Single-track existing railway reconstruction horizontal and vertical coordination processing method

Abstract

The application discloses a single-line existing railway reconstruction horizontal and vertical coordinated processing method. The existing railway reconstruction method does not consider the mutual matching and coordination of horizontal and vertical sections. The application is based on the track centerline three-dimensional information, structure building limit information and clearance height control point information, and under the conditions that the transverse deviation, track shifting amount, track lifting and falling amount, building limit control point, clearance height control point and various line design threshold values meet the requirements, real-time guarantee is provided for the line design horizontal and vertical coordinated matching threshold value requirements such as non-coincidence of vertical and horizontal, and the horizontal and vertical sections of the single-line existing railway are reconstructed simultaneously. The application solves the problem of obtaining the existing railway theoretical centerline, and solves the problem of non-matching of the horizontal design and vertical section design mileages, and can be used as a reference basis for formulating or revising the existing line measurement specification in the future.

Description

Technical Field

[0001] This invention belongs to the field of existing railway engineering survey, design, operation and maintenance technology, and specifically relates to a method for reconfiguring horizontal and vertical alignment of a single-track existing railway. Background Technology

[0002] The reconstruction of existing railway lines comprises two main parts: horizontal and vertical alignment. Conventional design utilizes mileage measurements and proceeds with horizontal reconstruction first, followed by vertical alignment reconstruction. However, the measured mileage of existing lines is based on ground slant distances, which do not match the reconstructed horizontal mileage. Before horizontal reconstruction, the measured points lack accurate mileage, and curve elements are unclear, with uncertain start and end points. The locations of gradient change points in the vertical alignment are also uncertain. Horizontal reconstruction cannot account for the requirement that vertical curves do not overlap, and that turnout areas should be on straight lines without vertical curves. Similarly, vertical alignment reconstruction cannot simultaneously ensure that vertical curves do not fall within the range of horizontal transition curves.

[0003] Chinese invention patent CN109977599B discloses an intelligent reconstruction method for the overall alignment of existing railway longitudinal profiles. However, it does not simultaneously reconstruct the horizontal and vertical profiles; it does not take into account the mutual matching and coordination between the horizontal and vertical profiles; it uses the mileage of the measured points in the calculation, and does not solve the problem of matching the measured mileage, the designed horizontal mileage with the horizontal and vertical profiles; it requires fitting the vertical curve point group, which is difficult to adapt to the current situation where the vertical curves are short, the number of measuring points is small, or there are no vertical curve measuring points.

[0004] Chinese invention patent CN114329749A discloses a method for integrated longitudinal and horizontal alignment optimization design of existing railways. This method relies on measured mileage, first reconstructing the longitudinal profile. However, the reconstructed longitudinal profile does not match the theoretical mileage, failing to address the issue of matching measured mileage with designed horizontal mileage. The method involves manually adding gradient points, calculating straight lines, and configuring vertical curves, resulting in significant arbitrariness. Clearance checks are performed separately after the longitudinal and horizontal alignment reconstructions are completed, involving a cyclical operation with low automation. Summary of the Invention

[0005] To overcome the shortcomings of existing technologies, this invention provides a method for reconstructing and coordinating horizontal and vertical alignment of existing single-track railways. This method obtains the theoretical centerline and longitudinal profile of the existing line that meet the requirements for consistent mileage matching between horizontal and vertical profiles, track smoothness, track shifting at measuring points, track lifting and lowering, existing structure clearances, track professional design thresholds, and horizontal and vertical coordination matching design thresholds. This serves as the basis for professional design, generating design and track maintenance interface data to meet the needs of track laying using the CPIII control network and achieve the goal of automating existing line design and track maintenance.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] The method for reconfiguring and coordinating horizontal and vertical alignment of existing single-track railways is characterized by the following steps:

[0008] Step 1: Field collection of measurement point information, obtaining data on the track center point, structure clearance control points, and clearance height control points of existing railways based on mileage measurement;

[0009] Step 2: Edit the feature attributes of the measurement points to form a standardized data file, which includes a planar data file and a horizontal single data file;

[0010] Step 3: Reconstruct the horizontal straight line. The lateral deviation, line smoothness, and construction clearance should meet the requirements. At the same time, take into account the coordination with the longitudinal profile, conduct local slope checks, and ensure that the horizontal and vertical coordination thresholds meet the requirements. The existing railway theoretical straight line side with reasonable line position should be constructed.

[0011] Step 4: Reconstruct the horizontal curve. The measurement point shunting, building boundary points, and line horizontal design thresholds should meet the requirements. At the same time, take into account the coordination with the longitudinal profile. Check the slope consistency within the transition curve range to ensure that the horizontal and vertical coordination design thresholds meet the requirements. Complete the existing line curve correction and reconstruction work, obtain the theoretical centerline of the existing line with horizontal and vertical coordination, calculate the correspondence between the measurement points and the theoretical centerline, and obtain the theoretical mileage of the correction horizontal distance for horizontal design and longitudinal profile reconstruction.

[0012] Step 5: Integrated design data normalization. An integrated design data normalization method based on the embedding of separation boundary information and elevation information into the plane file is adopted to modify the field level sheet, form a level sheet file based on the horizontal distance theory mileage system and applied to the longitudinal profile reconstruction, and provide basic data for consistent matching of plane design mileage and longitudinal profile design mileage.

[0013] Step Six: Longitudinal profile reconstruction, while also ensuring coordination with the reconstructed plane, employs seamless reconstruction of straight lines and vertical curves. A combination of mid-point slope variation optimization and manual optimization is used to adjust the slope and complete the longitudinal profile straight line optimization. An adjacent straight line segment intersection method independent of vertical curve measuring points is used, along with design conventions to determine slope change points. A method based on rigorous curve elements is employed, using the outward distance of the measuring point as the longitudinal vector to calculate the vertical curve elevation, ensuring the longitudinal vector of the vertical curve is a unique single value. Vertical curve reconstruction and horizontal / vertical profile coordination checks are performed on the same interface, with real-time synchronization of matching rationality evaluation, completing the existing railway horizontal and vertical profile reconstruction work in one go. Longitudinal profile straight line segment reconstruction includes continuation processing to meet the massive data processing needs of long-distance railways.

[0014] Step 7: Reconstruct the mathematical theory centerline and longitudinal profile of the existing railway, and output the design interface data and the engineering interface data.

[0015] Furthermore, in step two, the ballast thickness and the integrated measurement point feature information based on horizontal and vertical alignment are incorporated and dynamically updated to accurate location information in real time during the reconstruction process. The planar and elevation data files are input separately to adapt to conventional and non-contact measurement modes. The planar data file format is as follows: sequence number, measured mileage, measured X, measured Y, rail top elevation H, and measurement point feature information description. The horizontal single data file format is as follows: sequence number, measured mileage, rail top leveling elevation H, measurement point feature information description, and ballast thickness.

[0016] Furthermore, step three specifically includes:

[0017] S3.1: Call the planar data file, reconstruct the straight line using the least squares fitting method according to the allowable lateral deviation limit required by the design discipline, and check whether the planar building clearance meets the requirements based on the lateral deviation limit of the measuring points, the track smoothness requirements, and the consistency with the deflection angle information in the engineering log. Then, optimize the reconstructed straight line and select the theoretical straight line edge with the required lateral deviation, building clearance, and track smoothness. If the requirements are not met, the straight line edge is automatically split into a polyline.

[0018] S3.2: Conduct longitudinal profile coordination checks based on the incomplete longitudinal profile state. Perform slope consistency checks based on local longitudinal profiles at the start and end points of the straight line to ensure that the start and end points of the straight line meet the horizontal and vertical coordination design threshold requirements. Otherwise, adjust the position of the end point of the straight line until it meets the requirements.

[0019] S3.3: Set up a planar straight line reconstruction and continuation processing method to split data by polyline and curve to meet the needs of processing massive amounts of data for long railways and the inability to complete straight line reconstruction calculations in one go.

[0020] Furthermore, step four specifically includes:

[0021] S4.1: Planar Curve Reconstruction: A collaborative system for curve correction and reconstruction is formed by correcting straight lines, polylines, and curves. Using the results of straight line reconstruction, the theoretical straight lines at both ends remain unchanged, ensuring the uniqueness of the deflection angle and the matching of straight lines and curves. The requirements of track clearance and building limits are met, and the requirements of the line professional design threshold are also taken into account.

[0022] S4.2: While reconstructing the horizontal curve, implement a horizontal coordination check based on local longitudinal profiles. Near the starting and ending transition curves, conduct a slope check based on local longitudinal profiles to ensure that the theoretical alignment meets the horizontal and vertical coordination design threshold requirements. Otherwise, readjust the curve elements or reselect the straight edge until the requirements are met. Form a horizontal and vertical coordination mathematical theoretical centerline of the existing railway, calculate the results of the mathematical theoretical centerline control stakes and the corresponding results of the measuring point mileage, solve the problem of connecting the measured mileage with the theoretical mileage, and realize the one-to-one correspondence between the theoretical mileage and coordinates of the existing railway centerline.

[0023] S4.3: Set up a curve reconstruction and continuation processing method to meet the needs of processing massive amounts of data for long-distance railways, where curve reconstruction calculations cannot be completed in one go.

[0024] Furthermore, step five mainly includes three processes: constructing an infinite bound overall file based on the elevation embedding plane single loop after removing the clearance limit; constructing an infinite bound overall file after interpolating integer stakes using a two-loop method; and embedding the clearance limit points into an integer horizontal distance theoretical mileage file, forming a normalized horizontal single overall data file, specifically including:

[0025] S5.1: Separate and remove boundary point information, and separate the horizontal single file into a track centerline elevation file and a clearance boundary point file; remove the planar building boundary point information from the plane reconstruction measurement point correspondence result file and separate it into a centerline coordinate file and a clearance boundary point file;

[0026] S5.2: Merge the planar and longitudinal profile data files, and use the centerline elevation based on the elimination of limits to embed the planar single loop to construct an infinitely bounded holistic data file, thus forming an infinitely bounded holistic data file;

[0027] S5.3: Theoretical mileage of horizontal distance for interpolated one-dimensional points: The centerline coordinate and rail top elevation measurements are carried out separately in conventional measurements. For one-dimensional measurement points that have rail top elevation in the horizontal sheet but no centerline coordinates in the plane file, the theoretical mileage of horizontal distance for the one-dimensional point is interpolated based on the theoretical mileage of the previous and next measurement points obtained by plane reconstruction.

[0028] S5.4: Interpolated Integer Horizontal Distance Theoretical Mileage and Elevation: Based on the horizontal distance theoretical mileage reconstructed from the plane, the centerline overall file after infinite interpolation of the integer theoretical mileage is constructed using a two-loop method. The theoretical horizontal distance theoretical mileage and elevation of the entire straight line (50m) and curve (20m) required by the design profession are interpolated, and the ballast thickness at the interpolated integer position is specified. The distance between the interpolation point and the benchmark point is less than 1.5m.

