A method for fusion level measurement on an operating high-speed railway line

Abstract

The present invention relates to a method for integrated leveling measurement on an operating high-speed railway line, including combining the second-class leveling re-survey and CPⅢ elevation re-survey work on the line, using four leveling rods, measuring four sections of elevation difference in the CPⅢ rectangular ring in a cyclic sequence in the same direction according to the second-class leveling observation limit difference requirements, separating the elevation difference data of the left and right sides of the line from the measurement data, as the second-class leveling re-survey elevation difference data, and synchronously completing the second-class leveling re-survey and CPⅢ elevation re-survey work; when measuring the CPⅢ leveling rectangular ring, after entering the settlement monitoring range, first measure the CPⅢ rectangular ring, then switch to the central sight method observation mode, use the central sight method to measure the settlement monitoring point, and separate the settlement monitoring data from the measurement data. The present invention integrates the second-class leveling re-survey with the CPⅢ network elevation re-survey and settlement monitoring to achieve synchronous observation, simplicity, efficiency, stability and reliability, greatly saving the number of skylights and the number of observation personnel and instruments, saving costs, and improving comprehensive operating efficiency.

Description

Technical Field

[0001] The present invention relates to the field of high-speed railway line maintenance, and in particular to a level fusion measurement method for an operating high-speed railway line. Background Art

[0002] During the operation of high-speed railways, line maintenance and infrastructure deformation monitoring are crucial to ensure line safety and smoothness. One of the most important tasks of line maintenance is online level re-survey, CPIII elevation re-survey and online structure settlement monitoring. In order not to affect the normal operation of high-speed railways, line leveling, CPIII elevation re-survey and structure settlement monitoring can only be completed within a limited window time and a limited range of work sites. The number of windows is small and the time is short, which is very valuable. The operating range is discontinuous and limited. Therefore, the personnel and instruments within the limited operating range are concentrated together, which will cause cross-operation of various operating groups and mutual interference, resulting in low operating efficiency, serious waste of observation personnel and instruments and equipment, greatly increasing on-site costs and observation time. At the same time, the number of on-site protection personnel increased, and the difficulty of on-site protection increased, which also had a great adverse impact on the safe operation of existing lines. Summary of the invention

[0003] The purpose of the present invention is to provide a level fusion measurement method for an operating high-speed railway line in view of the problems that the prior art uses online level re-survey, CPIII elevation re-survey and online structure settlement monitoring during high-speed railway line maintenance, the operation window time is short, the operation location range is limited, personnel and instruments are concentrated together to cause cross-operation, mutual interference, low operation efficiency, serious waste of observation personnel and instruments and equipment, and greatly increased on-site costs and observation time.

[0004] In order to achieve the above object, the technical solution adopted by the present invention is:

[0005] A method for level fusion measurement on an operating high-speed railway line comprises the following steps:

[0006] S1. Combine the online second-level re-survey and CPIII elevation re-survey work, using four level rods.

[0007] According to the second-class leveling observation tolerance requirements, the four sections of height difference in the CPⅢ rectangular ring are measured in a circular sequence along the same direction, and the height difference data of the left and right sides of the line are separated from the measured data as the height difference data for the second-class leveling re-survey, and the second-class leveling re-survey and CPⅢ height re-survey work are completed simultaneously;

[0008] S2. When measuring the CPⅢ leveling rectangular ring, after entering the settlement monitoring range, first measure the CPⅢ rectangular ring, then switch to the central sight observation mode, use the central sight method to measure the settlement monitoring points, and separate the settlement monitoring data from the measurement data.

[0009] Feasibility analysis: The accuracy level of CPⅢ leveling of high-speed rail is precision leveling, and the observation method is one-way rectangular ring; the accuracy level of leveling on the high-speed rail line is second-class leveling, and the observation method is round-trip measurement; the field tolerances are also different. Therefore, the CPⅢ leveling rectangular ring is used to replace the second-class leveling, and the field indicators must be improved to the second-class leveling requirements. For most indicators, improving the accuracy requirements has little effect on the field efficiency. The most important thing is that the second-class leveling requires round-trip observation, and the CPⅢ rectangular ring does not have strict round-trip observation, but the height difference on the left and right sides of the line can be used to replace the round-trip measurement. The round-trip measurement mainly eliminates the systematic error caused by the settlement of the leveling rod. Since high-speed railways all use ballastless tracks and hardened surfaces, the probability of settlement is very small. Therefore, the second-class accuracy can be guaranteed without strict round-trip measurement. Moreover, the high-speed rail skylight operation time is basically at night, the meteorological conditions are relatively stable, and it is less affected by meteorological conditions such as temperature changes and atmospheric refraction; and the level rods are all erected on the top of the CPⅢ connecting rod ball, the roadbed section is located on the CPⅢ column, the tunnel section is located on the tunnel wall, the bridge section is located on the crash wall, and the platform section is located on the platform wall. They are all higher than the ground and are much less affected by side refraction than offline ground observation. Skylight time operations are relatively less subject to various human interferences. These are all favorable conditions for online skylight time observation, so it is feasible to use the CPⅢ one-way rectangular ring method instead of the traditional second-class leveling observation method.

