Railway engineering management and control method and system, computer equipment and storage medium

Abstract

The invention discloses a railway engineering management and control method and system, computer equipment and a storage medium, and relates to the technical field of railway engineering informatization management and control. Dynamic simulation of the construction process is executed through the three-dimensional comprehensive model; and updating the comprehensive model, constructing a completion delivery model, and carrying out digital management and control on the whole life cycle of the railway project. According to the method, the digital topographic map is generated by combining unmanned aerial vehicle aerial survey and ground surveying and mapping technologies, GIS and BIM data are integrated based on a unified coordinate reference, an accurate three-dimensional comprehensive model is formed, and the problems of complex terrain and linear engineering space expression are solved; dynamic optimization and automatic adjustment of construction resource configuration are realized by combining the 4D technology with construction dynamic simulation of real-time data; the comprehensive model is updated, a dynamic completion delivery model is constructed, the integrity and coherence of data of the whole process of design, construction and operation and maintenance are ensured, and a digital management and control closed loop of the whole life cycle of railway engineering is formed.

Description

Technical Field

[0001] The present invention relates to the technical field of railway engineering information management and control, and specifically to a railway engineering management and control method, system, computer equipment and storage medium. Background Art

[0002] Railway engineering is an important part of infrastructure construction. The complexity of its design, construction and operation and maintenance is increasing with the expansion of project scale and the improvement of requirements. In recent years, the rapid development of building information modeling technology (BIM) and geographic information system (GIS) has brought new opportunities for railway engineering. BIM technology is based on three-dimensional models and significantly improves the efficiency of information transmission in the design and construction stages through the integration of geometric and non-geometric information. GIS technology provides strong support for the planning and construction of railway projects through precise spatial information management. The combination of these two technologies can theoretically realize the information management of the entire life cycle of railway projects, thereby improving construction efficiency, optimizing resource allocation and reducing operating costs. However, in current engineering practice, the integrated application of BIM and GIS is still in its initial stage, and its potential has not yet been fully tapped, especially in the fields of dynamic construction management and digital delivery.

[0003] Although existing technologies have achieved certain results in improving the level of informatization, there are still many shortcomings. In the model construction stage, the integration of BIM and GIS data is poor, and the two usually lack a unified coordinate reference and data interface, resulting in insufficient matching accuracy between models and difficulty in reflecting the spatial relationship between the actual terrain and the designed components. In the construction management stage, most systems cannot dynamically capture real-time data from the construction site, and cannot timely analyze the rationality of resource allocation and adjust the construction plan, which limits the efficiency of management decision-making. In addition, the completion delivery model is often only archived as static data, rather than a dynamic model that fully reflects the actual construction parameters, resulting in the inability to fully utilize the information accumulated during the construction process in the subsequent operation and maintenance stage. Therefore, in the digital management and control of railway projects, the existing technology has not yet formed a full-process informatization closed loop from design, construction to operation and maintenance, and cannot achieve efficient management of the entire life cycle of the project. These shortcomings restrict the further development of railway engineering informatization construction. Summary of the invention

[0004] In view of the above-mentioned problems, the present invention is proposed.

[0005] Therefore, the technical problems solved by the present invention are: the existing railway engineering management and control methods have the problems of poor integration of BIM and GIS data, insufficient dynamic management of construction resources, lack of actual construction parameters in the completion delivery model, and how to achieve digital management and control of the entire life cycle of railway projects.

[0006] To solve the above technical problems, the present invention provides the following technical solutions: a railway engineering management and control method, including generating a three-dimensional comprehensive model; using the three-dimensional comprehensive model to perform dynamic simulation of the construction process; updating the comprehensive model and constructing a completion delivery model to perform digital management and control of the entire life cycle of the railway project; the dynamic simulation of the construction process includes collecting the equipment operation status and material usage data at the construction site, transmitting them in real time based on the Internet of Things device, comparing them with the planned data in the three-dimensional comprehensive model, calculating the construction deviation and triggering the automatic adjustment logic, generating new task allocation instructions and synchronously updating the model status; constructing the completion delivery model includes classifying and processing the construction process data, updating the component information in the three-dimensional comprehensive model, integrating the construction completion parameters to form a delivery model containing the actual construction information, and exporting it to the operation and maintenance management platform through the data interface; the digital management and control of the entire life cycle of the railway project includes establishing a unified database in combination with GIS and BIM, inputting the three-dimensional comprehensive model and the completion delivery model data, triggering the maintenance task allocation and update based on logical judgment, recording the maintenance history and dynamically updating the model information.

