Funnel area railway line deformation monitoring method, equipment and system

Abstract

The present invention provides a method, device, and system for monitoring deformation of a railway line in a funnel area, and relates to the field of railway engineering technology. The method comprises: determining surface settlement data and stratified soil layer settlement data corresponding to the roadbed outside the limit of a target railway line in the funnel area; wherein the surface settlement data and stratified soil layer settlement data corresponding to the roadbed are determined based on the water content data corresponding to the roadbed; determining a predicted value of the roadbed foundation deformation within the limit based on the surface settlement data and stratified soil layer settlement data corresponding to the roadbed; determining a corresponding roadbed surface deformation of the target railway line based on the predicted value of the roadbed foundation deformation within the limit; and performing deformation monitoring on the target railway line based on the roadbed surface deformation. The present invention fully considers the impact of water content changes on soil compressibility, obtains accurate settlement data, and makes predictions based on the data to obtain the roadbed surface deformation, thereby detecting potential roadbed deformation problems in advance and improving the accuracy of settlement monitoring.

Description

Technical Field

[0001] The present invention relates to the field of railway engineering technology, and in particular to a method, equipment and system for monitoring deformation of a railway line in a funnel area. Background Art

[0002] Due to factors such as over-exploitation, groundwater levels have developed large funnels in some areas. Changes in water levels and soil moisture content, in turn, cause changes in soil compression, leading to differential settlement. Over longer periods of time, multiple factors can cause changes in soil moisture content and water levels, such as seasonal rainfall and groundwater extraction.

[0003] Soil deformation in funnel zones is generally not uniform, but rather differential. Excessive differential deformation can impact railway lines, especially high-speed lines, increasing track irregularities and, in severe cases, even leading to dangerous accidents such as derailments. In some areas, railway lines cannot avoid funnel zones and construction is necessary. To minimize the impact of funnel zone settlement on the railway subgrade, monitoring and analysis are necessary to prevent potential problems.

[0004] Existing settlement monitoring typically controls a single parameter, such as the amount of surface settlement at a specific point, to mitigate risk and improve safety. However, this approach struggles to comprehensively analyze the mechanisms that cause settlement and predict the development of differential settlement, leading to inaccurate settlement monitoring. Summary of the Invention

[0005] The embodiments of the present invention provide a method, device and system for monitoring deformation of a railway line in a funnel area, so as to solve the problem of inaccurate settlement monitoring at the current stage.

[0006] In a first aspect, an embodiment of the present invention provides a method for monitoring deformation of a railway line in a funnel area, comprising:

[0007] Determine surface settlement data and stratified soil layer settlement data corresponding to the roadbed outside the target railway line limit in the funnel area; wherein the surface settlement data and stratified soil layer settlement data corresponding to the roadbed are determined based on the water content data corresponding to the roadbed;

[0008] Determine the predicted value of the roadbed foundation deformation within the limit based on the surface settlement data and layered soil settlement data corresponding to the roadbed;

[0009] Determine the corresponding roadbed surface deformation of the target railway line based on the predicted value of the roadbed foundation deformation within the limit;

[0010] According to the deformation of the roadbed surface, the target railway line is deformed and monitored.

[0011] In one possible implementation, based on the surface settlement data and the layered soil settlement data corresponding to the roadbed, the predicted value of the roadbed foundation deformation within the limit is determined, including:

[0012] According to the corresponding relationship between the surface settlement data and the layered soil settlement data corresponding to the roadbed, the deep settlement value of the soil layer within the limit corresponding to the roadbed is determined;

[0013] The deep settlement value of the soil layer corresponding to the roadbed is used as the predicted value of the roadbed foundation deformation within the limit.

[0014] In one possible implementation, the corresponding roadbed surface deformation of the target railway line is determined based on the predicted value of the roadbed foundation deformation within the limit, including:

[0015] Determine the thickness, lateral confinement compression modulus, and average additional stress of each soil layer corresponding to the roadbed; wherein the lateral confinement compression modulus and average additional stress are determined based on the water content data corresponding to the roadbed;

[0016] Calculate the roadbed shape variables based on the thickness of each soil layer, lateral confinement compression modulus and average additional stress corresponding to the roadbed;

[0017] The sum of the predicted value of the roadbed foundation deformation within the limit and the roadbed body shape variable is taken as the corresponding roadbed surface deformation variable of the target railway line.