[0010] As a preferred embodiment of the present invention, in step S1, the second-class leveling points on the line are measured to the adjacent CPⅢ points by a round-trip observation method to form an online elevation network.

[0011] As a preferred embodiment of the present invention, in step S1, the CPⅢ elevation measurement performs a ring closure error check on the first closed ring formed by four adjacent CPⅢ points, and the leveling ring elevation closure errors of adjacent CPⅢ points are no more than 1 mm.

[0012] As a further preferred embodiment of the present invention, in step S1, the four height differences of each first closed loop are independently measured by each measuring station in the order of back-front-front-back and front-back-back-front.

[0013] As a preferred embodiment of the present invention, in step S2, the CP III point is used as the back sight and the nearby settlement monitoring points are observed in sequence.

[0014] As a further preferred embodiment of the present invention, in step S2, two adjacent measuring stations repeatedly measure each monitoring point twice, and a second closed loop is formed between the backsight CPIII points of the two adjacent measuring stations and the monitoring point.

[0015] The use of the central viewing method to observe settlement monitoring points is used in the settlement monitoring of existing operating railways, but the existing technologies either do not use the repeated observation method or use the method of repeated observation at the same measuring station twice in a row. This method emphasizes two observations at two adjacent different measuring stations, which is different from the emphasis of this method. This method is relatively more reliable and takes into account both quality and efficiency.

[0016] As a preferred embodiment of the present invention, the second-class leveling re-survey height difference data and the settlement monitoring data are separated from the CPⅢ elevation data respectively by using a software program.

[0017] It can automatically extract the height difference data of the second-class leveling re-survey on the line and the height difference data of the settlement monitoring observed by the mid-view method from the CPⅢ rectangular ring leveling data, which improves the data processing efficiency, reduces the risk of errors in manual processing, and realizes the automation of data processing.

[0018] As a preferred embodiment of the present invention, it is applicable to high-speed railways during construction.

[0019] As a preferred embodiment of the present invention, it is applicable to conventional railways with a speed of 160 km / h or above during construction or operation.

[0020] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0021] The integrated leveling measurement method for an operating high-speed railway line described in the present invention adapts to the operating characteristics of the high-speed railway line in which the operating meteorological environment is basically the same during the night window time, and the leveling rod will not sink and there is no need to conduct round-trip observations when using CPⅢ points as transfer points. The second-class leveling resurvey is highly integrated with the three leveling tasks of CPⅢ network elevation resurvey and settlement monitoring, achieving the effects of synchronous observation, one measurement for multiple uses, simplicity, high efficiency, stability and reliability, greatly saving the number of windows and the number of observers, instruments and protective personnel, saving costs, greatly improving the overall operation efficiency, ensuring the construction period and quality, and solving the difficult problem of how to complete the above three tasks on schedule with quality and quantity under unfavorable conditions such as short window time, limited number of windows, tight construction period and heavy workload for operating high-speed railways. The method has broad prospects for promotion and application, and has strong value for promotion and application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 The operation flow chart of the integrated level measurement method on the operating high-speed railway line;

[0023] Figure 2 Schematic diagram of the first closed loop formed by the rectangular ring one-way CPIII leveling network observation;

[0024] Figure 3 Schematic diagram of settlement observation. DETAILED DESCRIPTION

[0025] The present invention will be described in detail below in conjunction with the accompanying drawings.

[0026] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0027] Example 1

[0028] like Figure 1 As shown, the method for level fusion measurement on an operating high-speed railway line described in the present invention comprises the following steps:

[0029] S 1. Figure 2 As shown in the figure, the second-class leveling resurvey and CPIII elevation resurvey on the line are combined for measurement. Four calibrated leveling rods are used to measure the four sections of elevation difference in the CPIII rectangular ring in a circular sequence along the same direction according to the second-class leveling observation limit requirements. The elevation difference data of the left and right sides of the line are separated from the measurement data as the second-class leveling resurvey elevation difference data, and the second-class leveling resurvey and CPIII elevation resurvey are completed synchronously. The second-class leveling points on the line are jointly measured to the adjacent CPIII points by the round-trip observation method to form an elevation network on the line. The CPIII elevation measurement checks the ring closure error of the first closed ring formed by the four adjacent CPIII points, and the closure error of the leveling ring elevation difference of the adjacent CPIII points is no more than 1mm. The four elevation differences of each first closed ring are measured independently by each measuring station in the order of back-front-front-back and front-back-back-front. The second-class leveling resurvey elevation difference data are separated from the CPⅢ elevation data by software program.