[0029] S5.5: Merge the separate clearance clearance files in the horizontal single and measuring point correspondence, add ballast thickness information, and form a complete clearance clearance file in the measuring point correspondence file format;

[0030] S5.6: The clearance limit point is embedded in the integer horizontal distance theoretical mileage file to form an integrated data file that integrates horizontal and vertical profile information, namely: the normalized full information level single result file;

[0031] S5.7: Replace the measured mileage and approximate planar location features in the field level sheet with the reconstructed horizontal distance theoretical mileage and location features to form a level sheet result file for use in the normalized longitudinal profile design, which is used for longitudinal profile reconstruction.

[0032] Furthermore, step six specifically includes:

[0033] S6.1: Input the slope segment number. Based on the attribute characteristics of the horizontal section after the integrated design data is normalized and the horizontal and vertical coordination matching design threshold requirements, select the start and end point numbers of the vertical section straight line segment.

[0034] S6.2: Longitudinal profile straight section reconstruction, using the least squares formula to reconstruct the existing railway gradient and straight line equation coefficients, and calculate the track lifting amount at the measuring point;

[0035] S6.3: Statistically check whether the track elevation and clearance control points of the straight section in the longitudinal profile meet the requirements. If not, change the endpoint number, reselect the straight line, shorten the straight line length, and divide it into broken slope sections according to the adjacent gradient difference in the railway design specifications. Repeat S6.1 to S6.3 until the requirements are met.

[0036] S6.4: Optimize the longitudinal profile straight line. Adjust the slope according to the track maintenance log. The slope adjustment can be carried out by a combination of the mid-point slope change method and manual optimization to complete the straight line optimization. If the track lifting volume and clearance control points of the straight section meet the requirements, the track maintenance log slope is adopted; otherwise, the reconstructed slope is adopted.

[0037] S6.5: Determining the slope change point and checking the slope length, the slope change point is determined by the intersection method of adjacent longitudinal profile straight segments that does not rely on the vertical curve measuring point. The mileage of the slope change point is determined according to the design professional convention, with the principle of ensuring that the straight line of the previous reconstructed longitudinal profile remains unchanged. The difference between the mileages of the previous and subsequent slope change points is used to check the longitudinal profile slope length.

[0038] S6.6: Coordination and inspection of vertical curve reconstruction and planar reconstruction results: The method of calculating the vertical curve elevation by using the outward distance of the measuring point method based on the rigorous curve elements as the longitudinal vector of the measuring point is adopted to ensure that the longitudinal vector of the vertical curve is a unique single value; the reconstruction of straight lines and vertical curves is seamless, the vertical curve reconstruction and the coordination and inspection of horizontal and vertical lines are on the same interface, and the evaluation conclusion of the coordination and matching inspection of horizontal and vertical lines is displayed in real time.

[0039] S6.7: Process the straight slope segment of the next longitudinal profile. Skip the measuring points within the vertical curve range, find the start and end points of the straight slope segment of the next longitudinal profile based on the characteristics of the measuring points, and repeat steps S6.1 to S6.7.

[0040] S6.8: The continuation processing of longitudinal profile straight segment reconstruction stores the relevant variable information in the form of a text file. After reading the file and assigning values ​​to the variables, the continuation processing is achieved by clicking the next slope segment. This meets the needs of processing massive amounts of data for long railways, where longitudinal profile reconstruction calculations cannot be completed in one go.

[0041] The beneficial effects of this invention are:

[0042] 1) This invention employs a fusion-type measuring point feature information description that incorporates ballast thickness and is based on horizontal and vertical integration, and updates it dynamically in real time. This facilitates human-computer interaction, manual identification and use, and ensures accurate positioning, laying the foundation for one-time accurate reconstruction. It utilizes separate horizontal and vertical data files to adapt to both conventional and non-contact measurement modes. In addition to conventional stake information, the data files also incorporate horizontal position, vertical curve position, horizontal building boundary points, clearance height control points, and station turnout area information. During the reconstruction process, it dynamically updates the theoretical mileage of the measuring point's horizontal distance and accurate location information in real time. It emphasizes the differentiated application of measuring point data information, taking into account the accuracy and location of the measuring points.

[0043] 2) This invention proposes to perform local longitudinal profile coordination checks at both ends of the plane straight line reconstruction and curve reconstruction based on the incomplete longitudinal profile state, and to achieve plane and longitudinal coordination of the plane reconstruction by checking the same slope of the local longitudinal profile; and to perform coordination checks on the turnout area, the two endpoints of the reconstruction straight line, and the first and second transition curves of the curve reconstruction, with the check range being one slope length, to ensure that the curve piles do not fall into the control area and meet the horizontal and longitudinal coordination matching threshold requirements of the road design profession.

[0044] 3) This invention abandons the measurement of mileage and adopts an integrated design data normalization method based on the embedding of separation clearance information and elevation information into the plane file; it updates the measured mileage and approximate plane position feature information of the horizontal single file in real time with the plane reconstruction position information; it removes the plane building clearance information, separates the horizontal single file into two files: centerline measuring point elevation information and clearance height limit control point information; it embeds and replaces the elevation information in the plane reconstruction result file with the elevation information from the centerline measuring point file; it interpolates the one-dimensional point to correct the horizontal distance theoretical mileage, and interpolates the 50m straight line and 20m curved line integer pile elevations of the reconstructed horizontal distance theoretical mileage; finally, it embeds the clearance height limit control point information file to form a horizontal single file based on horizontal distance mileage used in design, which serves as the horizontal single source data for longitudinal profile reconstruction, solving the problem of mismatch between measured mileage and design plane mileage, and between plane design and longitudinal profile design mileage;

[0045] 4) When reconstructing the longitudinal profile straight section, this invention adopts a combination of the midpoint slope change method and the manual optimization method to adjust the slope and complete the straight line optimization. The principle is to meet the control point clearance height adjustment optimization requirements, while taking into account the condition that the slope may be consistent with the engineering ledger. The slope change point is determined by the intersection method of adjacent longitudinal profile straight sections that does not depend on the vertical curve measuring points, combined with the design professional conventions. This method can fully adapt to the characteristics of existing lines where the number of vertical curve measuring points is insufficient or the vertical curve is too short, and the lack of measuring points for the vertical curve is due to omissions in the field measurement.

[0046] 5) This invention addresses the current situation where railway design uses approximate formulas, the measuring points for vertical curves are not on rigorous mathematical curves, and existing railway lines have characteristics such as short vertical curves, insufficient measuring points, or omissions in field measurements leading to the absence of measuring points for vertical curves. Furthermore, the accuracy of the measuring point mileage and elevation cannot meet the coordinate accuracy requirements for back-calculating the vertical curve radius, which is at the process level. In the vertical curve reconstruction, this invention abandons the usual vertical curve fitting method and, based on the characteristic that radius changes are not sensitive to the impact on elevation, adopts a vertical curve element configuration method. The vertical curve radius (R) is configured by manual optimization and adjustment, providing a rigorous formula for vertical curve elements. It utilizes the mileage and elevation information of the slope change point determined by the intersection method of adjacent longitudinal profile straight segments, which is independent of the vertical curve measuring points, and determines the vertical curve elements based on the requirements of the measuring point lift-off volume, clearance height, and the horizontal and vertical matching design thresholds of the line.

[0047] 6) This invention can solve many problems in the reconstruction of horizontal and vertical profiles in the survey and design of existing railway lines, forming a complete theoretical method for the survey and design of existing railway lines. It has reference value for the survey and design and maintenance of existing railways such as high-speed railways, intercity railways, and urban rail transit. It can serve as a reference for the future formulation or revision of existing railway measurement specifications. Attached Figure Description

[0048] Figure 1 Workflow diagram for the horizontal and vertical coordination processing method of reconstructing existing single-track railways;

[0049] Figure 2 The data format and feature identification diagram for the measurement points in planar view;

[0050] Figure 3 This document presents the data format and feature identification diagram for the field level sheet (rail top elevation) of routine measurement points;

[0051] Figure 4 This is a format and feature map of elevation data for non-contact measurement methods.

[0052] Figure 5 The calculation flowchart is for the method of reconstructing plane straight segments and coordinating longitudinal profiles;

[0053] Figure 6 This is a schematic diagram for checking the horizontal and vertical slope coordination of a straight edge;

[0054] Figure 7 The flowchart shows the calculation process for the method of coordinating planar curve reconstruction and longitudinal profile.

[0055] Figure 8 A schematic diagram for checking the slope consistency of horizontal and vertical alignment in the reconstruction of a planar curve;

[0056] Figure 9 A flowchart for the calculation of the integrated data normalization method;

[0057] Figure 10 A flowchart for constructing an infinite bound overall file for the elevation embedding plane single loop to remove the bounds;

[0058] Figure 11 This is a graph showing the elevation interpolation deviation.

[0059] Figure 12 A flowchart for constructing an infinitely bounded integer interpolation using the two-loop method;

[0060] Figure 13 The normalized overall data file with bounded integer mileages embedded;

[0061] Figure 14 Flowchart of the longitudinal profile reconstruction and horizontal-vertical coordinating method;

[0062] Figure 15 To reconstruct the relationship diagram of the slope optimization method;

[0063] Figure 16 This is a schematic diagram of slope optimization using the slope variation method at the midpoint of the longitudinal profile.

[0064] Figure 17 A diagram showing the straight-line calculation scheme for rounding down the mileage at the slope change point;

[0065] Figure 18 This is a schematic diagram for calculating the steering angle of a vertical curve.

[0066] Figure 19 The diagram shows the external distance E0 of the measuring point.

[0067] Figure 20 Schematic diagram for calculating the longitudinal distance of measuring points on a vertical curve;

[0068] Figure 21 This involves processing the content and format of documents for longitudinal section continuity. Detailed Implementation

[0069] The present invention will now be described in detail with reference to specific embodiments.

[0070] This invention relates to a method for reconstructing the horizontal and vertical alignment of existing single-track railways. Based on the three-dimensional information of the track centerline, the information of the building clearance limits, and the information of the clearance height control points, and under the condition that the lateral deviation, track shifting amount, track lifting amount, building clearance control points, clearance height control points, and various line design thresholds meet the requirements, the method ensures in real time the alignment and matching thresholds of the line design, such as the non-overlapping of vertical and horizontal alignments. It completes the synchronous reconstruction of the horizontal and vertical alignment of existing single-track railways in one go, solving the problem of obtaining the theoretical centerline of existing railways and the problem of mismatch between the horizontal and vertical design mileage.

