Method for measuring and calculating three-dimensional coordinates of steel rail to-be-measured point based on three-dimensional coordinates of railway roadbed deformation monitoring point

Abstract

The invention discloses a method for measuring and calculating three-dimensional coordinates of steel rail to-be-measured points based on three-dimensional coordinates of railway roadbed deformation monitoring points. The method comprises the following steps: acquiring space coordinates of steel rail to-be-measured point pairs at a reference moment by using a total station; obtaining a first coefficient and a second coefficient based on the space coordinates of the roadbed monitoring point pair and the steel rail to-be-monitored point pair at the same moment; acquiring space coordinates of the roadbed monitoring point pairs by using a GNSS; based on a small deformation theory, a plane linear equation of roadbed monitoring point pairs and steel rail point pairs to be measured is constructed; based on the first coefficient and the second coefficient, the obtained space coordinates of the roadbed monitoring point pairs are utilized, and the space coordinates of the steel rail point pairs to be measured are obtained through solving by means of a plane linear equation; repeating the steps to obtain the space coordinates of the steel rail to-be-measured point pairs in each monitoring period. Therefore, by the adoption of the method, indirect measurement and monitoring of railway steel rail surface deformation are achieved, monitoring equipment is prevented from being installed and erected on the railway steel rail surface, and stable operation and safety of a railway system are guaranteed.

Description

Technical Field

[0001] The invention relates to the technical field of railway deformation monitoring, and in particular to a method for calculating the three-dimensional coordinates of a rail point to be measured based on the three-dimensional coordinates of a railway roadbed deformation monitoring point. Background Art

[0002] With the continuous development of the railway transportation industry, ensuring the safe operation of railway lines has become a top priority. Especially for existing railway dedicated lines located above the coal mine goaf, the railway subgrade settlement and deformation caused by underground coal mining operations makes it impossible to ensure the smoothness of the railway rails, thus posing certain risks to the safety of railway operations. Therefore, it is crucial to monitor the settlement and deformation of the railway subgrade in real time and pay attention to the geometric shape and position of the railway rails.

[0003] However, installing wireless monitoring equipment on the rail surface to measure the geometric shape and position changes of the rails often interferes with the normal operation of the train, and even interrupts the railway operation; and in order to ensure the railway operation, the deformation monitoring equipment on the rail surface must be dismantled or removed when the train passes. This objectively creates a contradiction between railway operation and the deformation monitoring equipment on the rail surface, resulting in the inability to directly carry out continuous, long-term real-time monitoring and early warning of rail settlement deformation.

[0004] Therefore, it is particularly urgent to develop a low-cost, high-precision measurement method that can monitor the deformation of two rails in real time without affecting the normal operation of trains. This algorithm is required to accurately measure the horizontal displacement and vertical settlement changes of the rails in real time. When the deformation of the rails is at different safety thresholds, it can be discovered and warned in time, and then different reinforcement measures can be taken, such as reinforcing the rails, and performing maintenance operations such as slope-down, track-lifting, and track-shifting on the roadbed to ensure the safe and stable operation of the railway. Summary of the invention

[0005] The purpose of the present invention is to provide a method for calculating the three-dimensional coordinates of rail test points based on the three-dimensional coordinates of railway roadbed deformation monitoring points. According to the three-dimensional spatial coordinates of the roadbed monitoring points obtained by GNSS, the three-dimensional spatial coordinates of the rail test points on both sides are calculated, so that the three-dimensional changes of the rail test points can be fully reflected, thereby ensuring the safe operation of the railway and other problems.

[0006] To achieve the above object, the present invention provides a method for calculating the three-dimensional coordinates of a rail point to be measured based on the three-dimensional coordinates of a railway roadbed deformation monitoring point, comprising the following steps:

[0007] S1. Using a total station to obtain the three-dimensional spatial coordinates of the rail point pair to be measured at the reference time, and performing time correction on the three-dimensional spatial coordinates of the rail point pair to be measured at the reference time to obtain the three-dimensional spatial coordinates of the rail point pair to be measured at the initial time;

[0008] S2. Using global navigation satellite system monitoring equipment to obtain the three-dimensional spatial coordinates of the roadbed monitoring point pairs;

[0009] S3, based on the three-dimensional spatial coordinates of the roadbed monitoring point pair and the rail test point pair at the same time, obtaining the first coefficient and the second coefficient within the same monitoring period;

[0010] S4. Based on the small deformation theory, the plane straight line equations of the roadbed monitoring point pairs and the rail test point pairs are constructed;

[0011] S5. Based on the first coefficient and the second coefficient, the three-dimensional spatial coordinates of the roadbed monitoring point pair obtained in the new monitoring period are used to solve the plane straight line equation to obtain the three-dimensional spatial coordinates of the rail point pair to be measured in the new monitoring period;

[0012] S6. Based on the calculated three-dimensional spatial coordinates of the rail points to be measured, steps S2 to S5 are repeated to obtain the three-dimensional spatial coordinates of the rail points to be measured in each monitoring period.