[0007] As a preferred solution of the railway engineering management and control method described in the present invention, the three-dimensional comprehensive model is generated, including: using unmanned aerial survey technology to obtain point cloud data along the railway, combining ground surveying and mapping equipment to obtain high-precision coordinate points, and uniformly processing to generate a digital topographic map; converting the linear engineering layout in the design drawings into three-dimensional geometric information to construct a BIM model; integrating the digital topographic map and the BIM model based on GIS, unifying the coordinate benchmark, and forming a preliminary three-dimensional comprehensive model.

[0008] As a preferred solution of the railway engineering management and control method described in the present invention, the three-dimensional comprehensive model is generated, including zoning the terrain data and establishing terrain sub-models according to construction sections; combining the railway design data and construction requirements to refine the component information in the BIM model; integrating the terrain sub-model with the component information through an automated data interface to generate a complete three-dimensional comprehensive model.

[0009] As a preferred solution of the railway engineering management and control method described in the present invention, the following is provided: dynamic simulation of the construction process, including associating time dimension data with the three-dimensional comprehensive model according to the construction plan, and dynamically displaying the construction process through 4D technology; collecting real-time location data and resource allocation information of on-site equipment, and corresponding them with the construction nodes in the three-dimensional comprehensive model; automatically analyzing whether the construction resource allocation is reasonable through the internal logic of the three-dimensional comprehensive model, and triggering early warning logic when inconsistency is found.

[0010] As a preferred solution of the railway engineering management and control method described in the present invention, the construction process is dynamically simulated, including using Internet of Things devices to monitor the equipment operation status and material usage at the construction site, and transmitting the data to the management platform through a wireless network; comparing the collected construction data with the preset plan data in the three-dimensional comprehensive model, and analyzing the construction deviation through calculation rules; when the deviation exceeds the set threshold, the automatic adjustment logic is triggered, and a new task allocation instruction is generated for execution.

[0011] As a preferred solution of the railway engineering management and control method described in the present invention, wherein: constructing a completion delivery model includes classifying and processing the collected construction data and updating the corresponding component information in the three-dimensional comprehensive model; entering the data of the completion stage into the three-dimensional comprehensive model to form a completion delivery model containing actual construction parameters; and exporting the completion delivery model to the operation and maintenance management platform through a set data interface.

[0012] As a preferred solution of the railway engineering management and control method described in the present invention, the digital management and control of the entire life cycle of the railway project includes: using GIS to mark the spatial location and attribute information of assets along the railway, and establishing a unified database in combination with the component information of the BIM model; inputting the three-dimensional comprehensive model data and the completion delivery model data into the operation and maintenance management platform, triggering the allocation and update of maintenance tasks through logical judgment; recording maintenance history and correction data to form a dynamically updated digital management and control platform.

[0013] Another object of the present invention is to provide a railway engineering management and control system, which can partition and refine the preliminary three-dimensional comprehensive model and integrate it into a complete three-dimensional comprehensive model through an interface, thereby solving the problem of insufficient dynamic management of construction resources in current railway engineering management and control technology.

[0014] As a preferred solution of the railway engineering management and control system described in the present invention, it includes: a three-dimensional comprehensive modeling module, a dynamic management and control module, and an operation and maintenance management module; the three-dimensional comprehensive modeling module includes a data processing module and a model refinement module, the data processing module is responsible for collecting terrain data and design data along the railway, and integrating them into a preliminary three-dimensional comprehensive model, the model refinement module is used to partition and refine the preliminary three-dimensional comprehensive model, and integrate it into a complete three-dimensional comprehensive model through an interface; the dynamic management and control module includes a dynamic simulation module and a deviation processing module, the dynamic simulation module is used to display the dynamic changes of the construction process through 4D technology, and optimize resource allocation, the deviation processing module is used to monitor the operating status of the construction site, analyze construction deviations and automatically adjust task allocation; the operation and maintenance management module includes a completion delivery module and an operation and maintenance management module, the completion delivery module is used to construct a completion delivery model and conduct digital management of the entire life cycle of the railway project, and the operation and maintenance management module is used to manage railway assets and automatically allocate and update operation and maintenance tasks based on the completion delivery model and GIS data.

[0015] A computer device includes a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement a railway engineering control method.

[0016] A computer-readable storage medium stores a computer program, which implements the steps of a railway engineering control method when executed by a processor.