[0071] This invention incorporates ballast thickness and uses integrated measurement point feature information based on horizontal and vertical alignment. It coordinates with the longitudinal profile during horizontal reconstruction, performing horizontal and vertical alignment checks based on local longitudinal profiles. It abandons mileage measurement and applies an integrated design data normalization method to modify field level sheets, providing conditions for resolving the mismatch between horizontal and vertical design mileage. The results of longitudinal profile reconstruction and horizontal reconstruction are coordinated in real time. The reconstruction of straight sections in the longitudinal profile uses a combination of mid-point slope variation optimization and manual optimization to adjust the slope and complete straight line optimization. It uses the intersection of adjacent straight sections independent of vertical curve measurement points and determines slope change points based on design conventions. It employs a measurement point method based on rigorous curve elements, using the outward distance as the longitudinal vector of the measurement point and applying it to the calculation of vertical curve elevation, ensuring that the vertical curve longitudinal vector is a unique single value. Vertical curve reconstruction and horizontal matching checks are implemented simultaneously to ensure that the horizontal and vertical alignment matching threshold requirements of various line designs are met. It outputs design and track maintenance interface data to meet the needs of track laying using the CPIII control network, achieving the goal of automating existing line design and track maintenance.

[0072] like Figure 1 As shown, the present invention includes the following steps:

[0073] Step 1: Field collection of measurement point information, obtaining data on the track center point, structure clearance control points, and clearance height control points of existing railways based on mileage measurement;

[0074] Step Two: Edit the characteristic attributes of the measuring points to form a standardized data file. To adapt to both conventional and non-contact measurement modes, the measurement data input file includes a plane data file and a track surface leveling elevation (horizontal single) data file. In addition to standard stake information, the data file also incorporates plane position, vertical curve position, plane construction clearance, clearance height information, station / turnout area information, and ballast thickness information. During the reconstruction process, it is dynamically updated in real time with theoretical horizontal distance and accurate measuring point location information. Considering the accuracy and location of the measuring points, the differentiated application of the measuring point data is emphasized. The characteristic features of the measuring points form the basis for manual interaction and are formatted as follows:

[0075] 1) General measuring points

[0076] The track centerline measuring point observation data is input using a combined 3D information + characteristic feature description method. The elevation information is all low-track elevation, which can be obtained from level instrument measurements, photoelectric trigonometric elevation from a measuring trolley, vehicle-mounted laser scanning elevation, photoelectric trigonometric elevation (3H) from a total station, or RTK field record elevation information (after manual normalization and correction). Typical measuring point characteristic feature descriptions begin with ZV (Z--plane-straight line, V--longitudinal profile-straight line), Z-sqx (plane-straight line Z, longitudinal profile-vertical curve sqx), QV (Q--plane-curve, V--longitudinal profile-straight line), or Q-sqx (Q--plane-straight line, sqx-longitudinal profile-vertical curve), followed by the pile attribute, such as bridge QL, tunnel SD, turnout area DCQ, etc., used for point selection and collaborative checking reference during plane straight line reconstruction, plane curve correction reconstruction, and longitudinal profile reconstruction. The location attribute is approximate and does not need to be precisely specified. The planar attribute can be recorded during field surveying (mileage measurement) based on the location attributes of the center stake measuring points recorded on the actual curve markers; alternatively, it can be determined during data preparation in the office based on the planar curve mileage and vertical curve distribution in the engineering ledger, or by plotting points in CAD according to coordinates (X, Y) and (L, H) to clarify whether the measuring point roughly belongs to a straight line or a curve. The vertical curve can be determined based on the mileage in the ledger. If there is no ledger, it is treated as a general measuring point and selected according to the lifting and lowering volume during reconstruction.

[0077] Existing railways generally do not have chain breaks. However, considering long lines where measurements are conducted by teams and groups, chain breaks may occur. In such cases, two measurement points should be set up at the location of the chain break: one before the break and one after. The two points have different mileages but the same coordinates and elevation. The characteristic features of both measurement points are identified by DL.

[0078] 2) Clearance control points

[0079] Clearance control point data is divided into two types: planar building clearance control points and longitudinal profile clearance height control points. Both begin with the letter K. Planar building clearance control points begin with K, while clearance height control points begin with KZDM. For example:

[0080] KQL-Z / KQL-Y—Measurement location and construction limit values, track shifting volume, track lifting and lowering volume allowable values, and ballast thickness are collected from bridge professionals on the outer edge of the bridge beam or the inner side of the pedestrian guardrail; these are plane control points.

[0081] KSD-Z / KSD-Y—Tunnel wall measuring points; measurement locations and construction clearance values, track shifting and lifting allowable values, and ballast thickness are collected from tunnel professionals; these are horizontal control points.

[0082] like:

[0083] KZDMTQ – Indicates the bottom elevation of the overpass; KZDMSD – Indicates the top elevation of the tunnel centerline; KZDMZT – For station platform edges, 3D information needs to be measured. Measurement points at station platform edges are obtained from station management personnel, collecting data on the distance from the track centerline (building clearance) and the allowable height from the rail top to the platform top; KZDMGD1 – For mainline tracks where stations are not adjacent to platforms, the spacing between adjacent track measurement points is used as the building clearance value. This is the clearance height control point.

[0084] 3) Planar data file format, such as Figure 2 As shown;

[0085] 4) Standard measurement point field level sheet (rail surface elevation) data file format, such as... Figure 3 As shown; three-dimensional information is obtained using a non-contact measurement method. The elevation should be the low-orbit elevation. The elevation in this file can be 0, but ballast thickness information should be provided to form this file. The format is as follows. Figure 4 As shown;

[0086] Ballast thickness information is not measured at every point; it can be obtained manually by interpolation in an Excel spreadsheet. During the data compilation process, the measured mileage is the only way to link the planar and elevation files. The coordinates and elevations of the same mileage should correspond to the ground points. The measuring points are sorted by mileage in Excel to avoid misalignment of coordinates and elevations or incorrect mileage order.

[0087] Step 3: Reconstruct the horizontal straight section, while also considering longitudinal profile coordination, to establish the theoretical straight edge of the existing railway. During horizontal straight section reconstruction, lateral deviation, track smoothness, and construction clearances must meet requirements. A longitudinal profile coordination check is implemented based on the incomplete longitudinal profile, with local longitudinal profile slope checks conducted at the start and end points of the straight section to ensure that the horizontal and vertical coordination design thresholds at the endpoints meet requirements, thus establishing a theoretical straight edge of the existing railway with a reasonable exit position. Figure 5 As shown, it specifically includes:

[0088] 1) Select the start and end points of the input plane straight line segment based on the plane attribute characteristics (Z / Q) of the measuring point;

[0089] 2) Perform least-squares fitting reconstruction of the straight line segment in the plane, calculate the lateral deviation of the measuring point and the lateral distance of the building clearance, examine the maximum relative difference in track clearance, and ensure that there are no gross errors in the observation data of the straight line segment;

[0090] 3) Calculate the maximum lateral deviation, evaluate whether it meets the requirements, and determine whether the building clearance points meet the requirements;

[0091] 4) If it does not meet the requirements, change the endpoint of the line, shorten the range of the line, and turn the long line into a broken line. Repeat steps 2) and 3) in turn.

[0092] 5) Optimize the least squares fitting reconstruction results, use the translation of straight lines to control the lateral deviation of the starting point, and ensure smooth connection with the existing centerline; rotate the second straight line side to ensure that the reconstruction deflection angle is consistent with the deflection angle of the engineering ledger; until a theoretical straight line side that meets the requirements is selected.

[0093] 6) Immediately implement longitudinal profile coordination checks based on the incomplete longitudinal profile state to ensure that the start and end points of the straight line do not fall within the vertical curve range and turnout area; otherwise, adjust the position of the end point of the straight line until it meets the requirements.

[0094] 7) Set up a plane straight line reconstruction and connection processing method, split the data according to the polyline and curve, and take the start and end points of the theoretical straight line selected for reconstruction as measurement points, and use the theoretical straight line as the common overlapping edge to meet the needs of massive data processing of long railways and the inability to complete the plane straight line reconstruction calculation in one go.

[0095] The longitudinal profile coordination check for the plane straight line reconstruction in section 6) is carried out at the starting and ending points of the straight line using the same slope check method. The longitudinal profile reconstruction and same slope check are carried out 100m before and after (a total of 200m, with more than 4 points) to check whether the measuring points near the starting (ending) point of the straight line are on the same slope. This is used as the basis for the selection of the theoretical straight line side, and should not fall within the range of slope change points to avoid inaccurate attributes or lack of records.

[0096] The standard for slope uniformity inspection is based on whether the measuring points within the inspection range can be fitted with the same slope. It considers the length of a slope segment in the longitudinal profile, with a minimum slope length of 200m as the baseline. The standard control is based on a design management approach with a 10cm lift and a 5cm drop. Figure 6 As shown;

[0097] Longitudinal profile reconstruction must be carried out after the position of the horizontal curve is determined. During the horizontal straight line reconstruction stage, the position of the horizontal curve is unclear, and the longitudinal profile is incomplete. When selecting horizontal straight line points, care should be taken not to select the start and end points of the line on vertical curves or turnout areas. It can be judged based on the characteristic attributes of the start and end points of the line. However, this method is only effective at the point location and is limited. In addition, the attributes may be inaccurate. The software processing interface does not display the measurement point information of the small mileage of the start point / large mileage of the end point of the line. This method cannot evaluate the slope consistency between these points and the start and end points. Since the longitudinal profile is incomplete, the method of the same slope of the start and end points is adopted to carry out longitudinal profile collaborative inspection. That is, within a range of 100m before and after the start and end points, a local longitudinal profile reconstruction is carried out to check whether the measurement points near the start and end points are on the same slope. This serves as the basis for reasonable selection of straight line points, ensuring that the end points of the line do not fall within the range of slope change points, and solving the problems of inaccurate characteristic attributes or unclear characteristic attributes due to lack of records.

[0098] Step Four: Reconstructing the horizontal curves while ensuring coordination with the longitudinal profile. Under the condition that the measurement point allocation, construction boundaries, and line horizontal thresholds meet the requirements, the existing railway curves are corrected and reconstructed. After simultaneously checking that the line's horizontal and vertical coordination design thresholds meet the requirements, the theoretical centerline of the existing line is obtained. The correspondence between the measurement points and the theoretical centerline is calculated, and the theoretical mileage of the corrected horizontal distance is obtained for use in horizontal and vertical profile design, providing necessary conditions for solving the mismatch between measured mileage and design mileage; for example... Figure 7 As shown, it specifically includes:

[0099] 1) Based on the results of plane straight line reconstruction, when the fitted theoretical straight line points are included in the single curve data of the diversion, they serve as the basis for the theoretical centerline, ensuring that the theoretical straight lines at both ends of the curve remain unchanged.