[0013] Preferably, in step S2, the first coefficient includes a ratio parameter between the first spatial straight line and the third spatial straight line, and a ratio parameter between the second spatial straight line and the third spatial straight line, and the second coefficient includes a vertical inclination parameter of the first spatial straight line and a vertical inclination parameter of the second spatial straight line, and remains unchanged within the same monitoring period;

[0014] The first spatial straight line is a straight line between the first monitoring point and the first point to be measured, the second spatial straight line is a straight line between the second monitoring point and the second point to be measured, and the third spatial straight line is a straight line between the first monitoring point and the second monitoring point;

[0015] The specific expressions of the first coefficient and the second coefficient are as follows:

[0016]

[0017] In the formula, and are respectively the ratio parameter of the first spatial straight line to the third spatial straight line, the ratio parameter of the second spatial straight line to the third spatial straight line, the vertical inclination parameter of the first spatial straight line, and the vertical inclination parameter of the second spatial straight line at the monitoring period t. and are the three-dimensional spatial coordinates of the first monitoring point, the second monitoring point, the first point to be measured and the second point to be measured at the monitoring period t, respectively. They are respectively the first spatial straight line, the second spatial straight line and the third spatial straight line.

[0018] Preferably, in step S4, a plane straight line equation is established based on the coincidence of the plane straight line between the roadbed monitoring point pairs and the straight line between the rail test point pairs, and the specific expression is as follows:

[0019]

[0020] In the formula, and They are respectively the plane coordinates of the first monitoring point, the second monitoring point, the first point to be measured and the second point to be measured at the time t+1 of the new monitoring period.

[0021] Preferably, based on the first coefficient and the second coefficient, the three-dimensional spatial coordinates of the roadbed monitoring point pair in the new monitoring period are obtained, and the three-dimensional spatial coordinates of the rail point pair to be measured in the new monitoring period are solved by the plane straight line equation, as follows:

[0022]

[0023] In the formula, are the three-dimensional spatial coordinates of the first and second points to be measured at the new monitoring period t+1, They are the three-dimensional spatial coordinates of the first monitoring point and the second monitoring point at time t+1 in the new monitoring period.

[0024] Therefore, the present invention adopts the above-mentioned method for calculating the three-dimensional coordinates of the rail test points based on the three-dimensional coordinates of the railway roadbed deformation monitoring points, which has the following technical effects:

[0025] (1) The non-invasive measurement method is used to achieve indirect measurement and monitoring of the deformation of the railway rail surface, completely eliminating the interference and impact on railway operations caused by the installation and setting up of monitoring equipment on the railway rail surface, ensuring the stable operation and safety of the railway system.

[0026] (2) Only relying on the three-dimensional spatial coordinates of each monitoring point at the initial moment as input data, combined with the small deformation theory, it can receive the three-dimensional spatial coordinates of the monitoring points through the GNSS receivers symmetrically arranged at the left and right ends of the roadbed at a higher monitoring frequency, thereby calculating the three-dimensional spatial coordinates of the rail test points within the monitoring period; the construction of this method is based on a concise theoretical basis and is easy to implement and apply.

[0027] (3) It can solve the spatial coordinates of the rail test points in real time, significantly reducing the manpower requirements and the inconvenience and errors introduced by them, and improve the monitoring efficiency, enhance the reliability of the monitoring data, and reduce the overall cost. It has good potential for promotion and application.

[0028] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 The algorithm flow chart of an embodiment of a method for calculating the three-dimensional coordinates of a rail point to be measured based on the three-dimensional coordinates of a railway roadbed deformation monitoring point;

[0030] Figure 2 Schematic diagram of the arrangement of railway roadbed monitoring points and rail test points in the embodiment;

[0031] Figure 3 It is a schematic diagram of the layout of the cross-section railway subgrade monitoring points and rail test points. DETAILED DESCRIPTION

[0032] The present invention can be explained in more detail by the following examples. The purpose of disclosing the present invention is to protect all changes and improvements within the scope of the present invention. The present invention is not limited to the following examples.

