GPS工程控制網(wǎng)論文：帶狀工程GPS控制網(wǎng)數(shù)據(jù)處理方法研究及其軟件研制-【word】可編輯

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3、泛的應(yīng)用。無砟軌道與有砟軌道的最大區(qū)別是無砟軌道鋪板、鋪軌要求的精度高,軌道板和軌道安裝的可調(diào)量較小,這就對高速鐵路GPS控制網(wǎng)提出了更高的要求。采用國家坐標(biāo)系統(tǒng)的普速鐵路勘測設(shè)計(jì),允許的長度變形誤差為25mm/km,難以滿足高速鐵路長度變形誤差<10mm/km的高精度要求。盡管有部分線路為了達(dá)到長度變形小于10mm/km的要求而把帶寬變窄,但是這就帶來了一條線路分帶及坐標(biāo)系過多、換帶計(jì)算繁瑣、換帶后相鄰點(diǎn)間相對精度降低等一系列問題,給后續(xù)的勘測設(shè)計(jì)、施工和運(yùn)營檢測帶來極大的不便?；谏鲜鰡栴},本文首先探討了GPS工程控制網(wǎng)數(shù)據(jù)處理的常規(guī)算法,系統(tǒng)分析了GPS工程控制網(wǎng)的長度變形特點(diǎn)與處

4、理手段。然后結(jié)合高速鐵路GPS控制網(wǎng)控制范圍長、投影變形要求小的特點(diǎn),提出了采用分區(qū)代替分帶、利用全網(wǎng)整網(wǎng)平差的方向?qū)崿F(xiàn)全網(wǎng)坐標(biāo)軸系的唯一和進(jìn)行方向控制、從線路一端到另一端順序平差的分區(qū)定向序貫平差新方法。對高速鐵路CPI控制網(wǎng)采用分區(qū)定向序貫平差的方法建立坐標(biāo)系和進(jìn)行網(wǎng)平差,通過理論分析和與全站儀實(shí)測邊長的比較,證明其投影變形能夠控制得更好,控制網(wǎng)的投影面更貼近地面,因而更符合建立工程獨(dú)立坐標(biāo)系的要求。對GPS帶狀工程控制網(wǎng)采用分區(qū)定向序貫平差,實(shí)現(xiàn)了全線一個(gè)坐標(biāo)系統(tǒng),沒有換帶計(jì)算,這就為實(shí)現(xiàn)高速鐵路GPS控制網(wǎng)小變形、無換帶的目標(biāo)奠定了基礎(chǔ),為集勘測設(shè)計(jì)、施工和運(yùn)營于一體的“三網(wǎng)合一”的高

5、精度GPS平面控制網(wǎng)的建立創(chuàng)造了條件。最后,根據(jù)所提出的分區(qū)定向序貫平差原理,基于微軟公司發(fā)布的Microsoft Visual Studio2008平臺,使用C#語言研制了精密工程GPS控制網(wǎng)通用數(shù)據(jù)處理軟件(簡稱SOSA GPS軟件)。SOSA GPS軟件支持了多種基線格式和橢球參數(shù),既有驗(yàn)前精度檢查又有驗(yàn)后精度評定,除具有常規(guī)GPS控制網(wǎng)數(shù)據(jù)處理的全部功能外,還具有GPS控制網(wǎng)分區(qū)定向序貫平差的功能,能夠?qū)崿F(xiàn)在較大范圍內(nèi)高速鐵路CPI GPS控制網(wǎng)的高精度、小變形、全線沒有換帶計(jì)算的數(shù)據(jù)處理目標(biāo)。【英文摘要】Recently, a large scale of passenger-ded

6、icated railway construction is blooming in our country. For the sake of high-speed train running and overcoming the difficulty of line maintenance, the ballastless track with better smoothness and little maintenance, is applied widely. What makes the ballastless track significantly different from th

7、e ballast one are the higher precision demand of slab and track lying, as well as the smaller adjustment of track slab installation.Therefore, it sets a higher demand for GPS control network of high-speed railway.In common railway surveying and design which is based on state coordinate system, 25mm/

8、km, the distortion error in length, is acceptable, but not in high-speed railway, where, for higher precision, the error is essentially no more than 10mm/km.In some railway construction,narrowing the projection zone could ensure the distortion error below 10mm/km to satisfy the demand, but it comes

9、with a series of problems, such as too many projection zones and coordinates systems in one line, minute and complicated computation of projection zone conversion, relative precision decline between adjacent points after projection zone conversion and so on, bring great inconvenience into the future

10、 work as surveying, design, construction, operation and detection.Based on the above issues, firstly the paper discusses the traditional way in data processing of GPS control network, and systematically analyzes the figures and treatment of length distortion in the network.Then, combined with the lo