[0017] Beneficial effects of the present invention: The railway engineering management and control method provided by the present invention generates a digital topographic map by combining drone aerial survey and ground mapping technology, and integrates GIS and BIM data based on a unified coordinate benchmark to form an accurate three-dimensional comprehensive model, which solves the problem of complex terrain and linear engineering space expression; combines 4D technology with real-time data construction dynamic simulation to achieve dynamic optimization and automatic adjustment of construction resource allocation; updates the comprehensive model and constructs a dynamic completion delivery model to ensure the integrity and consistency of the entire process data of design, construction and operation and maintenance, and forms a digital management and control closed loop for the entire life cycle of the railway project. The present invention achieves better results in terms of efficiency, reliability and consistency. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0019] Figure 1This is an overall flow chart of the railway engineering control method provided for the first embodiment of the present invention.

[0020] Figure 2 This is an overall flow chart of a railway engineering control system provided for the third embodiment of the present invention. DETAILED DESCRIPTION

[0021] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the drawings of the specification. Obviously, the described embodiments are part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary persons in the art without creative work should fall within the scope of protection of the present invention.

[0022] Example 1, reference Figure 1 , is an embodiment of the present invention, and provides a railway engineering control method, comprising: S1: Generate a 3D comprehensive model.

[0023] Furthermore, a three-dimensional comprehensive model is generated, including using drone aerial survey technology to obtain point cloud data along the railway, combining ground surveying and mapping equipment to obtain high-precision coordinate points, and unified processing to generate digital topographic maps; converting the linear engineering layout in the design drawings into three-dimensional geometric information and constructing a BIM model; integrating digital topographic maps and BIM models based on GIS, unifying the coordinate benchmark, and forming a preliminary three-dimensional comprehensive model.

[0024] It should also be noted that a preferred solution for constructing a BIM model includes extracting the linear engineering layout information in the railway design drawings into geometric shapes and spatial position data, gradually converting the two-dimensional design data into three-dimensional data by formulating unified coordinate mapping rules, refining the geometric information of engineering components such as bridges and tunnels, and assigning non-geometric information to each component in combination with the material properties and construction requirements in the design drawings. Finally, a preliminary BIM model is generated by splicing the components and the model is optimized and verified in a visual environment.

[0025] It should be noted that the generation of a three-dimensional comprehensive model includes zoning the terrain data and establishing terrain sub-models according to construction sections; combining railway design data and construction requirements to refine the component information in the BIM model; and integrating the terrain sub-model with the component information through an automated data interface to generate a complete three-dimensional comprehensive model.

[0026] It should also be noted that a preferred technical solution for generating a complete three-dimensional integrated model includes pre-processing the terrain data by region, for example, decomposing the railway line into several terrain sub-regions according to the bidding section, and digitally modeling the terrain information of each sub-region to ensure that the resolution of the terrain model can meet the subsequent engineering application requirements; at the same time, in the BIM model, the geometric shape, material properties and connection relationship of the engineering components are gradually improved to ensure that each component in the model has an independent and complete spatial representation; then, the terrain sub-model is matched with the BIM model, and the model integration process is completed through the automated processing algorithm in the data interface; this integration should ensure that the elevation information in the terrain sub-model and the basic component position in the BIM model are completely consistent, and at the same time, the transition conditions of the boundary between the two are processed to ensure the spatial coherence and accuracy of the model; after the integration is completed, the integrated model needs to be checked for data, including geometric continuity verification, spatial overlap detection and data loss check, to eliminate potential integration errors; finally, the preliminary integrated model is dynamically simulated and verified through three-dimensional visualization technology to ensure that the integrated model can intuitively reflect the geographical environment and engineering component layout along the railway line, laying the foundation for subsequent construction simulation and operation and maintenance management.

[0027] It should also be noted that the point cloud data along the railway is obtained through UAV aerial survey technology, combined with the high-precision coordinate points collected by ground surveying and mapping equipment, and uniformly processed to generate digital topographic maps; it effectively solves the problems of low efficiency and limited coverage of traditional manual surveying and mapping, and improves the accuracy and real-time performance of topographic data; using high-precision digital topographic maps, subsequent engineering design and modeling can more accurately reflect the actual terrain, providing a reliable data basis for the construction of three-dimensional models; by extracting the linear engineering layout information in the design drawings, it is gradually converted into three-dimensional geometric shapes and spatial position data, and refined in combination with the geometric characteristics of engineering components such as bridges and tunnels; at the same time, non-geometric information such as material properties and construction requirements are associated with the geometric model to ensure the integrity and accuracy of the model; it overcomes the limitation that two-dimensional design is difficult to express complex spatial relationships, so that railway engineering components can be intuitively presented in three-dimensional form, integrates digital topographic maps with BIM models, and ensures the spatial consistency of the two based on a unified coordinate reference, and finally forms a three-dimensional comprehensive model that can simultaneously express terrain characteristics and engineering details; it solves the common problems of inconsistent coordinate references and incompatible data interfaces in the integration of GIS and BIM data, and ensures the accuracy and coherence of the model through geometric continuity verification and spatial overlap detection.

