errors. Adjustment can be performed simply by knowing the measured and theoretical coordinate values ​​of the prism in the world coordinate system, thus improving adjustment efficiency. Attached Figure Description

[0015] Figure 1 Schematic diagram of the transformation between the world coordinate system and the local coordinate system of the track slab; Figure 2 Schematic diagram of the track slab fine-tuning principle. Detailed Implementation

[0016] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0017] A method for fine-tuning track slab laying involves roughly laying the track slabs, then defining a track slab coordinate system with the track extension direction on the track slab as the X-axis, the direction perpendicular to the X-axis and parallel to the plane of the track slab as the Y-axis, and the direction perpendicular to the plane of the X and Y axes as the Z-axis. At least one first detection point B and one second detection point C are selected on the upper surface of the track slab, and the actual absolute coordinates (X, Y, Z) of the first detection point B and the second detection point C in the world coordinate system along the mileage direction, offset direction, and elevation direction are obtained respectively. B ,Y B Z B ), (X)C ,Y C Z C ), and theoretical absolute coordinates (X) B1 ,Y B1 Z B1 ), (X) C1 ,Y C1 Z C1 By comparing the relative deviations of the first detection point B and the second detection point C in the offset and mileage directions, the angle α between the track slab and the world coordinate system in the offset and mileage directions is determined. It includes the following steps for fine-tuning the position: determining the adjustment distance of the track slab along the X and Y axes based on the included angle α, determining the adjustment distance of the track slab along the Z axis based on the elevation deviation of the first detection point B and the second detection point C, and driving the track slab to move along the corresponding direction based on the adjustment distances in the X, Y, and Z directions to complete the fine-tuning of the position after the track slab is roughly laid.

[0018] It should be noted that in this embodiment, the theoretical and actual coordinates of the first detection point B and the second detection point C are obtained based on absolute coordinates in the world coordinate system. The local coordinates of the track slab, however, correspond to the directions in which the track slab needs adjustment in the X, Y, and Z directions. Clearly, the world coordinate system and the local coordinate system of the track slab are different reference systems. Due to the limited size of the track slab, the angle between the track slab's main plane and the world horizontal plane is small, having minimal impact on the distance in the mileage and offset directions. Therefore, in the calculation, the track slab plane and the world horizontal plane are considered parallel. Thus, the deviation of the track slab in the elevation direction within the world coordinate system can be used as the adjustment distance in the Z direction. Under the premise of meeting accuracy requirements, it is only necessary to consider the angle α between the XY directions in the local coordinate system of the track slab and the mileage and offset directions in the direct coordinate system to determine the deflection angle of the track slab's local coordinate system relative to the world coordinate system. By ignoring the influence of the elevation coordinate system, the calculation process can be greatly simplified. Furthermore, the distance for adjusting the track slab position can be determined using the deflection correspondence of the coordinate reference system. It is only necessary to detect the real-time absolute coordinates of each detection point, compare them with their theoretical coordinates, and then determine the position based on the aforementioned deflection correspondence of the coordinate reference system. In this embodiment, a prism combined with a total station can be used to obtain the real-time absolute coordinates of each detection point, including the first detection point B and the second detection point C. Thus, external parameters such as track slab dimensions and prism height, being constant, are isolated as common-mode parameters in the calculation of offset differences, simplifying the calculation process.

[0019] Furthermore, the line connecting the first detection point B and the second detection point C is parallel to the X-axis. See [link / reference] for details. Figure 1The fact that the line connecting the first detection point B and the second detection point C is parallel to the X-axis means that, in the world coordinate system, the theoretical vector B1C1 of the two points is parallel to the mileage direction. Therefore, the angle between the measured vector BC of the actual positions of the first detection point B and the second detection point C is the rotation angle α between the local coordinate system of the track board and the world coordinate system in the mileage and offset directions.

[0020] It is understandable that the included angle α satisfies the expression tan(α) = ΔY / ΔX = (ΔY / ΔX) C -ΔY B ) / ΔX C -ΔX B =(Y B -Y C ) / (X C -X B ).

[0021] Once the included angle α is determined, the deviations of each detection point in the world coordinate system along the mileage and offset directions are converted into adjustment distances along the X and Y axes using a trigonometric function algorithm.

[0022] In a more preferred embodiment, multiple sets of detection points parallel to the line connecting the first detection point B and the second detection point C are selected on the upper surface of the track slab. The included angle α is determined by averaging the relative deviations of each set of detection points in the offset and mileage directions. In this embodiment, there are four detection points in total, with the other two set parallel to the first detection point B and the second detection point C. The actual coordinates of each of the four detection points are obtained through a prism.