[0100] 2) Reconstruct and correct the curve, configure curve elements, prioritize the use of engineering ledger elements, calculate the track shifting amount at the measuring points and the normal offset of the building limit points; examine the maximum relative difference in track shifting amount between adjacent measuring points to ensure that the observation data are free of gross errors;

[0101] 3) Calculate the maximum clearance, evaluate whether it meets the requirements, and determine whether the normal offset of the building clearance meets the requirements;

[0102] 4) Check whether the line design thresholds meet the design specifications and whether the curve radius and transition curve values ​​conform to design conventions.

[0103] 5) Provided that the curve offset and building clearance meet the engineering design requirements, take into account various factors to determine the final curve elements until they meet the requirements, and complete the construction of the existing line mathematical theory centerline; determine the location of the transition curve;

[0104] 6) Immediately implement a horizontal and vertical coordination check based on local longitudinal profiles to ensure that the centerline in mathematical theory meets the horizontal and vertical coordination threshold requirements of each line design; otherwise, readjust the curve elements until they meet the requirements.

[0105] 7) Calculate the measurement point adjustment amount, the correspondence between the measurement point and the theoretical centerline, clarify the location characteristics of the measurement point, and use it as the basis for the naturalization of the field work level sheet;

[0106] 8) Set up a continuous processing method for plane curve reconstruction to meet the needs of processing massive amounts of data for long-distance railways and the inability to complete curve reconstruction calculations in one go.

[0107] For the horizontal and vertical coordination inspection in clause 6), due to the reconstruction of the horizontal curve, the vertical curve should not be located within the transition curve range. The existing line's horizontal transition curve range has no vertical curve, and the elevation of the measuring points is not affected by the longitudinal spacing; its elevation information can be used for slope consistency inspection. Therefore, the longitudinal section coordination method for horizontal curve reconstruction uses ZH~HY and YH~HZ as inspection points, and is conducted separately within the first and second transition curve ranges of the horizontal curve segment using the slope consistency inspection method. Considering that the shortest transition curve length is only 20m, the coordination inspection range for horizontal curve reconstruction is determined to ensure a sufficient number of slope consistency measuring points and sufficient slope length, such as... Figure 8 As shown;

[0108] exist Figure 8 There are two possible scenarios:

[0109] 1) If the length of the transition curve is less than 100m, extend the inspection to the outer circular curve range of HY and YH, ensuring that the total length is greater than 100m, and the length outside HY or YH is greater than 50m; the inspection range of the straight end outside ZH and HZ is 100m.

[0110] 2) If the length of the transition curve is greater than 100m, the inspection range shall be extended to the outer circular curve range of HY and YH, and shall be 50m outside HY or YH; the design specification requires that the vertical curve be set more than 20m away from the straight line at the ZH and HZ ends, and the inspection range shall be considered as 50m.

[0111] Because the measured mileage does not match the theoretical mileage of the design horizontal distance, the horizontal distance mileage cannot be determined before the horizontal curve correction and reconstruction, and the theoretical horizontal distance mileage and the measured mileage values ​​are inconsistent. On the other hand, vertical curves cannot be set within the transition curve; vertical curve reconstruction must be carried out after the horizontal curve correction and reconstruction is completed. Therefore, the longitudinal profile reconstruction can only be carried out after the horizontal curve correction and reconstruction is completed, the theoretical horizontal distance mileage corresponding to the measuring points is obtained, and the range of the transition curve is determined. It is not possible to achieve simultaneous and coordinated completion of horizontal and longitudinal profile reconstruction.

[0112] Step 5: Modify the field level sheet. Employ an integrated design data normalization method based on embedding separation boundary information and elevation information into the plane file to generate a single-source level data file for longitudinal profile reconstruction. This provides basic data for consistent matching of plane design mileage and longitudinal profile design mileage. The calculation process is as follows: Figure 9 As shown;

[0113] Non-contact odometers primarily record the distance traveled by the wheels. Conventional steel tape measurements measure the distance along the rail on the ground, both of which are slant distances. Slope calculations use horizontal distances, which are incompatible with the mileage system of field data. Accurate longitudinal profile design should use the theoretical mileage and elevation after planar reconstruction. The measured mileage at each point is an integer, while the corresponding theoretical mileage is not, which contradicts design conventions. Therefore, it is necessary to interpolate the integer theoretical mileage and elevation required for longitudinal profile design. Based on the reconstructed horizontal mileage, interpolate the mileage and elevation of newly added 50m straight lines and 20m curved lines, as well as the horizontal mileage of one-dimensional points. Replace the measured mileage and approximate planar position features in the field level sheet with the reconstructed theoretical mileage and positional characteristics to form the level sheet data for longitudinal profile reconstruction, resolving the mismatch between measured mileage and planar design mileage, and the mismatch between planar and longitudinal profile design mileage.

[0114] Step five mainly includes three processes: constructing an infinite bound overall file based on the elevation embedding plane single loop after removing the clearance limit; constructing an infinite bound overall file after interpolating integer stakes using a two-loop method; and embedding the clearance limit points into an integer horizontal distance theoretical mileage file, forming a normalized horizontal single overall data file, specifically including:

[0115] S5.1: Separate and remove boundary point information, and separate the horizontal single file into a track centerline elevation file and a clearance boundary point file; remove the planar building boundary point information from the plane reconstruction measurement point correspondence result file and separate it into a centerline coordinate file and a clearance boundary point file.

[0116] During the alignment and reconstruction process, the data information from the horizontal and vertical profile reconstructions overlapped. The data structure incorporated ballast thickness and integrated horizontal and vertical profile measurement point feature information, with horizontal and vertical data files input separately. The vertical profile reconstruction used integrated data based on the horizontal, vertical, and clearance limits. The integrated design data normalization process has the following main characteristics:

[0117] 1) It needs to take into account the characteristics of plane curves and turnout positions. The data file integrates plane and elevation information into a whole data file.

[0118] 2) The measurement point data includes three basic types of centerline data: 1D, 2D, and 3D, plus plane building limit points and height clearance limit points for controlling the rationality of the alignment, including tunnels, bridges, catenary, platforms, overpasses, etc., with a wide variety of types;

[0119] 3) The information collected at each measuring point is not exactly the same. Some measuring points may contain information on planar building clearance, height clearance, or both. The attributes of the measuring points are complex.

[0120] 4) The location of the measuring points varies, with some on the centerline, some on both sides of the centerline, and some at the top. In the overall data file, the same mileage involves multiple data rows.

[0121] 5) The information is diverse and varied. Some points are used directly, while others are interpolated with the theoretical mileage of horizontal distance. Some points are interpolated with both the theoretical mileage of horizontal distance and elevation, making it difficult to judge and process.

[0122] 6) Between plane measuring points 1# and 2#, the location and number of additional leveling stakes are not necessarily fixed. At the same mileage, there are multiple pieces of information such as the rail top, clearance height, platform edge coordinates on the side, and top elevation.

[0123] 7) The accuracy levels vary. The accuracy of centerline coordinates and center stake leveling is high, while the accuracy of planar building clearance and clearance height may not be high due to the different measurement methods used.

[0124] When integrating design data into a single system, combining planar reconstruction information, longitudinal profile field level sheets, and clearance limit point information, multiple lines of data may appear for the same mileage. If a fully integrated data file is consistently used during the integration process, the following issues arise during file merging and integration calculations:

[0125] 1) When assigning the rail top leveling elevation to the plane measuring points, there will be problems such as multiple cyclic judgments of the relationship between adjacent points and unclear judgments;

[0126] 2) Due to different acquisition methods, the accuracy of the clearance clearance elevation information may be low. Since its location is not on the track surface, it cannot be used as a benchmark for interpolating the theoretical mileage and elevation of the integer horizontal distance of the longitudinal section. Multiple condition judgments must also be added when the overall file is generated.

[0127] The above-mentioned methods, which involve merging and embedding planar files, result in numerous nested loops and conditional statements. The method of comparing mileage points to determine the same measurement point involves multiple loop levels. For long-distance railways with large amounts of data, an unreasonable algorithm for normalizing design data calculation can lead to slow calculation speeds, excessive time consumption, and even infinite loops, making programming exceptionally difficult. Therefore, this invention proposes a method that first separates clearance information to reduce the conditional statements in the normalization calculation process, and then embeds the clearance information at the end.

[0128] S5.2: Merge the planar and longitudinal profile data files, and use the centerline elevation embedded in the plane based on the elimination of limits to construct an infinitely bounded holistic data file, thus forming an infinitely bounded holistic data file.

[0129] The centerline elevation file and the centerline coordinate file corresponding to the measurement point mileage, separated from the fieldwork, are merged. Based on the measurement mileage sequence of the measurement points, an infinitely bounded holistic data file is constructed by embedding the centerline elevation into a single-loop plane based on the elimination of clearance limits. This method is proposed based on the mismatch between the accuracy of clearance data and centerline accuracy. The elimination of clearance limits involves forming separate files for the clearance height limit points of the plane and longitudinal profile files, which are not used in the integrated data normalization work. This can greatly reduce various judgment conditions in the normalization process and reduce the probability of program errors. Figure 10 As shown;

[0130] In conventional mode measurement, centerline coordinates and rail top elevation measurements are performed separately. The rail top leveling elevation in the horizontal single file replaces the elevation information in the plane correspondence file of the measuring points, and ballast thickness information is added. In non-contact mode, the elevation information is not changed, only the ballast thickness information is added.

[0131] S5.3: Theoretical mileage and location attributes of interpolated one-dimensional points: The centerline coordinates and rail top elevation measurements are carried out separately in conventional measurements. For one-dimensional measurement points that have rail top elevations in the horizontal sheet but no centerline coordinates in the plane file, the theoretical mileage of the horizontal distance obtained by plane reconstruction is used as the basis for interpolating the theoretical mileage of the horizontal distance of the point.

[0132] The horizontal alignment sheet, being a one-dimensional point, contains information on the rail top elevation and ballast thickness. It serves as the foundational data for generating the longitudinal profile and should be fully utilized, incorporated into the measurement point correspondence file as an elevation interpolation benchmark. The horizontal alignment sheet uses measured mileage as location information, taken along the ground rails, reflecting the ground slant distance. This does not match the theoretical mileage of the aligned horizontal distance. Conventional design using field horizontal alignment sheets for longitudinal profile design suffers from this mismatch between horizontal and longitudinal profile mileage. Horizontal alignment sheets containing center stakes (three-dimensional points) with planar coordinates can accurately obtain their theoretical mileage of the aligned horizontal distance through alignment calculations, based on the correspondence between the measured point and the theoretical centerline. For center stakes without planar coordinates (one-dimensional points), their theoretical mileage and location attributes can be interpolated using preceding and following two-dimensional points.