[0028] S2: Perform dynamic simulation of the construction process using a 3D comprehensive model.

[0029] Furthermore, dynamic simulation of the construction process includes associating time dimension data with the three-dimensional comprehensive model according to the construction plan, and dynamically displaying the construction process through 4D technology; collecting real-time location data and resource allocation information of on-site equipment, and corresponding them with the construction nodes in the three-dimensional comprehensive model; and automatically analyzing whether the allocation of construction resources is reasonable through the internal logic of the three-dimensional comprehensive model, and triggering early warning logic when inconsistencies are found.

[0030] It should also be noted that a preferred solution for automatically analyzing whether the allocation of construction resources is reasonable includes first clarifying the types and allocation rules of construction resources; these resources include equipment, materials, and manpower, etc. Each resource has its corresponding allocation plan and available constraints, such as the operating capacity of equipment, the transportation route of materials, and the working hours of manpower; in the comprehensive model, an attribute library needs to be established for each resource, including resource categories, quantities, distribution locations, and their dynamically changing status information; next, the resource demand information in the construction plan is associated with the comprehensive model, specifically including binding each construction node with the required resources; construction nodes usually represent the specific spatial location of a construction stage or task, and a dynamic resource demand list can be generated by analyzing the distribution of construction nodes in three-dimensional space and the progress requirements in the time dimension; based on the resource allocation plan and the logical judgment rules within the comprehensive model, the rationality of resource allocation is gradually analyzed; this Logical judgment requires preset specific conditions, such as whether the resource requirements of the construction node are met, whether the actual location of the equipment is within a reasonable range, whether the time for material transportation exceeds the specified threshold, etc.; by verifying these conditions one by one, the allocation status of construction resources is detected; when logical judgment finds that resource allocation is unreasonable, such as key construction nodes do not meet equipment or material requirements, an alarm should be triggered immediately through the early warning system; the early warning trigger mechanism must have automated characteristics, including identifying the specific reasons for unreasonable allocation, generating detailed exception reports, and sending adjustment suggestions to the construction management system; all abnormal data and adjustment suggestions must be stored in the system log for subsequent analysis; finally, through the dynamic update function of the model, the adjustment plan triggered by the early warning logic is directly mapped to the comprehensive model to achieve real-time optimization of the resource allocation status; the entire process must maintain the consistency of the model logic to ensure that the adjusted resource allocation can meet subsequent construction needs.

[0031] It should be noted that the dynamic simulation of the construction process includes using IoT devices to monitor the equipment operating status and material usage at the construction site, and transmitting the data to the management platform via a wireless network; comparing the collected construction data with the preset plan data in the three-dimensional comprehensive model, and analyzing the construction deviation through calculation rules; when the deviation exceeds the set threshold, the automatic adjustment logic is triggered, and a new task allocation instruction is generated for execution.

[0032] It should also be noted that the generation of a new task assignment instruction to execute an optimal solution includes first establishing a comparison rule between the construction plan and the actual construction data; the construction plan includes information such as time nodes, construction task allocation, and resource usage; this information needs to be stored in a structured form in the three-dimensional integrated model to ensure that it can be directly called; the actual construction data is collected in real time through Internet of Things devices, including equipment operating status, construction completion status, and material usage data; to ensure the accuracy of comparative analysis, the real-time data needs to be preprocessed, such as eliminating abnormal data or missing values ​​to ensure the integrity and consistency of the input data; next, the calculation rule for construction deviation is designed; the deviation can be defined as the difference between the actual completion status and the planned target, including time deviation, progress deviation, and resource usage deviation; the calculation rule needs to consider multiple parameters, such as the completion percentage of the construction node, the difference between the actual number of resources consumed and the planned resources, and equipment utilization, etc.; a separate The calculation formula ensures that the deviation value can accurately reflect the current construction status; after calculating the deviation value, it is compared with the preset threshold; the threshold is the tolerance range defined according to project requirements and construction risks, such as the allowable time delay range or resource overspending limit; when the calculation result shows that the deviation exceeds the threshold, the automatic adjustment logic needs to be triggered immediately; the adjustment logic generates new task allocation instructions through the built-in optimization algorithm; first identify the specific reasons for the deviation, such as insufficient resource allocation or unreasonable schedule; then, according to the current status and remaining plan in the 3D comprehensive model, reallocate resources, adjust the priority of construction nodes, or modify the construction sequence; the new task instructions need to be specific to the construction node, and clearly specify the adjusted resource allocation or construction plan; finally, the system pushes the generated task instructions to the construction management system and synchronously updates the construction status in the 3D comprehensive model to ensure the executability of the adjustment results; all adjustment processes and instructions need to be recorded in the system log for subsequent analysis and improvement.