[0033] like Figure 1 As shown, the method provided by the present invention for calculating the three-dimensional coordinates of the rail test point based on the three-dimensional coordinates of the railway roadbed deformation monitoring point has the following specific steps:

[0034] Since there are two left and right rails on the railway, deformation monitoring of the two rails is required during the deformation monitoring process, including a first test point (the test point on the left rail) and a second test point (the test point on the right rail); in order not to affect the operation of the railway and to ensure safe operation, this embodiment sets a first monitoring point (left shoulder monitoring point) and a second monitoring point (right shoulder monitoring point) on the shoulders at both ends of the roadbed, and obtains the three-dimensional spatial coordinates of the roadbed monitoring point pair (the first monitoring point and the second monitoring point) through the global navigation satellite system (GNSS), and combines the coordinates of the rail test point pair (the first monitoring point and the second monitoring point) at the reference time to monitor the three-dimensional spatial coordinates of the rail test point pair in each monitoring cycle.

[0035] The method of this embodiment is applicable to the situation where there is no cracking and collapse deformation on the surface, that is, the prerequisite of small deformation; at this time, two global navigation satellite system (GNSS) monitoring points are symmetrically arranged on the left and right sides of the roadbed, and the left and right rails corresponding to the same mileage are provided with test points, forming four measuring points, which are always located in the same vertical plane, and these four measuring points always maintain coplanarity in the vertical plane.

[0036] Take a certain mileage cross section of the railway as an example. The cross section includes two global navigation satellite system (GNSS) monitoring points (roadbed monitoring point pairs) located on the left and right shoulders of the roadbed, and two test points on the left and right rails of the railway (rail test point pairs). The three-dimensional spatial coordinates of the four measurement points at the initial moment are used as known benchmark data and used as a reference; subsequently, the three-dimensional spatial coordinate data of the roadbed monitoring point pairs in the new monitoring cycle are received through the global navigation satellite system (GNSS) monitoring system, and the spatial coordinates of the test points on the rails on both sides of the railway in each new monitoring cycle are accurately calculated in combination with the established mathematical model measurement method, as follows:

[0037] (1) In the process of collecting the benchmark data of the test points on the left and right sides of the railway, a specific benchmark time t0 is first selected, and the two test points of the rails are accurately measured using a total station to obtain the three-dimensional spatial coordinates of the two test points of the rails. Among them, the superscript "t0" indicates that the measurement of the rail test points is completed at the reference time using the total station, the subscript G1 is the rail test points on the left side of the railway, and G2 is the rail test points on the right side of the railway.

[0038] (2) A global navigation satellite system (GNSS) monitoring device is installed on the left and right shoulders of the roadbed. The device receives satellite signals and continuously measures the monitoring points on the roadbed at a fixed time monitoring period, and updates the three-dimensional spatial coordinate data at the same time frequency. This means that in each fixed monitoring period, the spatial coordinate data of the roadbed monitoring point pair is known. In order to accurately calculate the three-dimensional spatial coordinate data of the two rail test points at that moment based on the three-dimensional spatial coordinate data received by the two GNSS monitoring points on the roadbed, this embodiment uses the roadbed GNSS time system as a standard to establish an initial t1 moment.

[0039] At the initial time t1, the GNSS monitoring equipment installed on the roadbed is used to accurately monitor the monitoring points on the left and right shoulders of the roadbed to obtain the three-dimensional spatial coordinates of the roadbed monitoring point pair, which are expressed as: The superscript "t1" in the three-dimensional space coordinates indicates that the fixed GNSS monitoring equipment is used to complete the measurement of the monitoring points on the left and right shoulders of the roadbed at the initial moment, the subscript D1 is the monitoring point on the left shoulder of the roadbed, and D2 is the monitoring point on the right shoulder of the roadbed. Under the monitoring time system of this roadbed GNSS monitoring equipment, the two monitoring points on the left and right shoulders of the roadbed and the two points to be measured on the rails on both sides of the railway are always in the same vertical plane at each moment.

[0040] (3) Using the new three-dimensional spatial coordinate data received from the two monitoring points on the shoulders at the left and right ends of the roadbed, the three-dimensional spatial coordinate data of the two rail test points at the current moment are calculated. To ensure the synchronization of this time monitoring system, this embodiment uses a data coordinate integration method to seamlessly integrate the coordinate data of the rail test points measured by the total station at a specific reference time t0 into the GNSS monitoring time system at the initial time t1.