[0030] S2, such as Figure 3As shown in the figure, when measuring the CPⅢ leveling rectangular ring, after entering the settlement monitoring range, first measure the CPⅢ rectangular ring, then switch to the central sight observation mode, and use the central sight method to measure the settlement monitoring point; take the CPⅢ point as the backsight, observe the nearby settlement monitoring points in turn until the measurement is completed, and then the instrument goes to the next measuring station, and also observes the CPⅢ rectangular ring first, and then observes the settlement monitoring point by the central sight method; take two adjacent measuring stations to repeat the measurement twice for each monitoring point, so that a second closed loop is formed between the backsight CPⅢ point and the monitoring point through the two adjacent measuring stations, and the closing error of the second closed loop must meet the specification requirements, which increases Verification conditions; repeated measurements at different measuring stations are used to form redundant observations to improve the reliability of observation data and ensure monitoring quality; after completion, the observation data is exported, and the settlement monitoring data and CPⅢ elevation data are extracted from the measurement data using a software program; among them, the use of the central viewing method to observe settlement monitoring points is used in the settlement monitoring of existing operating railways, but the existing technologies either do not use repeated observation methods or use the method of repeated observation at the same measuring station for two consecutive times, which is different from the emphasis of this method on observing two different adjacent measuring stations. This method has relatively better reliability and takes into account both quality and efficiency.

[0031] Feasibility analysis: The accuracy level of CPⅢ leveling of high-speed rail is precision leveling, and the observation method is one-way rectangular ring; the accuracy level of leveling on the high-speed rail line is second-class leveling, and the observation method is round-trip measurement; the field tolerances are also different. Therefore, the CPⅢ leveling rectangular ring is used to replace the second-class leveling, and the field indicators must be improved to the second-class leveling requirements. For most indicators, improving the accuracy requirements has little effect on the field efficiency. The most important thing is that the second-class leveling requires round-trip observation, and the CPⅢ rectangular ring does not have strict round-trip observation, but the height difference on the left and right sides of the line can be used to replace the round-trip measurement. The round-trip measurement mainly eliminates the systematic error caused by the settlement of the leveling rod. Since high-speed railways all use ballastless tracks and hardened surfaces, the probability of settlement is very small. Therefore, the second-class accuracy can be guaranteed without strict round-trip measurement. Moreover, the high-speed rail skylight operation time is basically at night, the meteorological conditions are relatively stable, and it is less affected by meteorological conditions such as temperature changes and atmospheric refraction; and the level rods are all erected on the top of the CPⅢ connecting rod ball, the roadbed section is located on the CPⅢ column, the tunnel section is located on the tunnel wall, the bridge section is located on the crash wall, and the platform section is located on the platform wall. They are all higher than the ground and are much less affected by side refraction than offline ground observation. Skylight time operations are relatively less subject to various human interferences. These are all favorable conditions for online skylight time observation, so it is feasible to use the CPⅢ one-way rectangular ring method instead of the traditional second-class leveling observation method.

[0032] The personnel organization is shown in Table 1. Each project team is mainly composed of technical leaders, measurement operators, etc.

[0033] Table 1. Labor composition of each project team

[0034] Serial number name Number of people Remark 1 Technical Director 1 person Organize production and process data 2 Operators 5 people Every 5 people work on a car, 1 person is responsible for the mirror, and 4 people are responsible for the ruler

[0035] The instruments and equipment used are shown in Table 2.

[0036] Table 2. Instruments and equipment

[0037]

[0038] Quality Control Measures:

[0039] (1) Before measurement, the electronic level, level rod and connecting rod should be calibrated. The instruments should be within the effective calibration period, all indicators should meet the requirements of the specifications, and they should be in good working condition.

[0040] (2) When measuring, observations should be carried out strictly in accordance with the requirements of second-class leveling.

[0041] (3) Four level rods must be used. The two level rods on the left and right sides cannot be interchanged. They must be used alternately as the front and rear level rods for observation, with an even number of level rods on the ground.

[0042] (4) The observation sequence is strictly in the clockwise or counterclockwise direction to observe the four height differences. The rotation direction of the level must be the same and cannot be changed arbitrarily.