[0033] It should also be noted that by associating time dimension data with the three-dimensional comprehensive model and using 4D technology to dynamically display the construction process, the static construction plan is converted into a dynamic form of expression that is updated in real time; managers can intuitively grasp the construction progress and node status, improve the efficiency and accuracy of construction monitoring, and support the adjustment and optimization of the construction plan; collect equipment location data and resource allocation information at the construction site through IoT devices, and bind them to the construction nodes in the three-dimensional comprehensive model to form a dynamic resource demand list; based on the built-in logical judgment rules of the model, conduct rationality analysis on equipment location, material transportation time and resource usage; upgrade construction resource management from static configuration to dynamic optimization, effectively avoiding the problem of insufficient or mismatched resource allocation; when the resource allocation analysis results of the construction node do not meet the preset conditions, the system will automatically trigger the early warning logic and generate a detailed exception report; through dynamic adjustment logic, the system reallocates resources, modifies the construction node priority or adjusts the task sequence, and maps the adjustment plan to the three-dimensional comprehensive model in real time to ensure real-time optimization of resource allocation; improves the response speed of construction plan adjustment and reduces construction deviations caused by information lag.

[0034] S3: Update the comprehensive model and build a completion delivery model to conduct digital management and control of the entire life cycle of the railway project.

[0035] Furthermore, a completion delivery model is constructed, including classifying and processing the collected construction data and updating the corresponding component information in the three-dimensional comprehensive model; entering the data of the completion stage into the three-dimensional comprehensive model to form a completion delivery model containing actual construction parameters; and exporting the completion delivery model to the operation and maintenance management platform through the set data interface.

[0036] It should also be noted that a preferred solution for forming a completion delivery model that includes actual construction parameters includes first extracting dynamic data from the construction process from the construction management system; dynamic data includes the completion status of construction tasks, actual resource consumption, and equipment operation records, etc. These data are recorded manually on-site or through IoT devices and stored in the construction management platform; in order to ensure the accuracy of the data, the extracted data needs to be cleaned and sorted to remove redundant or outliers and ensure the integrity and consistency of the input data; next, the sorted construction data is compared and integrated with the initial design data in the three-dimensional comprehensive model; design data is usually idealized planned data, and deviations may occur during the construction process due to the limitations of actual conditions; by comparing the initial design data with the construction data, the information of each component in the model can be updated, such as the actual installation location, material changes, and adjustment records during the construction process; the integration process requires confirmation Ensure the accuracy of data mapping, such as accurately associating construction data to the corresponding components of the 3D model based on spatial position and component identification; then, gradually improve the as-built delivery model based on the completion of construction; first, add actual construction parameters to each component, including information such as construction time, resource usage and inspection report; these parameters should be recorded in a standardized format for subsequent query and analysis; in addition, update the geometric and non-geometric attributes in the model based on the change history recorded during the construction process, such as component size or connection method adjusted due to changes in construction conditions; finally, check the integrity and consistency of the as-built model through 3D visualization technology; the inspection content includes geometric accuracy, attribute integrity and data consistency to ensure that the as-built delivery model can fully reflect the actual construction results; after the inspection is completed, the as-built model will be exported to the operation and maintenance management system through the data interface as part of the project's digital assets to provide support for subsequent maintenance and operation.

[0037] It should be noted that the digital management and control of the entire life cycle of a railway project includes using GIS to mark the spatial location and attribute information of assets along the railway, and establishing a unified database in combination with the component information of the BIM model; inputting the three-dimensional comprehensive model data and the completion delivery model data into the operation and maintenance management platform, and triggering the allocation and update of maintenance tasks through logical judgment; recording maintenance history and correction data to form a dynamically updated digital management and control platform.