11、ng control range and small projection distortion in GPS control network of high-speed railway, in this paper a new method named Subsection Orientational Sequential Adjustment, SOSA for abbreviation, is put forward. That is the “subsection” replaces the “projection zone”, the direction after the whol

12、e network adjustment computation ensure it unique the axes of all coordinate systems in the network, and the adjustment computation goes from one side of the line to the other one by one. In the coordinate system establishment and the network adjustment computation of CP I control network of high-sp

13、eed railway, the theoretical analysis and the contrast between calculated length and measured length with total stations have proved that, when using SOSA method, the projection distortion error of length is smaller and the projection plane is closer to the groud and so the coordinate system satisfi

14、es the demand of building an independent engineering coordinates system. To use SOSA method in GPS zonary engineering control network, it realizes the only one coordinate system in one line without computation of projection zone conversion, which lays the foundation for achieving the goal of small d

15、istortion and no conversion in GPS control network of high-speed railway, and creates the conditions to found a high precise GPS plane control network that can serve surveying, design, construction and operation as a tri-network-integrating-one network.At last, according to the principle of SOSA, gr

16、ounded on the program design platform of Microsoft Visual Studio 2008, General Data Processing Software for GPS Control Network of Precise Engineering, SOSA GPS for short, has been developed with C#. The software supports various baseline formats and ellipsoid parameters, has precision evaluation of

17、 apriority and posteriority, and beside all of common data processing methods to GPS control network, SOSA method works well, which can gain the fruit of high precision、little distortion、no conversion in the whole line in a larger scale of CP I GPS control network of high-speed railway.【關(guān)鍵詞】GPS工程控制網(wǎng)

18、 分區(qū)定向序貫平差 高斯投影 高程歸化 軟件【英文關(guān)鍵詞】GPS engineering control network Subsection Orientational Sequential Adjustment (SOSA) Gauss projection elevation naturalization software【目錄】帶狀工程GPS控制網(wǎng)數(shù)據(jù)處理方法研究及其軟件研制 摘要 6-7 Abstract 7-8 第1章 緒論 11-14 1.1 概述 11 1.2 帶狀工程GPS控制網(wǎng)建網(wǎng)與數(shù)據(jù)處理方法現(xiàn)狀 11-12 1.3 問題的提出及本文的主要研究內(nèi)容 12-14 第2章 G

19、PS數(shù)據(jù)處理常用方法及其長度變形分析 14-34 2.1 GPS數(shù)據(jù)處理常用坐標(biāo)系統(tǒng)及其坐標(biāo)轉(zhuǎn)換 14-19 2.1.1 空間直角坐標(biāo)系 14 2.1.2 空間大地坐標(biāo)系 14-15 2.1.3 高斯投影與UTM投影平面直角坐標(biāo)系 15-16 2.1.4 不同坐標(biāo)系的坐標(biāo)轉(zhuǎn)換 16-19 2.2 典型GPS工程控制網(wǎng)平差方法 19-28 2.2.1 GPS工程控制網(wǎng)三維向量網(wǎng)平差 20-25 2.2.2 GPS工程控制網(wǎng)二維約束平差 25-28 2.2.3 GPS工程控制網(wǎng)一點(diǎn)一方向平差 28 2.3 GPS工程控制網(wǎng)的長度變形分析與處理 28-34 2.3.1 高程歸化與高斯投影引起的長度變

20、形分析 28-30 2.3.2 GPS工程控制網(wǎng)的工程橢球建立方法 30-31 2.3.3 GPS工程控制網(wǎng)獨(dú)立坐標(biāo)系的建立與變形分析 31-34 第3章 分區(qū)定向序貫平差原理及其特點(diǎn) 34-45 3.1 高速鐵路GPS控制網(wǎng)坐標(biāo)系統(tǒng)的設(shè)計(jì)方法 34-35 3.2 GPS工程控制網(wǎng)分區(qū)定向序貫平差原理 35-38 3.3 分區(qū)定向序貫平差實(shí)測數(shù)據(jù)計(jì)算試驗(yàn)與分析 38-43 3.4 分區(qū)定向序貫平差在CPI控制網(wǎng)中的應(yīng)用特點(diǎn) 43-45 第4章 精密工程GPS控制網(wǎng)通用數(shù)據(jù)處理軟件研制 45-61 4.1 開發(fā)平臺、語言與運(yùn)行環(huán)境 45-47 4.1.1 開發(fā)平臺簡介 45 4.1.2 開發(fā)語言簡介 45-46 4.1.3 運(yùn)行環(huán)境 46-47 4.2 功能設(shè)計(jì)模塊與處理流程 47-57 4.2.1 功能設(shè)計(jì) 47-48 4.2.2 功能模塊 48-57 4.2.3 數(shù)據(jù)處理流程 57 4.