[0041] Specifically, at a specific reference time t0, the total station is used to measure the rail points on the left and right sides of the railway. After time correction, enter the GNSS time monitoring system and set the initial value to convert The rail test points and the GNSS monitoring points on the shoulder are placed in the same unified and dynamic coordinate system.

[0042] In the GNSS time monitoring system, the monitoring points on the left and right shoulders of the roadbed at the initial time t1 The test points on the left and right sides of the railway These are all known benchmark data.

[0043] (4) At the initial time t1, since the benchmark data of the four coplanar measuring points (two roadbed monitoring points and two rail test points) are all known, the monitoring points on the left and right shoulders of the roadbed are calculated by mathematical formula and The straight-line distance between for:

[0044]

[0045] (5) At the initial time t1, since the benchmark data of the four coplanar measuring points (two roadbed monitoring points and two rail test points) are all known, the monitoring point on the shoulder at the left end of the roadbed The point to be measured on the left rail of the railway The straight-line distance between for:

[0046]

[0047] Monitoring point on the shoulder at the right end of the roadbed The point to be measured on the right rail of the railway The straight-line distance between for:

[0048]

[0049] (6) According to the calculated spatial straight-line distance and The spatial straight-line distance from the monitoring point D1 on the shoulder at the left end of the roadbed to the point to be measured G1 on the left rail of the railway Spatial straight-line distance between pairs of monitoring points on the left and right shoulders of the same roadbed The ratio is regarded as The vertical inclination angle between the monitoring point D1 on the shoulder at the left end of the roadbed and the measured point G1 on the left rail of the railway is regarded as The specific expression is as follows:

[0050]

[0051]

[0052] On the other hand, the straight-line distance between the monitoring point D2 on the shoulder at the right end of the roadbed and the point to be measured G2 on the right rail of the railway is Spatial straight-line distance between pairs of monitoring points on the left and right shoulders of the same roadbed The ratio is regarded as The vertical inclination angle between the monitoring point D2 on the shoulder at the right end of the roadbed and the measuring point G2 on the right side of the railway rail is regarded as The specific expression is as follows:

[0053]

[0054] Based on the small deformation theory, the two monitoring points on the left and right shoulders of the roadbed and the two test points on the left and right rails of the railway are always in the same vertical plane at the same mileage, and the deformation of the rails and the roadbed is structurally continuous (when there is no cracking and collapse deformation on the surface). Since the relative position of the monitoring points on the left and right shoulders of the roadbed relative to the test points on the left and right rails of the railway changes very little between two adjacent monitoring cycles with a short time interval; therefore, the coefficient It can be regarded as satisfying the law that remains unchanged after one monitoring cycle.

[0055] (7) When the monitoring points on the left and right shoulders of the roadbed receive new three-dimensional spatial coordinate data, the current moment is the new monitoring cycle t2. At this time, the spatial coordinates of the roadbed monitoring point pair are updated to Therefore, at time t2, the three-dimensional spatial coordinate data received by the two monitoring points on the left and right shoulders of the roadbed are all known.

[0056] According to the above obtained proportionality coefficient Vertical inclination Using the known relationship, calculate the three-dimensional spatial coordinates of the rail points to be measured on both sides of the railway at time t2 and The specific relationship is as follows:

[0057]

[0058] (8) Based on the above relationship, the three-dimensional spatial coordinates of the rail test point pair are solved as follows:

[0059] Under the premise of small deformation, the monitoring points on the left and right shoulders of the roadbed And the corresponding test points on the left and right sides of the railway at the same mileage Always in the same plumb plane. This means that in three-dimensional space coordinates, the four measurement points are in the same vertical plane. Therefore, when the four measurement points are projected onto the same elevation plane, their relative positional relationship will not change, that is, they follow the same linear arrangement and always remain on the same straight line.

[0060] Monitoring points on the left and right shoulders of the roadbed with known data and The plane line equation is obtained by using the two-point form of the plane line equation. It should also be located in this and The plane line defined by and Substituting this into the plane line equation yields:

[0061]

[0062]

[0063] Therefore, we can get the test point of the left rail of the railway at time t2. The three-dimensional space coordinates of:

[0064]

[0065] Simplifying the above formula, we get:

[0066]

[0067] The test point on the right side of the railway at time t2 The three-dimensional space coordinates are:

[0068]

[0069]

[0070] Simplifying the above formula, we get:

[0071]

[0072] (9) The spatial coordinates of the test points on the left and right sides of the railway at time t2 are calculated. As known data, update the coefficient at time t2 The three-dimensional spatial coordinates of the monitoring points on the shoulders at both ends received at time t3 As known data, according to the same calculation process as above, the three-dimensional spatial coordinates of the points to be measured on both sides of the rail at time t3 can be calculated:

[0073] Through the above method, the three-dimensional spatial coordinates of the points to be measured on both sides of the rail in each monitoring period can be obtained to monitor the deformation of the rail.