[0038] It should also be noted that dynamic construction data, including the completion status of construction tasks, resource consumption and equipment operation records, are extracted from the construction management system, and the data is cleaned and classified; the cleaned data is integrated with the initial design data in the three-dimensional comprehensive model, and the geometric and non-geometric information in the model is gradually updated through accurate matching of spatial position and component identification; the design data and construction data are seamlessly combined to generate a dynamic model that reflects the actual construction, providing accurate data support for completion and delivery; all data from the completion stage of construction are entered into the three-dimensional comprehensive model to generate a completion and delivery model containing actual construction parameters; the model includes construction time, material usage records, and other information. Standardized parameters such as records and inspection reports are collected, and the history of design changes that occur during the construction process is recorded; through standardization and integrity checks of the model, it is ensured that the delivered model can truly reflect the actual project, providing a comprehensive and accurate basis for subsequent operation and maintenance management; the completed model is exported to the operation and maintenance management platform through the set data interface to achieve direct interaction between the completed data and the operation and maintenance data; the export process ensures the format compatibility and content integrity of the model data, provides accurate asset management support for the operation and maintenance stage, and reduces the risk of information loss in the connection between completed delivery and operation and maintenance; the completed delivery is effectively connected with operation and maintenance management, providing a guarantee for the digital management and control of the entire life cycle of railway projects.

[0039] Example 2, an embodiment of the present invention, provides a railway engineering control method. In order to verify the beneficial effects of the present invention, scientific demonstration is carried out through economic benefit calculation and simulation experiments.

[0040] First, a 50-kilometer railway line was selected as the experimental object; the test area included a variety of terrain features such as plains, hills and tunnels, with the aim of comprehensively testing the applicability and advantages of the model generation technology; the equipment required for the experiment included drone mapping, ground total station and BIM modeling software; the drone collected point cloud data along the line with an aerial photography accuracy of 95% coverage, and combined with the ground total station to conduct high-precision mapping of key points to obtain point cloud data and ground elevation points; the collected data was processed with a unified coordinate reference to generate a digital topographic map with a resolution of less than 5 cm to ensure that details were clearly visible; the linear engineering layout information in the railway design drawings, including the geometric characteristics and Material properties, use unified coordinate mapping rules to gradually transform two-dimensional data into three-dimensional geometric models; refine model details such as bridge pier spacing, tunnel section and track slope through BIM software; assign materials and non-geometric information after model generation, and gradually verify its integrity in a visual environment; integrate digital terrain maps and BIM models through automated data interfaces, match terrain sub-models and component information to ensure seamless boundary connection; perform geometric continuity verification, spatial overlap detection and data loss check on the integrated comprehensive model; finally generate a three-dimensional comprehensive model containing terrain, component and connection information, and verify the model's performance through dynamic simulation technology; refer to Table 1 to record and analyze the experimental data.

[0041] Table 1 Experimental data record table Test subjects Total number of point clouds (10,000 points) Topographic map resolution (cm) Number of components Coordinate matching error (cm) Geometric continuity verification times Data loss rate (%) Plain section 120 5 150 1.2 3 0.5 Hilly section 160 5 200 1.8 4 0.3 Tunnel Section 100 5 120 1 2 0.2 Bridge Section 80 5 180 1.5 3 0.4 Comprehensive section 460 5 650 1.6 4 0.3 Model Total 920 5 1300 1.42 16 0.34

[0042] The topographic map resolutions of both the plain and hilly sections are within 5 cm, meeting the requirements for high-precision modeling. At the same time, through the unified coordinate datum, the coordinate matching errors are all less than 2 cm, which is better than the 5 cm error range commonly seen in traditional surveying and mapping. The data proves that the present invention can generate terrain models that conform to the characteristics of complex terrain with higher accuracy, providing reliable support for the precise design and construction of railway projects. The number of components in each section has reached 1,300 in total, and the integrity of the model components has been confirmed through multiple geometric continuity verifications, and the number of geometric continuity verifications has been controlled within a reasonable range to ensure that the model is not missing and the component information is complete. Compared with the traditional manual modeling method, which is prone to missing components, the present invention uses automated The integration effectively improved the reliability and consistency of the model; the data loss rate of each segment was controlled within 0.5%, and the total model loss rate was only 0.34%, indicating that in the process of GIS and BIM data integration, the technology of the present invention can reduce data loss and ensure that the model can fully reflect the actual terrain and engineering details; this effect is difficult to achieve with traditional methods, especially in the boundary processing of tunnels and bridge sections; through dynamic simulation verification of the comprehensive segment model, it is proved that the model can accurately reflect the geographical environment and engineering component layout along the railway in multiple scenarios; combined with actual construction conditions, the applicability and consistency of the comprehensive model in construction simulation are significantly improved, providing strong support for subsequent construction management.

[0043] Example 3, reference Figure 2 , which is an embodiment of the present invention, provides a railway engineering control system, including a three-dimensional comprehensive modeling module 100, a dynamic control module 200, and an operation and maintenance management module 300.