[0018] In one possible implementation, the confined compression modulus and the average additional stress are obtained as follows:

[0019] Collect the distance from each soil layer surface to the roadbed surface, as well as train and track load data;

[0020] Determine the current water content change;

[0021] According to the change in current water content, the current confined compression modulus is adjusted to obtain the confined compression modulus;

[0022] The initial average additional stress is calculated based on the distance from the surface of each soil layer to the roadbed surface, as well as the train and track load data;

[0023] According to the change in current water content, the initial average additional stress is adjusted to obtain the average additional stress.

[0024] In one possible implementation, the moisture content data corresponding to the roadbed includes rainfall data and soil moisture content; the surface settlement data and layered soil settlement data corresponding to the roadbed are obtained by:

[0025] Collect the initial surface settlement data, initial layered soil settlement data, rainfall data and soil moisture content corresponding to the roadbed;

[0026] Determine the surface subsidence prediction data based on rainfall data;

[0027] Determine the surface settlement data corresponding to the roadbed based on the surface settlement prediction data and the initial surface settlement data;

[0028] Determine the groundwater level based on the soil moisture content;

[0029] Determine the predicted data of soil settlement in stratified layers according to the groundwater level;

[0030] According to the initial stratified soil layer settlement data and the stratified soil layer settlement prediction data, the stratified soil layer settlement data corresponding to the roadbed is determined.

[0031] In a possible implementation, the method further includes:

[0032] Determine the surface settlement data and stratified soil settlement data corresponding to the bridge outside the target railway line limit in the funnel area; wherein the surface settlement data and stratified soil settlement data corresponding to the bridge are determined based on the water content data corresponding to the bridge;

[0033] Determine the predicted deformation value of the railway bridge pier within the limit based on the surface settlement data and layered soil settlement data corresponding to the bridge;

[0034] Determine the corresponding railway bridge bearing deformation of the target railway line based on the predicted value of the railway bridge cap deformation within the limit;

[0035] Based on the deformation of railway bridge supports, deformation monitoring of the target railway line is carried out.

[0036] In one possible implementation, based on the surface settlement data and the stratified soil settlement data corresponding to the bridge, the predicted deformation value of the railway bridge cap within the limit is determined, including:

[0037] Determine the deep soil settlement value corresponding to the bridge based on the corresponding relationship between the surface settlement data corresponding to the bridge and the stratified soil settlement data;

[0038] The deep soil settlement value corresponding to the bridge is used as the predicted value of the railway bridge pedestal deformation within the limit.

[0039] In one possible implementation, the corresponding railway bridge bearing deformation of the target railway line is determined based on the predicted value of the railway bridge cap deformation within the limit, including:

[0040] Collect the weight of the superstructure above the bridge piers, train and track loads, pier length, pier elastic modulus, and pier cross-sectional area;

[0041] Calculate the deformation of the bridge pier based on the weight of the superstructure above the bridge pier, the train and track loads, the length of the pier, the elastic modulus of the pier, and the cross-sectional area of ​​the pier;

[0042] The sum of the predicted value of the railway bridge abutment deformation within the limit and the pier deformation is taken as the corresponding railway bridge bearing deformation of the target railway line.

[0043] In a second aspect, an embodiment of the present invention provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, it implements the method in the first aspect or any possible implementation of the first aspect.

[0044] In the third aspect, an embodiment of the present invention provides a funnel area railway line deformation monitoring system, comprising a first integrated monitoring element, a second integrated monitoring element, and the electronic equipment provided in the second aspect above; wherein the first integrated monitoring element includes a rainfall monitoring element and a settlement monitoring element; the second integrated monitoring element includes a water content monitoring element and a depth settlement monitoring element.