[0074] Verification Example

[0075] For a section of a dedicated railway line, GNSS monitoring equipment is used for comprehensive real-time monitoring. The spatial coordinate system of the monitoring system is the WGS-84 coordinate system, with its origin located at the center of mass of the earth, the Z axis pointing to the earth's pole determined by international agreement in 1984, the X axis pointing to the intersection of the zero meridian and the equator, and the Y axis perpendicular to the Z and X axes.

[0076] like Figure 2 and Figure 3 As shown in the figure, according to the site plan, three groups of cross sections at different mileages were selected for verification. Each cross section included two global navigation satellite system (GNSS) monitoring points (symmetrically arranged at the left and right ends of the roadbed) and two rail test points on both sides of the railway. These four measuring points were always in the same plumb plane.

[0077] First, at a specific reference time t0, the total station is used to measure the three-dimensional coordinates of the rail test points on both sides of the railway, and the three-dimensional coordinates of the GNSS monitoring points at the initial time (denoted as t1) are obtained as shown in Table 1.

[0078] Table 1 Three-dimensional spatial coordinates of the GNSS monitoring points on the left and right shoulders of the roadbed at the initial time t1

[0079]

[0080] In order to ensure the synchronization of this time monitoring system, the spatial coordinates of the rail test points measured by the total station at a specific reference time t0 are seamlessly integrated into the GNSS monitoring time system at the initial time t1 through the data coordinate integration method after time correction. The three-dimensional spatial coordinates of the rail test points are known at the initial time t1, as shown in Table 2.

[0081] Table 2 Three-dimensional coordinates of the known rail points to be measured at the initial time t1

[0082]

[0083]

[0084] The spatial coordinates in Table 1 and Table 2 are used as the initial known reference data. At the new monitoring period t2, the GNSS monitoring points on the left and right shoulders of the roadbed receive new three-dimensional spatial coordinate data. Through the above method, the three-dimensional spatial coordinates of the rail test point at the current time t2 can be obtained, as follows:

[0085] First, at the initial time t1, each set of data As shown in Table 3.

[0086] Then, according to the coefficients in Table 3, using the three-dimensional spatial coordinates of the monitoring point at time t2 (as shown in Table 4), and using the plane straight line equations formed by each group of cross sections and the GNSS monitoring points at both ends of the roadbed, the three-dimensional spatial coordinates of the rail test points are solved, as shown in Table 5.

[0087] Table 3 Coefficients of each group of data at the initial time t1

[0088]

[0089] Table 4 Three-dimensional spatial coordinates received by GNSS monitoring points on the left and right shoulders of the roadbed at time t2

[0090]

[0091] Table 5 Three-dimensional spatial coordinates of the rail test point calculated at time t2

[0092]

[0093]

[0094] Again, using the three-dimensional spatial coordinates in Tables 4 and 5 as known data, the calculation of the next monitoring cycle is performed as follows:

[0095] Update the coefficients at time t2 As shown in Table 6. And use GNSS to obtain the new three-dimensional spatial coordinates of each group of monitoring points at the time t3 of the new monitoring cycle, as shown in Table 7.

[0096] Table 6 Coefficients of each group of data at time t2

[0097]

[0098] Table 7 Three-dimensional spatial coordinates received by GNSS monitoring points on the left and right shoulders of the roadbed at time t3

[0099]

[0100] Based on the three-dimensional spatial coordinates of the monitoring points obtained by GNSS, combined with the coefficient The three-dimensional coordinates of the test points on the left and right sides of each group of cross-section rails at time t3 are obtained, as shown in Table 8.

[0101] Table 8 Three-dimensional spatial coordinates of the rail test point calculated at time t3

[0102]

[0103]

[0104] Combining the above methods and verifying with actual field data, the method of this embodiment can accurately calculate the three-dimensional coordinate data of the rail test points on both sides of the railway at that moment based on the new three-dimensional coordinate data received by the two GNSS monitoring points on the roadbed.