[0044] Among them, S4: the three-dimensional comprehensive modeling module includes a data processing module 101 and a model refinement module 102. The data processing module 101 is responsible for collecting terrain data and design data along the railway and integrating them into a preliminary three-dimensional comprehensive model. The model refinement module 102 is used to partition and refine the preliminary three-dimensional comprehensive model and integrate it into a complete three-dimensional comprehensive model through an interface.

[0045] It should also be noted that after the model refinement module 102 receives the preliminary three-dimensional model generated by the data processing module 101, it partitions it according to the sections, and refines the geometric information and non-geometric information such as material properties and connection relationships of components such as bridges and tunnels; the module integrates all sub-models through interface technology to generate a complete three-dimensional comprehensive model, and verifies the geometric continuity, spatial consistency and data integrity of the model; the high-precision comprehensive model generated by the three-dimensional comprehensive modeling module 100 is directly input into the dynamic management and control module 200 to provide basic data support for dynamic simulation of the construction process and resource allocation optimization.

[0046] S5: The dynamic management and control module 200 includes a dynamic simulation module 201 and a deviation processing module 202. The dynamic simulation module 201 is used to display the dynamic changes of the construction process through 4D technology and optimize resource allocation. The deviation processing module 202 is used to monitor the operating status of the construction site, analyze construction deviations and automatically adjust task allocation.

[0047] It should also be noted that the dynamic simulation module 201 uses the comprehensive model generated by the three-dimensional comprehensive modeling module 100 to associate the time dimension with the construction plan data, and dynamically displays the construction process through 4D technology; the module collects the equipment operation status and resource allocation data of the construction site in real time, dynamically updates the construction node status of the comprehensive model, and optimizes and adjusts the resource allocation plan; the deviation processing module 202 monitors the operation status of the construction site through the Internet of Things devices, including equipment location, task completion rate and resource usage; the module analyzes construction deviations based on the collected data, such as time delays, resource overspending or incomplete construction node tasks; when it is found that the deviation exceeds the preset threshold, the module automatically generates an adjustment plan and updates the task allocation, and the adjustment results are synchronized to the display content of the dynamic simulation module 201; the dynamic management and control module 200 maintains real-time linkage with the operation and maintenance management module 300 through dynamic updates of construction data, ensuring that the construction completion data can be seamlessly converted into a completed delivery model.

[0048] S6: The operation and maintenance management module 300 includes a completion delivery module 301 and an operation and maintenance control module 302. The completion delivery module 301 is used to construct a completion delivery model and conduct digital management of the entire life cycle of the railway project. The operation and maintenance control module 302 is used to manage railway assets and automatically allocate and update operation and maintenance tasks based on the completion delivery model and GIS data.

[0049] It should also be noted that the completion and delivery module 301 is started after the dynamic management and control module 200 completes the construction process. It updates the construction completion data such as inspection records, resource consumption and change records into the three-dimensional comprehensive model by classifying and processing them, thereby forming a completion and delivery model containing actual construction parameters. The module ensures the geometric, attribute and historical record integrity of the completion model, and imports it into the operation and maintenance management platform through a standardized interface. The operation and maintenance management module 302 operates the maintenance task allocation and update process based on the completion model and GIS data generated by the completion and delivery module 301. The module automatically generates maintenance plans and assigns tasks through logical judgment of the maintenance priority of railway assets such as aging degree and risk level, and dynamically updates the maintenance execution results to the completion and delivery model to form a closed-loop management. The operation and maintenance management module 300 further converts the construction completion data provided by the dynamic management and control module 200 into operation and maintenance management data, and feeds back the maintenance information to the comprehensive model to provide support for future expansion or renovation.

[0050] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0051] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in conjunction with such instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in conjunction with such instruction execution systems, devices or apparatuses.

[0052] More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk case (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be a paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, deciphering or, if necessary, processing in another suitable manner, and then stored in a computer memory.

[0053] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logical function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc. It should be noted that the above embodiments are only used to illustrate the technical solution of the present invention and are not limited. Although the present invention is described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solution of the present invention can be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the present invention, which should be included in the scope of the claims of the present invention.