[0045] In this embodiment of the present invention, since the railway line has a protective limit, the railway line-related data affected by the funnel area cannot be measured within the limit. Therefore, this embodiment selects relevant data outside the limit and performs calculations and analysis based on the corresponding relationship between the relevant data outside the limit and the relevant data within the limit. During the analysis and calculation process, the impact of changes in water content on soil compressibility is fully considered, and the surface settlement and stratified soil layer settlement data under the influence of water content data are determined to improve monitoring accuracy. Based on the accurate settlement data, the predicted value of the roadbed foundation deformation is determined, and the roadbed surface deformation is then derived. This can detect potential deformation problems of the roadbed in advance and improve the accuracy of settlement monitoring. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 is a schematic structural diagram of a first integrated monitoring element provided by an embodiment of the present invention;

[0047] Figure 2 is a schematic structural diagram of a second integrated monitoring element provided by an embodiment of the present invention;

[0048] Figure 3 This is a schematic diagram of the construction and layout of monitoring elements provided by an embodiment of the present invention;

[0049] Figure 4 This is a flow chart of the implementation of the funnel area railway line deformation monitoring method provided by an embodiment of the present invention;

[0050] Figure 5 Schematic diagram of collecting and analyzing roadbed surface deformation according to an embodiment of the present invention;

[0051] Figure 6 This is a flow chart of a method for monitoring deformation of a railway line in a funnel area according to another embodiment of the present invention;

[0052] Figure 7 It is a schematic diagram of collecting and analyzing the deformation of railway bridge supports provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0053] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0054] An embodiment of the present invention provides a funnel area railway line deformation monitoring system, comprising a first integrated monitoring element, a second integrated monitoring element, and electronic equipment; wherein the first integrated monitoring element includes a rainfall monitoring element and a settlement monitoring element; the second integrated monitoring element includes a water content monitoring element and a depth settlement monitoring element.

[0055] The first integrated monitoring element and the second integrated monitoring element are used to collect surface settlement data, stratified soil settlement data, moisture content data, etc. corresponding to the funnel area railway line; the electronic equipment is used to analyze the data obtained based on the first integrated monitoring element and the second integrated monitoring element to monitor the deformation of the railway line.

[0056] Figure 1 is a schematic structural diagram of a first integrated monitoring element provided by an embodiment of the present invention, such as Figure 1 As shown, the first integrated monitoring element includes a rainfall monitoring element Z01 and a settlement monitoring element Z02; wherein the rainfall monitoring element Z01 is used to collect rainfall data.

[0057] The rainfall monitoring component Z01 may include a rain gauge, a monitoring component used by meteorologists and hydrologists. It's typically used to measure precipitation over a specific time period. In practice, either a siphon or tipping bucket type can be used. The accuracy of a rain gauge is affected by strong winds and temperature. Windy weather can lead to larger errors, so be mindful of wind speed errors. Low temperatures (such as freezing) can affect the gauge's test results and even render it inoperable. Therefore, it's important to consider the application environment and select an appropriate rainfall measurement device.

[0058] The settlement monitoring element Z02 is used to collect initial surface settlement data; the settlement monitoring element Z02 may include a static level or a Global Navigation Satellite System (GNSS) terminal receiving device.

[0059] The static level is based on the principle of communicating vessels. When settlement occurs at a certain location, the communicating vessel sinks with the ground, but the liquid levels at the page and the reference point are the same, causing the buoy to move, thereby measuring the settlement value.

[0060] GNSS terminal receivers are based on the Beidou Navigation System and utilize geosynchronous satellite positioning. By receiving signals from various satellites and using algorithms to calculate the elevation of the measurement point where the device is installed, long-term monitoring can be used to calculate surface subsidence at that location. In practical applications, either a static level or a GNSS terminal can be selected based on site conditions.

[0061] It can be seen that the first integrated monitoring element integrates the settlement monitoring element and the rain gauge used to detect surface settlement, and is standardized and integrated according to the on-site conditions and the parameters of the exploration hole. One set of equipment can realize two functions.

[0062] Figure 2 : is a schematic structural diagram of a second integrated monitoring element provided by an embodiment of the present invention, such as Figure 2 As shown, the second integrated monitoring element includes a moisture content monitoring element Z03 and a depth settlement monitoring element Z04; wherein, the moisture content monitoring element Z03 is used to collect moisture content data in the soil, such as moisture content, and the depth settlement monitoring element Z04 is used to measure the vertical deformation inside the soil, that is, to collect initial stratified soil settlement data.