[0043] (5) When using the central sight method to measure the settlement monitoring points, it is necessary to use two adjacent measuring stations to repeat the measurement twice for each monitoring point. In this way, a second closed loop is formed between the backsight CPⅢ point and the monitoring point through the two adjacent measuring stations. The closing error of the second closed loop must meet the requirements of the specification. Verification conditions are added to improve the reliability of the observation data.

[0044] (6) During settlement monitoring, the location of the measuring station, the monitoring points and rear-view CPⅢ points observed by the measuring station, and the electronic level and ruler used must be fixed as much as possible to ensure that the observation conditions are basically the same each time and to reduce measurement errors.

[0045] Safety measures:

[0046] Existing line operations during skylight hours must be carried out strictly in accordance with the regulations for existing line operations.

[0047] (1) Comply with national and local laws, regulations, codes, standards and procedures regarding work safety.

[0048] (2) Thoroughly implement the principle of “safety first, prevention first” and establish and improve the production safety responsibility system and production safety education and training system.

[0049] (3) Prepare and distribute a safety protection manual to construction personnel entering the site, and provide safety education and training to construction personnel before they take up their posts.

[0050] (4) Establish a special construction site safety management organization, equipped with a sufficient number of full-time safety management personnel who meet the relevant regulations, responsible for daily safety inspections and special inspections, hold weekly safety meetings attended by all on-site personnel, be responsible for safety technology briefings and safety checks on technical plans, and be responsible for formulating or reviewing rectification measures for safety hazards and supervising their implementation.

[0051] (5) When working at night, sufficient lighting equipment should be provided to ensure safe operation.

[0052] (6) When working on the operating line, safety regulations of the operating line must be followed and sufficient safety personnel must be deployed.

[0053] (7) The instruments and equipment used for measurement shall be kept by a designated person and shall be counted one by one before and after the operation to ensure that no equipment is missed and may cause safety accidents online.

[0054] In a specific implementation, this method was successfully used in the Zhengzhou-Xuzhou High-speed Railway operation period (Shanghai Bureau section) precision measurement network re-survey and foundation settlement and deformation monitoring project, and the more than 100 kilometers of online second-class leveling re-survey, CPⅢ elevation re-survey, and settlement monitoring of key sections such as roadbed stations.

[0055] The second-class leveling resurvey of the entire line used the CPⅢ rectangular ring height difference data to extract the left and right side height differences, which consisted of a total of 177 sections of round-trip height differences. The accidental mean error per kilometer of height difference was 0.37 mm, and the discrepancy value was poor and the accidental mean error per kilometer of height difference met the second-class leveling limit requirements. The second-class leveling resurvey on the line was poor compared with the original height difference. Except for 10 sections with large height differences, the remaining 166 sections of height differences met the resurvey requirements, accounting for 96%, and the line was stable. This shows that this method can fully meet the resurvey requirements. The central sight method was used for observation in settlement monitoring. The monitoring results of the 11 key monitoring sections were reliable and accurately reflected the deformation trend. The data did not have problems such as mutations and instability caused by low measurement accuracy. This shows that this method is accurate and reliable and can meet the high-precision requirements of deformation monitoring.

[0056] In a specific implementation, this method was successfully applied in the Guangzhou-Zhuhai Intercity Railway precision survey network resurvey project during the operation period, and the second-class level resurvey and CPⅢ elevation resurvey of the entire line of more than 70 kilometers were achieved.

[0057] The second-class leveling re-survey on the entire line used CPⅢ rectangular ring height difference data to extract the left and right side height differences, which consisted of 49 round-trip height differences. The accidental mean error per kilometer of height difference was 0.76mm, and the difference in discrepancy value and the accidental mean error per kilometer of height difference both met the second-class leveling tolerance requirements. This shows that this method can fully meet the requirements of the specification.

[0058] In a specific implementation, the CPⅢ resurvey project before the static acceptance of the Yu-Mo Railway (K0081+213~K0587+178) section, the online second-class level resurvey and CPⅢ elevation resurvey of more than 500 kilometers of the entire line have been successfully applied using this method. The online second-class level resurvey of the entire line uses the left and right side elevation differences extracted from the CPⅢ rectangular ring elevation difference data to form a total of 790 sections of round-trip elevation difference, and the accidental mean error per kilometer of elevation difference is: 0.66mm, the discrepancy value is poor and the accidental mean error per kilometer of elevation difference both meet the second-class leveling limit requirements. The online second-class level resurvey is poor in elevation difference with the original measurement. Except for 2 sections with large differences in elevation difference, the remaining 499 sections of elevation difference meet the resurvey requirements, accounting for 99%, and the line is stable. It shows that this method can fully meet the resurvey requirements.