[0054] It should be noted that the above embodiments are only used to illustrate the technical solutions 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 the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A railway engineering control method, characterized in that: include: Generate a three-dimensional comprehensive model; Perform dynamic simulation of the construction process using a comprehensive 3D model; Update the comprehensive model and build the completion delivery model to conduct digital management and control of the entire life cycle of railway projects; The dynamic simulation of the construction process includes collecting the equipment operation status and material usage data at the construction site, transmitting them in real time based on IoT devices, comparing them with the planned data in the 3D comprehensive model, calculating the construction deviation and triggering the automatic adjustment logic, generating new task allocation instructions and synchronously updating the model status; Building a completed delivery model includes classifying and processing construction process data, updating component information in the 3D integrated model, integrating construction completion parameters to form a delivery model containing actual construction information, and exporting it to the operation and maintenance management platform through a data interface; Digital management and control of the entire life cycle of railway projects includes establishing a unified database by combining GIS and BIM, inputting three-dimensional comprehensive models and completion delivery model data, triggering maintenance task allocation and updates based on logical judgment, recording maintenance history and dynamically updating model information.

2. The railway engineering control method according to claim 1, characterized in that: The generating of the three-dimensional comprehensive model comprises: Use drone aerial survey technology to obtain point cloud data along the railway, combine it with ground surveying equipment to obtain high-precision coordinate points, and uniformly process them to generate digital topographic maps; Convert the linear engineering layout in the design drawings into 3D geometric information and build a BIM model; Based on GIS, digital topographic maps and BIM models are integrated to unify the coordinate benchmark and form a preliminary three-dimensional comprehensive model.

3. The railway engineering control method according to claim 1 or 2, characterized in that: The generating of the three-dimensional comprehensive model comprises: Carry out zoning processing on terrain data and establish terrain sub-models according to construction sections; Combine railway design data and construction requirements to refine component information in the BIM model; The terrain sub-model is integrated with component information through an automated data interface to generate a complete 3D comprehensive model.

4. The railway engineering control method according to claim 1, characterized in that: The construction process is dynamically simulated. include, According to the construction plan, the time dimension data is associated with the three-dimensional comprehensive model, and the construction process is dynamically displayed through 4D technology; Collect real-time location data and resource allocation information of on-site equipment and correspond them with construction nodes in the 3D comprehensive model; Through the internal logic of the 3D comprehensive model, it automatically analyzes whether the allocation of construction resources is reasonable, and triggers early warning logic when inconsistencies are found.

5. The railway engineering control method according to claim 1 or 4, characterized in that: The construction process is dynamically simulated. include, Use IoT devices to monitor the equipment operation status and material usage at the construction site, and transmit the data to the management platform via wireless networks; Compare the collected construction data with the preset planning data in the 3D comprehensive model, and analyze the construction deviation through calculation rules; When the deviation exceeds the set threshold, the automatic adjustment logic is triggered and new task allocation instructions are generated for execution.

6. The railway engineering control method according to claim 1, characterized in that: The construction completion delivery model includes: Classify and process the collected construction data, and update the corresponding component information in the 3D comprehensive model; Enter the data of the completion stage into the 3D comprehensive model to form a completion delivery model including actual construction parameters; The completion delivery model is exported to the operation and maintenance management platform through the set data interface.

7. The railway engineering control method according to claim 1, 2, 4 or 6, characterized in that: Digital management and control of the entire life cycle of the railway project includes: Use GIS to mark the spatial location and attribute information of assets along the railway, and establish a unified database in combination with the component information of the BIM model; Input the 3D comprehensive model data and the completed delivery model data into the operation and maintenance management platform, and trigger the allocation and update of maintenance tasks through logical judgment; Record maintenance history and revision data to form a dynamically updated digital management and control platform.

8. Railway engineering control system, characterized by: It includes a three-dimensional comprehensive modeling module (100), a dynamic control module (200), and an operation and maintenance management module (300); The three-dimensional comprehensive modeling module comprises a data processing module (101) and a model refinement module (102), wherein the data processing module (101) is responsible for collecting terrain data and design data along the railway and integrating them into a preliminary three-dimensional comprehensive model, and the model refinement module (102) is used to partition and refine the preliminary three-dimensional comprehensive model and integrate it into a complete three-dimensional comprehensive model through an interface; The dynamic control module (200) comprises a dynamic simulation module (201) and a deviation processing module (202), wherein the dynamic simulation module (201) is used to display the dynamic changes of the construction process through 4D technology and optimize resource allocation, and the deviation processing module (202) is used to monitor the operation status of the construction site, analyze the construction deviation and automatically adjust the task allocation; The operation and maintenance management module (300) comprises a completion delivery module (301) and an operation and maintenance control module (302). The completion delivery module (301) is used to construct a completion delivery model and perform digital management of the entire life cycle of a railway project. The operation and maintenance control module (302) is used to manage railway assets and perform automated allocation and updating of operation and maintenance tasks based on the completion delivery model and GIS data.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the railway engineering control method described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the railway engineering control method described in any one of claims 1 to 7 are implemented.

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