[0063] The moisture monitoring element Z03 can include a soil moisture measurement module, which measures soil moisture in real time. The amount of rainwater infiltrating the soil and changes in the groundwater level can affect soil moisture, which in turn affects soil compression, i.e., vertical deformation (settlement). Therefore, measuring soil moisture is essential. The location of the maximum moisture content (i.e., the saturated moisture content) can be used to analyze and determine the water level. Therefore, during actual measurements, specific locations can be selected for moisture content measurement. Interpolation or empirical formulas can be used to estimate moisture content between two measurement points to obtain multiple moisture content readings.

[0064] The deep settlement monitoring element Z04 can include an embedded inductive frequency modulation intelligent displacement meter. This type of intelligent displacement meter can monitor the settlement deformation of roadbeds, the uplift deformation of road embankments (or deep foundation pits), the uplift deformation of underground tunnel bottoms, and the settlement of pile foundations.

[0065] Embedded inductive frequency modulation (IFM) intelligent displacement meters utilize the principle of electromagnetic induction. A magnetic piston rod inserted into a solenoid coil is capable of reciprocal movement. The change in the length of the magnetic piston rod inserted into the coil causes a change in the coil's inductance. By measuring the coil's inductance, the change in the length of the magnetic piston rod inserted into the coil can be inferred. When settlement occurs, the magnetic piston rod moves, causing a change in the measured coil inductance. The IFM circuit converts this change in coil inductance into a frequency signal, which is then displayed on a readout instrument as the displacement value (settlement value).

[0066] It can be seen that the second integrated monitoring element integrates the water content monitoring element Z03 and the depth settlement monitoring element Z04, and is standardized according to the size of the exploration hole, which can improve applicability.

[0067] Figure 3 This is a schematic diagram of the construction and layout of monitoring elements provided by an embodiment of the present invention. In actual application, this schematic diagram can be used to achieve one-time drilling and multiple monitoring projects.

[0068] Specifically, the construction method of the monitoring element provided in this embodiment is different from the traditional method. The traditional method generally cannot construct various elements together due to the different sizes. Only one element can be constructed at a time, that is, one element needs to be drilled once. This construction method is very cumbersome and increases construction costs.

[0069] Since the various monitoring elements provided in the embodiment of the present invention have been integrated and standardized, the construction method of the present invention can achieve multi-project application with one-time drilling.

[0070] Specifically, C01: First, a hole is drilled in the soil layer using a drilling rig. During the drilling process, soil can be taken at the set position to facilitate the measurement of soil parameters.

[0071] C02: After the drilling construction reaches the designed depth, the monitoring element (i.e. the second integrated monitoring element) is installed at the specified position (such as 1 meter, 0.5 meter intervals, etc.), and the protected monitoring cable is led out.

[0072] C03: Install a surface settlement element (the first integrated monitoring element) at the top of the soil layer, i.e., at the surface of the soil layer. Finally, the cables from each monitoring element are connected to the data collector, providing the basis for subsequent manual or automatic data collection.

[0073] Among them, C04 represents the exploration hole.

[0074] As can be seen, the existing construction method is difficult to integrate with the soil layer exploration process due to the size of the monitoring elements, and only one hole can be drilled for each monitoring project. To solve this problem, the embodiments of the present invention integrate the monitoring elements, standardizing the size of the exploration holes when drilling the monitoring elements. Before the monitoring elements are placed during construction, a soil sampler can be placed. After the soil is collected, it is transported to the laboratory through protective equipment, providing conditions for measuring soil layer parameters.

[0075] The embodiment of the present invention collects data based on the first integrated monitoring element and the second integrated monitoring element, and performs data processing and analysis through electronic equipment to realize deformation monitoring of the funnel area railway line. Based on the corresponding applications of the first integrated monitoring element and the second integrated monitoring element described in the above embodiments, as well as the specific construction and installation process, the methods executed by the electronic equipment are described below through the following embodiments.

[0076] Since the deformation detection of the railway line in the funnel area includes two parts: roadbed surface deformation monitoring and railway bridge support deformation monitoring, the implementation methods of roadbed surface deformation monitoring and railway bridge support deformation monitoring are respectively explained through two embodiments, Example 1 and Example 2.