[0133] Since the one-dimensional point lacks measured coordinates, its information is not included in the corresponding result file of the alignment calculation and processing system. Therefore, it is impossible to obtain the accurate mileage and positional attributes of the theoretical centerline corresponding to the one-dimensional point's center stake. Considering that the railway line is relatively flat (maximum gradient of 13‰ for conventional railways) and the mileage error is not sensitive to the elevation (a 1m mileage error affects the elevation by 1.3cm), the mileage can be measured based on two adjacent three-dimensional points (ZK, X, Y, H) or two-dimensional points (ZK, X, Y, 3H) (1#, 2#). Correction theory milestone The relationship is that the approximate mileage of the theoretical centerline corresponding to the interpolated one-dimensional point is calculated using the following formula:

[0134]

[0135] In the formula: —Theoretical mileage of horizontal distance reconstructed by one-dimensional measuring point, and horizontal single-measurement mileage

[0136] —Measured mileage of the center stake of the interpolated benchmark point at the beginning, and theoretical mileage of the horizontal distance for alignment and reconstruction;

[0137] —Measured mileage of the center stake of the terminal interpolation benchmark point, and theoretical mileage of the horizontal distance for correction and reconstruction;

[0138] Based on the midline elements of the alignment and reconstruction theory, using The theoretical centerline coordinate program is invoked to calculate the theoretical coordinates of a one-dimensional point, obtain the positional attributes of the one-dimensional point, and form the information of the measuring point (K, 0, 0, H) + theory (ZK, X, Y, H) according to the format requirements of the data file corresponding to the mileage of the measuring point. In this way, the one-dimensional point becomes a three-dimensional point in the normalized design data, and its leveling elevation can be used as the benchmark point for interpolating integer mileage elevations. This achieves the goal of incorporating all horizontal single results into the existing line system and ensures the accuracy of the normalized design horizontal single in the longitudinal profile reconstruction application.

[0139] The position attribute of a one-dimensional point is determined by reconstructing the position attribute using the two interpolated reference points before and after. If both reconstructed position attributes are straight lines, the one-dimensional point is on a straight line; otherwise, the point is on a curve.

[0140] S5.4: Interpolated Integer Horizontal Distance Theoretical Mileage and Elevation: Based on the horizontal distance mileage reconstructed from the planar data, a two-loop method is used to construct the overall centerline file after infinitely interpolating the integer theoretical mileage. The theoretical mileage and elevation of the integer stakes reconstructed along the entire straight section (50m for straight sections and 20m for curves) required by the design professionals are interpolated, and the ballast thickness at the interpolated integer stake locations is also included. The distance between the interpolation point and the benchmark point is less than 1.5m. To comply with the data file format requirements, the measured mileage of the theoretical integer mileage stakes needs to be calculated backwards.

[0141] Conventionally, 50m and 100m stakes are inserted in straight sections, and 20m, 40m, 50m, 60m, 80m, and 100m stakes are inserted in curved sections. However, since the number of stakes inserted in curved sections is uncertain, the integer stakes of the corrected and reconstructed poor theoretical mileage calculated for each interval need to be sorted, which involves many loops and makes it difficult to make clear judgments.

[0142] The accuracy of the theoretical mileage and elevation of the interpolated integer mileage stakes depends on the location of the integer mileage stakes. When the two reference points A and B are interpolated on a straight slope (1#), the interpolation elevation can be accurately obtained; however, when interpolated at different ranges B and C on a vertical curve (2# / 3#), the interpolation elevation deviation is different.

[0143] like Figure 11 As shown, adjacent interpolation reference points (B, C) are not on the same slope, which will cause deviations during interpolation. To avoid inaccurate integer stake elevations caused by interpolation when stakes are missed in the vertical curve (due to large spacing between leveling stakes), it is necessary to control the distance from the integer stake mileage point to the nearest interpolation reference point. The vertical curve interpolation elevation is calculated using trigonometric functions, and the accurate formula is as follows:

[0144]

[0145] The interpolation elevation deviation is controlled by the existing railway's two elevation measurement errors of 2cm. Considering the maximum gradient difference of 25‰, the distance between the interpolation point and the benchmark point B or C should be controlled within 1.5m.

[0146] This invention proposes a two-loop method to construct the overall centerline file after infinitely bounded interpolation of integer stakers. The approach is clear, simple, and easy to implement, with few conditional loop statements and high reliability. Specifically: First, the 50m and 100m stakes for the entire line are interpolated and calculated together; second, the alignment is segmented. Straight sections do not require interpolation and are directly written into the integer result file. Curved sections can be directly interpolated using the 50m method with 20m stakes. The process is as follows: Figure 12 As shown.

[0147] S5.5: Merge the separate clearance clearance files in the horizontal single and measuring point correspondence, add ballast thickness information, and form a complete clearance clearance file in the measuring point correspondence file format.

[0148] The clearance limit points separated in the horizontal single and measuring point correspondence files are merged according to the measuring mileage order and the measuring point correspondence file format, based on the horizontal single measuring points. An information column with ballast thickness of 0 is added to the last column. When the measured mileage is equal and the field characteristics are consistent, the rail surface elevation information in the measuring point correspondence is replaced with the horizontal single elevation information. For one-dimensional limit points with equal measured mileage but no coordinates in the plane file, the coordinates are entered as 0.

[0149] S5.6: The clearance limit point is embedded in the integer horizontal distance theoretical mileage file to form an integrated data file that integrates horizontal and vertical profile information, namely: the normalized full information level single result file.

[0150] When merging the overall centerline file after integer interpolation within the infinite boundary with the overall clearance file, the clearance point file is embedded into the overall centerline file containing the integer horizontal distance theoretical mileage stakes, based on the reconstructed horizontal distance theoretical mileage.

[0151] S5.7: Replace the measured mileage and approximate planar location features in the field level sheet with the reconstructed horizontal distance theoretical mileage and location features to form a level sheet result file for use in the normalized longitudinal profile design, which is used for longitudinal profile reconstruction.

[0152] In the normalized full-information horizontal single output file, extract the reconstructed horizontal distance mileage, rail top elevation, reconstructed location information, feature information, and ballast thickness information for all points (measuring points + interpolated integer mileage stakes). Replace the approximate location features of the feature information with the reconstructed location information. Integrate the theoretical mileage of the center stake alignment, rail top elevation data, one-dimensional points, interpolated integer mileage stakes, clearance limit points, reconstructed location attributes, and ballast thickness data into a unified horizontal single file for longitudinal profile design, such as... Figure 13 As shown, this serves as the foundational data for longitudinal profile reconstruction and collaborative plane matching, providing essential conditions for achieving consistency between horizontal and longitudinal profile mileage.

[0153] Step Six: Longitudinal profile reconstruction, while also ensuring coordination with the reconstructed plane, employs seamless reconstruction of straight lines and vertical curves. A combination of mid-point slope variation optimization and manual optimization is used to adjust the slope and complete the longitudinal profile straight line optimization. An adjacent straight line segment intersection method independent of vertical curve measuring points is used, along with design conventions to determine slope change points. A method based on rigorous curve elements is employed to calculate the vertical curve elevation using the outward distance as the measuring point's longitudinal vector, ensuring the longitudinal vector is a unique single value. Vertical curve reconstruction and horizontal / vertical profile coordination checks are performed on the same interface, with real-time synchronization of matching rationality evaluation, completing the horizontal and vertical profile reconstruction work in one go. The setting and continuation processing of longitudinal profile straight line segment reconstruction meets the massive data processing needs of long-distance railways.

[0154] Longitudinal profile reconstruction is performed using the plane reconstruction curve pile data and the plane theoretical mileage level sheet normalized from the design data. The calculation process is as follows: Figure 14 As shown, the details are as follows:

[0155] S6.1: Input the slope segment number, and reconstruct the attribute characteristics of the horizontal section and the start and end point numbers of the longitudinal section straight line segment based on the integrated design data after normalization.

[0156] After the integrated design data is normalized, the planar position attributes of the measuring points have been determined. When selecting measuring points, the starting and ending points of the longitudinal profile straight section can be selected based on the attribute characteristics of the horizontal sheet and the threshold requirements for horizontal and vertical coordination matching, with the principle that the endpoints are not in transition curves or turnout areas.

[0157] S6.2: Reconstruction of the straight section of the longitudinal profile, using the least squares formula to reconstruct the slope and straight line equation coefficients, and calculate the lift-down volume;

[0158] Based on the selected longest straight line start and end point, the coordinates (x, y) are replaced by the reconstructed horizontal distance theoretical mileage L and elevation H. The least squares formula is used to calculate the reconstructed slope, straight line equation coefficients, and track lifting amount of measuring points.

[0159] S6.3: Statistically check whether the elevation difference and clearance control points of the straight section meet the requirements. If they do not meet the requirements, change the endpoint, reselect the straight line, shorten the straight line length, and divide it into broken slope sections according to the adjacent slope difference being less than 1‰. Repeat S6.1 to S6.3 until the requirements are met.

[0160] S6.4: Optimization of longitudinal profile straight line: Adjust and optimize according to the slope in the engineering log. The slope adjustment can be carried out by a combination of the slope change method at the middle point of the longitudinal profile and manual optimization. If the lifting volume of the straight section and the clearance control point meet the requirements, the slope in the engineering log shall be adopted.

[0161] The straight-line intersection method for reconstruction cannot implement slope adjustment. This invention uses slope adjustment optimization instead, which provides the conditions for ensuring that the reconstructed slope is consistent with the slope in the engineering ledger. The relationship between the reconstruction process and the slope optimization method is as follows: Figure 15 As shown;

[0162] The longitudinal profile reconstruction midpoint slope variation method optimization uses a virtual free reconstruction point in the middle of the straight section to change the slope A as the optimization line, achieving minimal elevation changes in the reconstruction section under construction. This satisfies the requirements of control point clearance height adjustment and maintains consistency with the slope in the engineering ledger. Figure 16 As shown;

[0163] The optimized linear equation, expressed in slope-intercept form, is as follows:

[0164] H i =A×L i +B…(1)

[0165] The coordinates of the midpoint are calculated using the free reconstruction coefficient:

[0166] H 中 =a×L 中 +b…(2)

[0167] The coordinates of the middle point are calculated using the optimized coefficients:

[0168] H 中 =A×L 中 +B…(3)

[0169] Substituting B into equation (1) based on equations (2) and (3) yields the optimized straight line equation as follows:

[0170]

[0171] The table below compares and verifies the effectiveness of the midpoint slope variation method in optimizing different slope adjustment methods:

[0172] Table 1. Slope Optimization Using Slope Variation Method at Midpoint of Longitudinal Section

[0173]

[0174] As can be seen from Table 1, the relative changes in the lifting and lowering of the track at the beginning and end points are consistent, both being 0.616m. The slope variation method at the middle point reduces the absolute lifting and lowering volume from 26.2m to 0.308m. The lifting and lowering volume values ​​at the beginning and end points are consistent, but the directions are opposite, which fully reflects the changes in the lifting and lowering volume of the reconstruction section. The method is clearly reasonable.