[0023] For details, please refer to [link / reference]. Figure 2 In a more preferred embodiment, when fine-tuning the position of the track slab, the elevation of the track slab is first adjusted along the Z-axis, and then adjusted along the X and Y axes. Each time the track slab position is fine-tuned, the adjustment distance of each detection point along the X and Y axes is determined again, until the fine-tuning in the X and Y axes is complete. Since the offset of the track slab along the Z-axis is the offset of the elevation coordinates of the detection points, the Z-axis is first adjusted to meet the design requirements, and then the X and Y axes are gradually fine-tuned to meet the design requirements.

[0024] In a more preferred embodiment, when adjusting the X and Y axes, the track plate is adjusted first along the Y axis, and then adjusted along the X axis. Generally, the size of the track plate along the X direction is larger than that along the Y direction, so the offset is also generally larger than that along the Y direction. Therefore, adjusting the Y direction first will be more efficient.

[0025] In a more preferred embodiment, when fine-tuning the position of the track slab, at least four fine-tuning devices are deployed in pairs on the side of the track slab. These fine-tuning devices can be connected to the side of the track slab and can drive the track slab to move along the X, Y, and Z axes. The fine-tuning devices are already disclosed in the prior art and are not part of the present invention; therefore, they will not be described in detail here.

[0026] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0027] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for fine-tuning track slab laying, characterized in that, After the track slab is roughly laid, the track slab coordinate system is determined with the direction of the track extension on the track slab as the X-axis, the direction perpendicular to the X-axis and parallel to the plane on which the track slab is located as the Y-axis, and the direction perpendicular to the plane on which the X-axis and Y-axis are located as the Z-axis. At least one first detection point B and a second detection point C are selected on the upper surface of the track slab. The actual absolute coordinates (X, Y, C) of the first detection point B and the second detection point C in the world coordinate system along the mileage direction, the offset direction, and the elevation direction are obtained respectively. B ,Y B Z B ), (X) C ,Y C Z C ), and theoretical absolute coordinates (X) B1 ,Y B1 Z B1 ), (X) C1 ,Y C1 Z C1 By comparing the relative deviations of the first detection point B and the second detection point C in the offset and mileage directions, the angle α between the track slab and the world coordinate system in the offset and mileage directions is determined. It includes the following steps for fine-tuning the position: determining the adjustment distance of the track slab along the X and Y axes based on the included angle α, determining the adjustment distance of the track slab along the Z axis based on the elevation deviation of the first detection point B and the second detection point C, and driving the track slab to move along the corresponding direction based on the adjustment distances in the X, Y, and Z directions to complete the fine-tuning of the position after the track slab is roughly laid.

2. The method for fine-tuning track slab laying as described in claim 1, characterized in that, The line connecting the first detection point B and the second detection point C is parallel to the X-axis.

3. The method for fine-tuning track slab laying as described in claim 2, characterized in that, The included angle α satisfies the expression tan(α) = ΔY / ΔX = (ΔY / ΔX) C -ΔY B ) / ΔX C -ΔX B =(Y B -Y C ) / (X C -X B ).

4. The track slab laying and fine-tuning method as described in claim 3, characterized in that, Once the included angle α is determined, the deviations of each detection point in the world coordinate system along the mileage and offset directions are converted into adjustment distances along the X and Y axes using a trigonometric function algorithm.

5. The track slab laying and fine-tuning method as described in claim 4, characterized in that, Multiple sets of detection points parallel to the line connecting the first detection point B and the second detection point C are selected on the upper surface of the track slab. The included angle α is determined by averaging the relative deviations of each set of detection points in the offset and mileage directions.

6. The method for fine-tuning track slab laying as described in any one of claims 1 to 5, characterized in that, When fine-tuning the position of the track slab, first adjust the elevation of the track slab along the Z-axis, and then adjust it along the X and Y axes. Each time the track slab position is fine-tuned, the adjustment distance of each detection point along the X and Y axes is determined again, until the fine-tuning of the X and Y axes is completed.

7. The method for fine-tuning track slab laying as described in claim 6, characterized in that, When adjusting the X and Y axes, first adjust the track plate along the Y axis, and then adjust it along the X axis.

8. The method for fine-tuning track slab laying as described in claim 6, characterized in that, The actual coordinates of the detection point in the world coordinate system are obtained by a prism set on the upper surface of the track slab in conjunction with a total station.

9. The method for fine-tuning track slab laying as described in claim 8, characterized in that, When fine-tuning the position of the track slab, at least four fine-tuning devices are deployed in pairs on the side of the track slab. The fine-tuning devices can be connected to the side of the track slab and can drive the track slab to move along the X-axis, Y-axis and Z-axis.

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