[0077] Figure 4 This is a flow chart of the implementation of the funnel area railway line deformation monitoring method provided by the embodiment of the present invention, such as Figure 4 As shown, the method provided in Example 1 for realizing deformation monitoring of railway lines in funnel areas based on roadbed surface deformation monitoring is as follows:

[0078] Step 110: Determine the surface settlement data and the stratified soil layer settlement data corresponding to the roadbed outside the limit of the target railway line in the funnel area; wherein the surface settlement data and the stratified soil layer settlement data corresponding to the roadbed are determined based on the water content data corresponding to the roadbed.

[0079] Figure 5 This is a schematic diagram of collecting and analyzing the deformation of the roadbed surface provided by the embodiment of the present invention. Figure 5 This embodiment will be described.

[0080] like Figure 5 As shown, since the railway subgrade has a protective limit, the railway subgrade affected by the funnel area cannot be measured within the limit. Considering that there is a corresponding relationship between the deformation of the soil layer at the same depth as the railway subgrade outside the limit and the deformation of the subgrade surface within the limit, this embodiment determines the deformation of the subgrade surface by analyzing the measurement results of the soil layer deformation outside the limit.

[0081] In this embodiment, a monitoring point is drilled at a location outside the clearance of the target railway line within the funnel area. The first and second integrated monitoring elements provided in the above-described embodiments are embedded in the drilled holes to collect data such as initial surface settlement data, initial stratified soil settlement data, and moisture content data corresponding to the roadbed outside the clearance. The moisture content data may include rainfall data and soil moisture content. The first and second integrated monitoring elements each upload their collected data to an electronic device for data analysis. The electronic device fully considers the impact of moisture content data on soil structure, analyzes and predicts changes in soil structure data, and obtains predicted surface settlement data and stratified soil settlement data corresponding to the roadbed outside the clearance.

[0082] Step 120: Determine the predicted value of the roadbed foundation deformation within the limit based on the surface settlement data and the layered soil settlement data corresponding to the roadbed.

[0083] Considering that traditional settlement monitoring methods are difficult to predict the development law of differential settlement, this embodiment is based on the surface settlement data and layered soil settlement data corresponding to the roadbed obtained by prediction analysis, considering the correspondence between the data outside the limit and the data within the limit, and obtains the predicted value of the roadbed foundation deformation within the limit, that is, Figure 5 The roadbed foundation deformation variable S2 in the prediction analysis can be used to respond to various risks in advance, so that relevant emergency measures can be implemented in advance to avoid damage to the target railway line.

[0084] Step 130: Determine the corresponding roadbed surface deformation of the target railway line based on the predicted value of the roadbed foundation deformation within the limit.

[0085] In this embodiment, the subgrade surface deformation S4 corresponding to the target railway line can be obtained based on the predicted value of the subgrade deformation within the limit, that is, the subgrade deformation S2 and the subgrade body deformation S3.

[0086] By comprehensively considering the influence of various factors, the accuracy of calculation and analysis results can be improved.

[0087] Step 140: Deformation monitoring of the target railway line is performed based on the roadbed surface deformation.

[0088] In this embodiment, the obtained roadbed surface deformation can be compared with a predetermined standard roadbed surface deformation to determine whether the roadbed of the target railway line needs repair. The predetermined standard roadbed surface deformation is determined based on standard construction standards.

[0089] Exemplarily, when the roadbed surface deformation value is greater than the predetermined standard roadbed surface deformation value, the roadbed corresponding to the target railway line is repaired; when the roadbed surface deformation value is equal to the predetermined standard roadbed surface deformation value, it is determined whether the difference between the current roadbed surface deformation value and the last roadbed surface deformation value is greater than the preset difference to determine whether the deformation value of the roadbed surface has undergone a sudden change. If so, the roadbed corresponding to the target railway line is repaired, otherwise no repair is required; when the roadbed surface deformation value is less than the predetermined standard roadbed surface deformation value, no repair is required.

[0090] From the above, it can be seen that due to the protective limits of the railway line, the railway line related data affected by the funnel area cannot be measured within the limits. Therefore, this embodiment selects the relevant data outside the limits and performs calculations and analysis based on the corresponding relationship between the relevant data outside the limits and the relevant data within the limits. During the analysis and calculation process, the influence of water content changes on soil compressibility is fully considered, and the surface settlement and stratified soil layer settlement data under the influence of water content data are determined to improve monitoring accuracy. Based on the accurate settlement data, the predicted value of the roadbed foundation deformation variable is determined, and then the roadbed surface deformation variable is obtained. This can detect potential deformation problems of the roadbed in advance and improve the accuracy of settlement monitoring.