[0175] The manual optimization method is a process in which designers, based on special circumstances, determine the slope and spatial location (straight line equation) of the constructed straight line and find the slope change point by intersecting with the previous straight line. The calculation can be performed by selecting measured data from measuring points or by inputting the mileage and elevation information that the designer expects for the slope.

[0176] The method of modifying the straight line equation by changing the slope at the middle point is simple and requires little manual input. It can be changed to the one-point-one-slope method with free selection of positioning base points as one of the methods for manually setting the slope. Another method for manually optimizing the slope is the fixed two-point method.

[0177] The starting point of both manual optimization methods can be used as a slope change point, but it should be on the previous straight slope line. The elevation of this point can be calculated using the software's built-in tools and then manually entered.

[0178] ① Point-to-slope optimization method

[0179] Given the coordinates (mileage, elevation) of a point at a minor mileage end of a straight section of the longitudinal profile and the positive slope (A), the formula for solving the intercept of the longitudinal profile equation using the point / slope equation is as follows:

[0180] B = H0 - A × L0

[0181] In the formula: L0, H0 --- the mileage and elevation of the positioning point at the starting end of the straight line. The positioning point can be used as a slope change point, but it should be on the previous straight slope line.

[0182] ② Fixed Two-Point Method

[0183] We need to provide two points (mileage, elevation) on the straight line of the longitudinal profile. The equation of the straight line passing through these two points is as follows:

[0184]

[0185] The simplified form is:

[0186] The coefficients of the straight line equation in the fixed 2-point method are:

[0187]

[0188] S6.5: Determining the slope change point and checking the slope length: The slope change point is determined by the intersection method of adjacent straight line segments, which is independent of the vertical curve measuring points. The mileage of the slope change point is determined according to the design professional convention, with the principle of ensuring that the straight line of the previous reconstruction remains unchanged. The difference between the mileages of the previous and subsequent slope change points is used to check the slope length.

[0189] Due to the influence of the accuracy of the measuring points, it is difficult to obtain the true value of the vertical curve radius. Relying on the radius to adjust the lifting and lowering amount has no obvious effect; timely inspection is required, and if necessary, the second straight line side should be reselected.

[0190] Vertical curves are generally short and may lack measuring points for evaluating the rationality of elevation changes, requiring timely field measurements to supplement measuring points for inspection. This invention uses the method of intersecting adjacent straight line segments that does not rely on vertical curve measuring points to determine slope change points. It uses straight lines at both ends to fit the slope and uses the intersection of straight lines to determine the mileage and elevation of the slope change point.

[0191] After reconstructing and fitting the linear equation coefficients of the two slope segments before and after the vertical curve based on the straight line points of each slope segment, the mileage and elevation of the intersection point of the slope change are calculated using the intersection method of two adjacent straight lines according to the following formula:

[0192] Intersection of slope (L) J H J The following two linear equations should be satisfied:

[0193]

[0194] Solving the above system of equations yields the following results for the intersection point of the slope change:

[0195]

[0196] The mileage of the gradient change point calculated based on the intersection of two straight lines is a fractional value, which does not conform to design practice. The mileage of the gradient change point needs to be an integer. Therefore, the fixed 2-point method is used to further optimize straight line 2 to obtain the integer mileage of the gradient change point, which involves the following two steps:

[0197] ① Data of point #1 on line 2

[0198] The mileage of the intersection point of adjacent straight lines is rounded down to the nearest integer and used as the data for point 1 of line 2. Changes in the mileage of the intersection point will cause changes in elevation. To keep the reconstruction results of line 1 unchanged, the position and elevation should slide along the A1 slope line. Figure 17 Calculate the elevation of the slope change point after rounding using the following formula:

[0199]

[0200] Where: JDLC is the mileage of the slope change point calculated by the intersection of straight lines, and is the breakdown number;

[0201] JDH – Elevation of the slope change point calculated by the intersection of straight lines;

[0202] A1 – The reconstructed slope of line 1;

[0203] JDLC QZ —The mileage of the slope change point calculated by the intersection of straight lines is rounded down to the nearest 10m.

[0204] JDH QZ —The elevation corresponding to the slope change point after rounding.

[0205] ② Data of point #2 on line 2

[0206] To ensure that line 2 maintains the same slope as the reconstructed slope to the greatest extent possible, such as Figure 17 The data for point #2 does not use the measured elevation of the endpoint of line 2, but rather the theoretical elevation of the reconstructed endpoint of line 2. If there is an intersection point and the intersection point is within the range of two slope segments, the obtained intersection point is used as the initial slope change point. Based on the mileage difference and slope difference with the previous slope change point, the slope length is obtained, and the slope segment length is verified to meet the requirements.

[0207] S6.6: Coordination Check of Vertical Curve Reconstruction and Planar Reconstruction Results: Real-time coordination check of vertical curve reconstruction and planar reconstruction results; seamless reconstruction of straight sections and vertical curves; vertical curve reconstruction and horizontal / vertical alignment coordination checks on the same interface; real-time synchronous evaluation of the matching rationality of the horizontal / vertical alignment coordination checks. This invention abandons the vertical curve fitting method and adopts an existing railway vertical curve reconstruction method under the condition that the accurate vertical curve radius cannot be obtained. Based on the characteristic that the radius change is not sensitive to the impact of elevation, a method for manually optimizing the configuration radius of vertical curves that does not depend on the number of vertical curve measuring points is proposed, completing the horizontal and vertical alignment reconstruction of existing lines in one go. The main reconstruction calculation process is as follows:

[0208] 1) Manual optimization configuration of vertical curve radius method: The initial value of the vertical curve is input according to the speed target value, the engineering log or the manual step-by-step approach method to determine the start and end points of the vertical curve.

[0209] The research and analysis of this invention show that the true value of the curve radius of a vertical curve cannot be obtained; even with coordinate accuracy below millimeter level, only an approximate value of the curve radius can be obtained. Furthermore, the existing railway lines have short vertical curve sections (the shortest being only 20m), resulting in a small number of measuring points. Oversights and omissions can lead to a lack of measuring points or an insufficient number of points on the vertical curve, making it impossible to determine the curve radius using the fitting method. Even with increased measuring points, the accuracy of the fitting method is affected by the short distances between points. Therefore, the vertical curve reconstruction abandons the fitting method and adopts a method of manually optimizing the configuration of the vertical curve radius.

[0210] 2) Calculation of the lifting and lowering of the measuring point: Abandoning the approximate formula for the vertical curve, this invention derives a rigorous formula to calculate the longitudinal inverse of the vertical curve and the theoretical elevation of the measuring point on the vertical curve, and obtains the lifting and lowering amount by comparing the measured elevation of the measuring point.

[0211] The elevation of the measuring point is calculated based on the theoretical elevation of the vertical curve point. The theoretical elevation of the vertical curve is derived from the longitudinal vector of the vertical curve. However, the vertical curve elements and longitudinal vectors used in railway surveying and design are approximate formulas. At intersection points, the longitudinal vector of the vertical curve exhibits multiple values, making it difficult to adapt to computer programming calculations. When using approximate formulas, the designed vertical curve elevation data is inaccurate. Since the vertical curve is not a strictly mathematical curve, the accuracy of the elevation value has a particularly sensitive impact on the back-calculated vertical curve radius, making it impossible to obtain the true value of the vertical curve radius. This invention provides a rigorous formula for the vertical curve elements and longitudinal vector, and uses the outward distance of the measuring point method based on rigorous curve elements as the longitudinal vector of the measuring point to calculate the vertical curve elevation, ensuring that the longitudinal vector of the vertical curve is a unique single value.

[0212] 3) Statistically check whether the vertical curve section lift-off volume and clearance control points meet the requirements. If they do not meet the requirements, change and adjust the vertical curve radius according to the line design specifications and design practices, and repeat steps 2) and 3) until they meet the requirements; if they still do not meet the requirements, reselect a straight line, shorten the straight line length, and repeat steps S6.1 to S6.6 until they meet the requirements.

[0213] 4) Check if the length of the vertical curve and the straight line meet the requirements and whether they overlap vertically. If they do not meet the requirements, reselect the straight line, shorten its length, and repeat steps S6.1 to S6.6 until the requirements are met.

[0214] 5) Simultaneously conduct horizontal and vertical coordination inspections, using the same interface operation, and based on the five major piles and measuring point characteristic information of the horizontal reconstruction curve, check whether the vertical curves ZY~YZ overlap with the horizontal transition curve and whether they are in the turnout area.

[0215] 6) Save the vertical curve reconstruction results and generate result files according to the information required by the design discipline.

[0216] This invention investigated and analyzed the reasons why the true value of the vertical curve radius could not be obtained in section 1), concluding that: the vertical curve is set when the difference in slope between the fitted straight lines at both ends exceeds the specified value; the vertical curve is generally set as a circular curve, and the radius of the vertical curve is usually calculated using a fitting method. The inventors found that calculating the vertical curve radius from the coordinates of the measuring points (fitting method) could not yield an accurate value. During the research, a circular curve with an R=25000m was drawn using CAD to extract the coordinates of the measuring points, and the radius of the circular curve was calculated using the three-point method. The relationship between the value of the vertical curve radius and the position of the measuring point coordinates was verified, as shown in Table 2.

[0217] Table 2. Analysis of the Relationship between the Number of Coordinate Positions in Short-Distance Coordinates and the Accuracy of Vertical Curve Radius

[0218]

[0219] As can be seen from Table 2:

[0220] (1) When the coordinates of the measuring point are taken to 4 digits, R = 20426.4115; when taken to 8 digits, R = 24999.88009. The calculated curve radius differs greatly, indicating that the curve radius is extremely sensitive to coordinate accuracy. Since the coordinates are already taken to 8 digits, only an approximate radius R can be obtained, and the true value of the curve radius cannot be obtained. The coordinates of the vertical curve are (mileage, elevation). Theoretically, it is impossible to obtain the true value of the vertical curve radius by calculating the vertical curve radius using the measured coordinate data of the measuring point through a fitting method.

[0221] (2) To obtain a vertical curve R that is closer to the true value, the coordinates must be at least 8 digits and the coordinate accuracy must be less than 1 mm to meet the process error requirements of machining. The existing line measurement technology at present cannot meet the process-level 8-digit accuracy requirement. The actual measured mileage of the centerline measuring point is at least at the mm level, and the elevation measurement error can reach about 2 cm. In practice, the vertical curve radius calculated by fitting the measured coordinate data of the measuring point cannot obtain the true value of the vertical curve radius. The curve radius calculated by the measuring point at close range is even more distorted. Only by using the measuring point at a distance to calculate the curve radius can a more reliable radius be obtained.