[0105] Therefore, the present invention adopts the above-mentioned method of calculating the three-dimensional coordinates of the rail test points based on the three-dimensional coordinates of the railway roadbed deformation monitoring points, to realize the indirect measurement and monitoring of the deformation of the railway rail surface, and completely eliminates the problems of railway operation interference and impact caused by the installation and erection of monitoring equipment on the railway rail surface, thereby ensuring the stable operation and safety of the railway system.

[0106] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that they can still modify or replace the technical solution of the present invention with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of the present invention.

Claims

1. A method for calculating the three-dimensional coordinates of a rail point to be measured based on the three-dimensional coordinates of a railway roadbed deformation monitoring point, characterized in that: The following steps are involved: S1. Using a total station to obtain the three-dimensional spatial coordinates of the rail point pair to be measured at the reference time, and performing time correction on the three-dimensional spatial coordinates of the rail point pair to be measured at the reference time to obtain the three-dimensional spatial coordinates of the rail point pair to be measured at the initial time; S2. Using global navigation satellite system monitoring equipment to obtain the three-dimensional spatial coordinates of the roadbed monitoring point pairs; S3, based on the three-dimensional spatial coordinates of the roadbed monitoring point pair and the rail test point pair at the same time, obtaining the first coefficient and the second coefficient within the same monitoring period; S4. Based on the small deformation theory, the plane straight line equations of the roadbed monitoring point pairs and the rail test point pairs are constructed; S5. Based on the first coefficient and the second coefficient, the three-dimensional spatial coordinates of the roadbed monitoring point pair obtained in the new monitoring period are used to solve the plane straight line equation to obtain the three-dimensional spatial coordinates of the rail point pair to be measured in the new monitoring period; S6. Based on the calculated three-dimensional spatial coordinates of the rail points to be measured, steps S2 to S5 are repeated to obtain the three-dimensional spatial coordinates of the rail points to be measured in each monitoring period.

2. The method for calculating the three-dimensional coordinates of the rail points to be measured based on the three-dimensional coordinates of the railway roadbed deformation monitoring points according to claim 1, characterized in that: In step S2, the first coefficient includes a ratio parameter between the first spatial straight line and the third spatial straight line, and a ratio parameter between the second spatial straight line and the third spatial straight line, and the second coefficient includes a vertical inclination parameter of the first spatial straight line and a vertical inclination parameter of the second spatial straight line, and remains unchanged within the same monitoring period; The first spatial straight line is a straight line between the first monitoring point and the first point to be measured, the second spatial straight line is a straight line between the second monitoring point and the second point to be measured, and the third spatial straight line is a straight line between the first monitoring point and the second monitoring point; The specific expressions of the first coefficient and the second coefficient are as follows: In the formula, and are respectively the ratio parameter of the first spatial straight line to the third spatial straight line, the ratio parameter of the second spatial straight line to the third spatial straight line, the vertical inclination parameter of the first spatial straight line, and the vertical inclination parameter of the second spatial straight line at the monitoring period t. and are the three-dimensional spatial coordinates of the first monitoring point, the second monitoring point, the first point to be measured and the second point to be measured at the monitoring period t, respectively. They are respectively the first spatial straight line, the second spatial straight line and the third spatial straight line.

3. The method for calculating the three-dimensional coordinates of the rail points to be measured based on the three-dimensional coordinates of the railway roadbed deformation monitoring points according to claim 1, characterized in that: In step S4, the plane straight line equation is established based on the coincidence of the plane straight line between the roadbed monitoring point pairs and the straight line between the rail test point pairs. The specific expression is as follows: In the formula, and They are respectively the plane coordinates of the first monitoring point, the second monitoring point, the first point to be measured and the second point to be measured at the time t+1 of the new monitoring period.

4. The method for calculating the three-dimensional coordinates of the rail points to be measured based on the three-dimensional coordinates of the railway roadbed deformation monitoring points according to claim 2 or 3, characterized in that: Based on the first coefficient and the second coefficient, the three-dimensional spatial coordinates of the roadbed monitoring point pair in the new monitoring period are obtained, and the three-dimensional spatial coordinates of the rail point pair to be measured in the new monitoring period are solved by the plane straight line equation, as follows: In the formula, are the three-dimensional spatial coordinates of the first and second points to be measured at the new monitoring period t+1, They are the three-dimensional spatial coordinates of the first monitoring point and the second monitoring point at time t+1 in the new monitoring period.

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