[0059] Compared with the traditional method, this method highly integrates the three leveling tasks of online second-class leveling re-survey, CPⅢ elevation re-survey, and settlement monitoring. This method is simple, efficient, stable and reliable, and saves a lot of skylights, observation personnel, instruments, and protective personnel, saving costs; at the same time, it greatly improves the comprehensive efficiency of field operations, ensures the construction period and quality, and has obvious economic benefits. This method was used in the precision survey network re-survey project during the operation period of the Guangzhou-Zhuhai Intercity Railway (K46+516~K117+700), saving about 35 work groups.days (equivalent to about 50 skylights) and about 100,000 yuan in costs. This method was used in the precision survey network re-survey during the operation period of the Zhengzhou-Xuzhou High-speed Railway (Shanghai Bureau Section), saving about 42 work groups.days (equivalent to about 50 skylights) and about 180,000 yuan in costs. This method was used in the CPⅢ re-survey before the static acceptance of the Yu-Mo Railway, saving about 245 work groups.days and about 700,000 yuan in costs.

[0060] In a specific embodiment, the above-mentioned level fusion measurement method on an operating high-speed railway line is applied to a high-speed railway during construction.

[0061] In a specific embodiment, the above-mentioned level fusion measurement method on the operating high-speed railway line is applied to conventional railways with a speed of 160 km / h or above during construction or operation.

[0062] The method for integrated leveling measurement on an operating high-speed railway line described in the present invention adapts to the operating characteristics that the operating meteorological environment during the nighttime window time on the operating high-speed railway line is basically the same, and the leveling rod will not sink and there is no need to conduct round-trip observations when using CPⅢ points as transfer points. The second-class leveling resurvey is highly integrated with the three leveling work of CPⅢ network elevation resurvey and settlement monitoring, so as to achieve the effects of synchronous observation, one measurement for multiple uses, simplicity, efficiency, stability and reliability, and greatly save the number of skylights and the number of observers, instruments and protective personnel, save costs, greatly improve the comprehensive operation efficiency, ensure the construction period and quality, and solve the difficult problem of how to complete the above three tasks on time with quality and quantity under unfavorable conditions such as short skylight time, limited number of skylights, tight construction period and heavy workload on the operating high-speed railway; it realizes the automatic extraction of the online second-class leveling resurvey height difference data and the settlement monitoring height difference data observed by the mid-view method from the CPⅢ rectangular ring leveling data, improves the data processing efficiency, reduces the risk of errors in manual processing, and realizes the automation of data processing; the method has a broad prospect for promotion and application, and has a strong value for promotion and application.

[0063] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for level fusion measurement on an operating high-speed railway line, characterized in that: The following steps are involved: S1. Combine the second-class leveling resurvey and CPⅢ elevation resurvey on the line, use four leveling rods, measure the four sections of elevation difference in the CPⅢ rectangular ring in the same direction in a circular sequence according to the second-class leveling observation limit requirements, separate the elevation difference data of the left and right sides of the line from the measurement data, and use them as the second-class leveling resurvey elevation difference data. Complete the second-class leveling resurvey and CPⅢ elevation resurvey work simultaneously. The second-class leveling points on the line are measured to the adjacent CPⅢ points by the round-trip observation method to form an elevation network on the line; the CPⅢ elevation measurement checks the ring closure error of the first closed ring formed by the four adjacent CPⅢ points, and the leveling ring elevation closure error of the adjacent CPⅢ points is no more than 1mm; the four elevation differences of each first closed ring are measured independently by each measuring station in the order of back-front-front-back and front-back-back-front; S2. When measuring the CPⅢ leveling rectangular ring, after entering the settlement monitoring range, first measure the CPⅢ rectangular ring, then switch to the central sight observation mode, use the central sight method to measure the settlement monitoring point, and separate the settlement monitoring data from the measurement data; take the CPⅢ point as the backsight, and observe the nearby settlement monitoring points in turn; the two adjacent measuring stations repeat the measurement of each monitoring point twice, and a second closed loop is formed between the backsight CPⅢ point and the monitoring point of the two adjacent measuring stations.

2. The method for level fusion measurement on an operating high-speed railway line according to claim 1 is characterized in that: The software program is used to separate the second-class leveling resurvey height difference data and settlement monitoring data from the CPⅢ elevation data.

3. The method for level fusion measurement on an operating high-speed railway line according to claim 1, characterized in that: Applicable to high-speed railways during construction.

4. The method for level fusion measurement on an operating high-speed railway line according to claim 1, characterized in that: Applicable to conventional railways with speeds of 160km / h and above during construction or operation.

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