[0222] This invention studies and analyzes the rationality of the approximate formula for vertical curves in section 2). First, it derives a rigorous formula for the elements of the vertical curve. The turning angle of the vertical curve can be calculated from the difference in slope angle β between adjacent slope segments, such as... Figure 18 As shown:

[0223]

[0224]

[0225] The design of vertical curves for railway lines generally uses the "Line Horizontal and Longitudinal Profiles" section of the Railway Engineering Design Technical Manual, which provides the following approximate formula for vertical curves:

[0226]

[0227] In the formula: x --- the horizontal distance of the vertical curve (mileage)

[0228] y—Calculate the vertical distance between points. Since the vertical curve radius is large, the approximate formula is based on the parabola equation.

[0229] h --- Design elevation of the calculation point ≠

[0230] The Taylor series expansion formula is:

[0231]

[0232] Comparing Equations 2.2-2 and 2.2-3, it can be seen that the latter has a bias of discarding higher-order terms. A consistency comparison analysis was conducted using longitudinal section design data from a specific engineering project and extreme case data. The results are shown in Table 3.

[0233] Table 3 Comparative Study of Vertical Curve Calculation Formulas

[0234]

[0235] As can be seen from Table 3:

[0236] (1) The approximate formula for calculating T based on the slope is missing the cubic term of the last digit, and the error of T is about 3mm; the approximate formula 2 omits the cubic / quintile term of the last digit, which increases with the slope difference and the radius of the vertical curve, and the limit value can reach 1.8m, so this formula is unreasonable. The approximate formula 1 is affected by the chord-arc difference, and the maximum value can reach 0.225m, so it is also not suitable. It is best to use the accurate formula.

[0237] (2) The difference between the precise value and the approximate value of the external distance E0 is within 2mm. For conventional railways, E0 can be approximated by a formula, but the formula for the design value E0 is unclear due to carry-over.

[0238] (3) The turning angle of all digits is the same as the tangent length value calculated after taking the digits. The turning angle calculation is independent of the number of digits taken.

[0239] (4) The difference between the T length calculated by the turning angle and the approximate formula 2 (including higher order) is about 3cm. The slope back-calculation turning angle method is feasible. Which one is accurate depends on the slope / radius. It is consistent for small slope and large slope, but for large slope + large radius, the higher order term has a serious impact, which can reach 1.8m. The approximate formula is unreasonable.

[0240] (5) The shear-curvature difference in the example is about 6 mm, which can be ignored for conventional railways. However, the shear-curvature difference is related to the gradient and can reach a maximum of 0.45 m, so it is unreasonable to use an approximate formula.

[0241] (6) The tangent length is used to locate the position of the vertical curve. The approximate formula (2.2-3) omits the third / fifth power terms and increases with the slope difference (turning angle) and the radius of the vertical curve. The limit value can reach 1.8m. This formula is unreasonable and a rigorous formula should be used for calculation.

[0242] (7) Currently, the longitudinal profile design drawings treat the spatial tangent of the vertical curve as the horizontal distance. The endpoint mileage is symmetrical, the design elevation is calculated as a fixed value based on the slope, the mileage length has projection variation and tangent difference, and the slope of the vertical curve is inconsistent with that of the straight section.

[0243] The approximate formula was mainly set up because it was convenient to calculate manually in the past when there were no computers. However, the accuracy of the calculation results could not be guaranteed, and the method was imperfect. Now, computer software is used to calculate automatically, and a rigorous formula is used to ensure the uniqueness of the data.

[0244] The vertical curve in item (2) of the present invention is not a strict mathematical curve, and the radius value of the vertical curve cannot be accurately obtained for research and analysis. According to the calculation formula of E0 at the intersection point of the vertical curve (the slope change point, located at the midpoint of the curve), it is known that the vertical offset is the distance from the intersection point along the normal direction to the curve. It is deduced that the vertical offset Ei of the measurement point should also be in the normal direction of the measurement point, which is inconsistent with the vertical offset direction of the approximate formula. As Figure 19 shown:

[0245] From Figure 18 it can be seen that:

[0246] 1) The definition of the vertical curve elevation is obtained from the elevation relationship HQZ at the midpoint of the curve: H = HJD + E0 - (there is no perpendicular relationship between the vertical elevation relationship and the tangent line). The calculation reference direction is the normal length (offset) of the measurement point outside the vertical curve.

[0247] 2) According to the definition of the approximate formula 2.2 - 3, the vertical offset y of the measurement point on the vertical curve is the distance from the point A at the vertical tangent mileage position to the vertical curve == Ei true. Calculated according to Ei true = yi = x^2 / 2 / R and H = hi + yi, it is in the vertical direction of the tangent line, and there are three defects:

[0248] ① Ayi is perpendicular to the tangent line, but not parallel to the direction of E0, which is inconsistent with the principle of calculating the parallel vertical height difference with the elevation, and the calculation of yi for elevation is unreasonable.

[0249] ② According to Ei true = yi = x^2 / 2 / R, this is a parabola equation, while the vertical curve is a circular curve, which is an approximate formula.

[0250] ③ Positioned according to the y method, at the intersection point HJD, there are two perpendicular feet, and there are also two intersection points with the vertical curve. The vertical offset y value has no uniqueness, yE0 - 1 ≠ E0, and the X values at both ends are different, yE0 - 1 ≠ yE0 - 2. It is impossible to determine which one to choose, and it cannot be judged by computer software. Therefore, the calculation reference direction of the approximate formula is unreasonable.

[0251] 3) For the vertical curve measurement point B determined by the normal direction passing through point A, according to the concept that the vertical offset is perpendicular to the tangent line, when projected onto the tangent line, it does not coincide with the tangent line position A of the measurement point mileage, and there is no one-to-one correspondence relationship. Ei true ≠ Ei vertical. Therefore, the normal length of the measurement point A should be used as the vertical offset (Ei used).

[0252] 4) The horizontal projection flat distance of the vertical curve tangent on the plane straight line segment coincides with the straight line, while the horizontal projection of the vertical curve tangent in the space where the plane is a curve segment becomes the chord line of the plane curve. The mileage length projection distances of the plane straight line segment and the curve segment are not equal. The approximate vertical offset is calculated according to the parabola type

[0253] In summary, the spatial vertical curve formed by mileage and longitudinal distance yi is not a rigorous mathematical curve. It is impossible to find a longitudinal reference direction parallel to E0. The approximate longitudinal distance within the curve is not unique. The longitudinal distance E0 at the intersection point is consistent with the approximate longitudinal distance of the current point in both direction and value. Furthermore, the relative elevation relationships of the longitudinal distances of adjacent points do not match. This invention proposes a method for calculating the elevation of the vertical curve using the outward longitudinal distance of the measuring point based on rigorous curve elements as the longitudinal distance of the measuring point.

[0254] This invention (2) employs a method for calculating the elevation of a vertical curve using the outward distance of the measuring point as the longitudinal vector of the measuring point based on rigorous curve elements. The formulas for the rigorous algorithm of the vertical curve elements and longitudinal vector are shown in Equation 2.2-2. The vertical curve range is a spatial curve and needs to be projected according to the slope to become a horizontal distance mileage. The elevation of the vertical curve is then calculated based on the tangent horizontal distance for spatial curve positioning. On a straight section of the plane, the horizontal distance of the vertical curve tangent projection coincides with the straight line. However, on a curved section of the plane, the tangent projection of the vertical curve becomes the chord of the plane curve. The slope is determined by the ratio of mileage length to elevation difference, which is not a strict definition of slope. When the slope reaches the maximum allowable slope value, slope reduction is required for circular curve sections. The range of the vertical curve in the longitudinal profile is determined by the mileage of the large stakes (ZY, YZ) of the vertical curve, which can be calculated using the mileage of the slope change point (intersection point) according to the following formula:

[0255] L ZY =L BP -Tcos|arctani1|

[0256] L YZ =L BP +Tcos|arctani2|

[0257] Based on the elevation relationship of the slope points (intersection and QZ in the curve), the longitudinal distance of the measuring point B on the vertical curve should be the length from point B along the normal direction to the tangent (Ei). Considering the characteristic that the vertical curve is a circular curve, this invention proposes to use the external vector method of the measuring point circular curve method for calculation, that is, to draw the tangent to the vertical curve through the tangent measuring point A to form the measuring point circular curve, see... Figure 19 The thick lines in the text:

[0258] from Figure 20 As can be seen, the longitudinal distance Ei of the measuring point can be calculated using a spatial circular curve from the starting point of the vertical curve to the tangent point at point A. The key is to convert the horizontal length mileage into the spatial tangent length and then calculate the central angle of the circular curve at point A. The rigorous formula for calculating the longitudinal distance using the external vector method of the measuring point circular curve method is as follows:

[0259]

[0260] S6.7: Process the next longitudinal profile straight segment. Skip the vertical curve range, find the start and end points of a longitudinal profile straight segment through the characteristics of the measuring points, and repeat S6.1 to S6.7.

[0261] S6.8: Continuation processing of longitudinal profile straight segment reconstruction. Relevant variable information during the processing is stored as process variables in a file. Continuation processing is achieved by reading the file and assigning values ​​to variables. This meets the needs of processing massive amounts of data for long and long railways, where longitudinal profile reconstruction calculations cannot be completed in one go. The content and format of the continuation file are as follows: Figure 21 :

[0262] Step 7: Reconstruct the mathematical theory centerline and longitudinal profile of the existing railway, and output the design interface data and the engineering interface data.

[0263] The system generates interface data for design and track maintenance, meeting the needs of integrated design and automated track maintenance for existing railway lines. It generates plan and longitudinal profile interface data files according to the design software format, enabling direct drawing generation using the software. This transforms the cumbersome existing railway line survey and design process into a method similar to that of new railway line design, where the design profession uses the theoretical centerline and longitudinal profile of the existing line as a basis for automated plan and longitudinal profile design.

[0264] 1) The results of the plane reconstruction line control stakes are used to generate CAD line interface data files according to the design software format requirements. These files contain information such as JD coordinates and alignment elements, which can be called by design software to automatically upload the data and generate theoretical centerline lines for the existing line plane design work.

[0265] 2) The integrated design normalization level single result generates an existing track surface elevation file according to the design software format, which includes the corrected mileage and track surface elevation information; the longitudinal profile reconstruction slope element result file forms a longitudinal profile interface file according to the design software format requirements, which includes the mileage of the slope change point, design elevation, reconstruction slope, and slope length information. These two interface files are used by the design professional software to carry out subsequent longitudinal profile design work and realize the integration of measurement and design.

[0266] 3) Utilize the results files of the horizontal alignment reconstruction elements and the results files of the longitudinal profile reconstruction slope elements, combined with the superelevation data of the line, to generate *geo and *ver data for the mainframe interface according to the mainframe format requirements, for the mainframe to call, so as to achieve the goal of automating track maintenance.

[0267] The content of this invention is not limited to the embodiments listed. Any equivalent modifications made by those skilled in the art to the technical solutions of this invention by reading this specification are covered by the claims of this invention.

Claims

1. A method for reconfiguring horizontal and vertical alignment of existing single-track railways, characterized by: Includes the following steps: Step 1: Field collection of measurement point information, obtaining data on the track center point, structure clearance control points, and clearance height control points of existing railways based on mileage measurement; Step 2: Edit the feature attributes of the measurement points to form a standardized data file, which includes a planar data file and a horizontal single data file; Step 3: Reconstruct the horizontal straight line. The lateral deviation, line smoothness, and construction clearance should meet the requirements. At the same time, take into account the coordination with the longitudinal profile, conduct local slope checks, and ensure that the horizontal and vertical coordination thresholds meet the requirements. The existing railway theoretical straight line side with reasonable line position should be constructed. Step 4: Reconstruct the horizontal curve. The measurement point shunting, building boundary points, and line horizontal design thresholds should meet the requirements. At the same time, take into account the coordination with the longitudinal profile. Check the slope consistency within the transition curve range to ensure that the horizontal and vertical coordination design thresholds meet the requirements. Complete the existing line curve correction and reconstruction work, obtain the theoretical centerline of the existing line with horizontal and vertical coordination, calculate the correspondence between the measurement points and the theoretical centerline, and obtain the theoretical mileage of the correction horizontal distance for horizontal design and longitudinal profile reconstruction. Step 5: Integrated design data normalization. An integrated design data normalization method based on the embedding of separation boundary information and elevation information into the plane file is adopted to modify the field level sheet, form a level sheet file based on the horizontal distance theory mileage system and applied to the longitudinal profile reconstruction, and provide basic data for consistent matching of plane design mileage and longitudinal profile design mileage. Step Six: Longitudinal profile reconstruction, while also ensuring coordination with the reconstructed plane, adopts seamless reconstruction of straight lines and vertical curves. The slope is adjusted by a combination of the midpoint slope change method and manual optimization to complete the longitudinal profile straight line optimization; the intersection method of adjacent straight line segments that does not rely on vertical curve measuring points is used to determine the slope change points; the method of measuring point method based on rigorous curve elements is used to calculate the vertical curve elevation by using the outward distance as the measuring point longitudinal vector, ensuring that the vertical curve longitudinal vector is a unique single value; Vertical curve reconstruction and horizontal and vertical coordination inspection are on the same interface, and the matching rationality evaluation is synchronized in real time, completing the horizontal and vertical section reconstruction of existing railways in one go; the reconstruction of straight sections of the longitudinal section is set up with continuous processing to meet the needs of massive data processing of long railways. Step 7: Reconstruct the mathematical theory centerline and longitudinal profile of the existing railway, and output the design interface data and the engineering interface data.

2. The method for reconfiguring horizontal and vertical alignment of existing single-track railways according to claim 1, characterized in that: In step two, the ballast thickness and integrated measurement point feature information based on horizontal and vertical alignment are incorporated and dynamically updated to accurate location information in real time during the reconstruction process. The planar and elevation data files are input separately to accommodate conventional and non-contact measurement modes. The planar data file format is as follows: sequence number, measured mileage, measured X, measured Y, rail top elevation H, and measurement point feature information description. The horizontal single data file format is as follows: sequence number, measured mileage, rail top leveling elevation H, measurement point feature information description, and ballast thickness.

3. The method for reconfiguring horizontal and vertical alignment of existing single-track railways according to claim 1, characterized in that: Step three specifically includes: S3.1: Call the planar data file, reconstruct the straight line using the least squares fitting method according to the allowable lateral deviation limit required by the design discipline, and check whether the planar building clearance meets the requirements based on the lateral deviation limit of the measuring points, the track smoothness requirements, and the consistency with the deflection angle information in the engineering log. Then, optimize the reconstructed straight line and select the theoretical straight line edge with the required lateral deviation, building clearance, and track smoothness. If the requirements are not met, the straight line edge is automatically split into a polyline. S3.2: Conduct longitudinal profile coordination checks based on the incomplete longitudinal profile state. Perform slope consistency checks based on local longitudinal profiles at the start and end points of the straight line to ensure that the start and end points of the straight line meet the horizontal and vertical coordination design threshold requirements. Otherwise, adjust the position of the end point of the straight line until it meets the requirements. S3.3: Set up a planar straight line reconstruction and continuation processing method to split data by polyline and curve to meet the needs of processing massive amounts of data for long railways and the inability to complete straight line reconstruction calculations in one go.

4. The method for reconfiguring horizontal and vertical alignment of existing single-track railways according to claim 1, characterized in that: Step four specifically includes: S4.1: Planar Curve Reconstruction: A collaborative system for curve correction and reconstruction is formed by correcting straight lines, polylines, and curves. Using the results of straight line reconstruction, the theoretical straight lines at both ends remain unchanged, ensuring the uniqueness of the deflection angle and the matching of straight lines and curves. The requirements of track clearance and building limits are met, and the requirements of the line professional design threshold are also taken into account. S4.2: While reconstructing the horizontal curve, implement a horizontal coordination check based on local longitudinal profiles. Near the starting and ending transition curves, conduct a slope check based on local longitudinal profiles to ensure that the theoretical alignment meets the horizontal and vertical coordination design threshold requirements. Otherwise, readjust the curve elements or reselect the straight edge until the requirements are met. Form a horizontal and vertical coordination mathematical theoretical centerline of the existing railway, calculate the results of the mathematical theoretical centerline control stakes and the corresponding results of the measuring point mileage, solve the problem of connecting the measured mileage with the theoretical mileage, and realize the one-to-one correspondence between the theoretical mileage and coordinates of the existing railway centerline. S4.3: Set up a curve reconstruction and continuation processing method to meet the needs of processing massive amounts of data for long-distance railways, where curve reconstruction calculations cannot be completed in one go.

5. The method for reconfiguring horizontal and vertical alignment of existing single-track railways according to claim 1, characterized in that: Step five comprises three processes: constructing an infinite bound overall file based on elevation embedding plane single-loop after removing clearance limits; constructing an infinite bound overall file after interpolation of integer stakes using a two-loop method; and embedding the clearance limit points into an integer horizontal distance theoretical mileage file. This results in a normalized horizontal single overall data file, specifically including: S5.1: Separate and remove boundary point information, and separate the horizontal single file into a track centerline elevation file and a clearance boundary point file; remove the planar building boundary point information from the plane reconstruction measurement point correspondence result file and separate it into a centerline coordinate file and a clearance boundary point file; S5.2: Merge the planar and longitudinal profile data files, and use the centerline elevation based on the elimination of limits to embed the planar single loop to construct an infinitely bounded holistic data file, thus forming an infinitely bounded holistic data file; S5.3: Theoretical mileage of horizontal distance for interpolated one-dimensional points: The centerline coordinate and rail top elevation measurements are carried out separately in conventional measurements. For one-dimensional measurement points that have rail top elevation in the horizontal sheet but no centerline coordinates in the plane file, the theoretical mileage of horizontal distance for the one-dimensional point is interpolated based on the theoretical mileage of the previous and next measurement points obtained by plane reconstruction. S5.4: Interpolated Integer Horizontal Distance Theoretical Mileage and Elevation: Based on the horizontal distance theoretical mileage reconstructed from the plane, the centerline overall file after infinite interpolation of the integer theoretical mileage is constructed using a two-loop method. The theoretical horizontal distance theoretical mileage and elevation of the entire straight line (50m) and curve (20m) required by the design profession are interpolated, and the ballast thickness at the interpolated integer position is specified. The distance between the interpolation point and the benchmark point is less than 1.5m. S5.5: Merge the separate clearance clearance files in the horizontal unit and measuring point correspondence, add ballast thickness information, and form a complete clearance clearance file in the measuring point correspondence file format; S5.6: The clearance limit point is embedded in the integer horizontal distance theoretical mileage file to form an integrated data file that integrates horizontal and vertical profile information, namely: the normalized full information level single result file; S5.7: Replace the measured mileage and planar location features in the field level sheet with the reconstructed horizontal distance theoretical mileage and location features to form the level sheet result file used for the normalized longitudinal profile design, which is used for longitudinal profile reconstruction.

6. The method for reconfiguring horizontal and vertical alignment of existing single-track railways according to claim 1, characterized in that: Step six specifically includes: S6.1: Input the slope segment number. Based on the attribute characteristics of the horizontal section after the integrated design data is normalized and the horizontal and vertical coordination matching design threshold requirements, select the start and end point numbers of the vertical section straight line segment. S6.2: Longitudinal profile straight section reconstruction, using the least squares formula to reconstruct the existing railway gradient and straight line equation coefficients, and calculate the track lifting amount at the measuring point; S6.3: Statistically check whether the elevation difference of the straight section in the longitudinal profile and the clearance control points meet the requirements; if not, change the endpoint number, reselect the straight line, shorten the straight line length, and divide it into broken slope sections according to the adjacent gradient difference in the railway design specifications. Repeat S6.1 to S6.3 until the requirements are met. S6.4: Longitudinal profile straight line optimization, adjust according to the slope in the track maintenance log, and use a combination of mid-point slope change method optimization and manual optimization to adjust the slope and complete the straight line optimization; if the track lifting volume and clearance control points of the straight section meet the requirements, the slope in the track maintenance log shall be used; otherwise, the reconstructed slope shall be used. S6.5: Determining the slope change point and checking the slope length, the slope change point is determined by the intersection of adjacent longitudinal profile straight segments that do not depend on the vertical curve measuring point. The mileage of the slope change point is determined by rounding down to the nearest integer, with the principle of ensuring that the straight line of the previous reconstructed longitudinal profile remains unchanged. The difference between the mileages of the previous and subsequent slope change points is used to check the longitudinal profile slope length. S6.6: Coordination and inspection of vertical curve reconstruction and planar reconstruction results: The method of calculating the vertical curve elevation by using the outward distance of the measuring point method based on the rigorous curve elements as the longitudinal vector of the measuring point is adopted to ensure that the longitudinal vector of the vertical curve is a unique single value; the reconstruction of straight lines and vertical curves is seamless, the vertical curve reconstruction and the coordination and inspection of horizontal and vertical lines are on the same interface, and the evaluation conclusion of the coordination and matching inspection of horizontal and vertical lines is displayed in real time. S6.7: Process the straight slope segment of the next longitudinal section, skip the measuring points within the vertical curve range, find the start and end points of the straight slope segment of the next longitudinal section through the characteristics of the measuring points, and repeat S6.1 to S6.

7. S6.8: The continuation processing of longitudinal profile straight segment reconstruction stores the relevant variable information in the form of a text file. After reading the file and assigning values ​​to the variables, the continuation processing is achieved by clicking the next slope segment. This meets the needs of processing massive amounts of data for long railways, where longitudinal profile reconstruction calculations cannot be completed in one go.

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