[0091] In an optional embodiment, the moisture content data corresponding to the roadbed includes rainfall data and soil moisture content; the surface settlement data and layered soil settlement data corresponding to the roadbed in step 110 are obtained by:

[0092] Collect the initial surface settlement data, initial layered soil settlement data, rainfall data and soil moisture content corresponding to the roadbed.

[0093] Based on rainfall data, determine the surface subsidence prediction data.

[0094] The surface settlement data corresponding to the roadbed are determined based on the surface settlement prediction data and the initial surface settlement data.

[0095] The groundwater level is determined based on the soil moisture content.

[0096] Determine the predicted data of soil settlement of stratified layers based on the groundwater level.

[0097] According to the initial stratified soil layer settlement data and the stratified soil layer settlement prediction data, the stratified soil layer settlement data corresponding to the roadbed is determined.

[0098] In this embodiment, rainfall data is collected by the rainfall monitoring element Z01, initial surface settlement data is collected by the settlement monitoring element Z02, soil moisture content is collected by the moisture monitoring element Z03, and initial stratified soil settlement data is collected by the depth settlement monitoring element Z04.

[0099] Taking into account the influence of water content data on soil structure, this embodiment obtains surface settlement prediction data based on rainfall data and a predetermined rainfall-surface settlement comparison model. The predicted surface settlement prediction data is compared and analyzed with the collected initial surface settlement data, the difference between the surface settlement prediction data and the initial surface settlement data is calculated, and the size and distribution of the difference are analyzed. By drawing a curve of the settlement difference changing with time and space, the changing trend of the surface settlement difference is intuitively observed. According to the transformation trend of the settlement difference, the surface settlement prediction compensation value is obtained, and the surface settlement data corresponding to the roadbed is obtained based on the sum of the predicted compensation value and the initial surface settlement data. Among them, the rainfall-surface settlement comparison model can be a neural network model or a comparison table, etc.

[0100] The soil moisture content can determine the height of the groundwater level, which in turn affects settlement. Therefore, the groundwater level can be determined based on the soil moisture content, and then the stratified soil layer settlement prediction data can be determined based on the predetermined groundwater level-soil layer settlement comparison model. The stratified soil layer settlement prediction data obtained through prediction is compared and analyzed with the collected initial stratified soil layer settlement data, and the difference between the stratified soil layer settlement prediction data and the initial stratified soil layer settlement data is calculated, and the size and distribution of the difference are analyzed. By plotting the settlement difference curve over time and space, the changing trend of the stratified soil layer settlement difference can be intuitively observed. According to the transformation trend of the stratified soil layer settlement difference, the stratified soil layer settlement prediction compensation value is obtained, and the stratified soil layer settlement data corresponding to the roadbed is obtained based on the sum of the stratified soil layer prediction compensation value and the initial stratified soil layer settlement data. Among them, the groundwater level-soil layer settlement comparison model can be a neural network model or a comparison table.

[0101] In an optional embodiment, determining the predicted value of the roadbed foundation deformation within the limit based on the surface settlement data and the layered soil settlement data corresponding to the roadbed in step 120 may include:

[0102] According to the corresponding relationship between the surface settlement data corresponding to the roadbed and the settlement data of the stratified soil layers, the deep settlement value of the soil layer within the limit corresponding to the roadbed is determined.

[0103] The deep settlement value of the soil layer corresponding to the roadbed is used as the predicted value of the roadbed foundation deformation within the limit.

[0104] like Figure 5 As shown, there is a corresponding relationship between the surface settlement data and the layered soil settlement data. Based on the corresponding relationship, the deep settlement value S1 of the soil layer within the limit corresponding to the roadbed is determined.

[0105] Since the borehole corresponding to the monitoring point is relatively close to the roadbed foundation, the funnel area is distributed over a large area, and the settlement caused in a small range is basically the same, it is believed that the deep settlement value S1 of the soil layer at the same height as the roadbed foundation in the borehole due to the influence of the funnel area is approximately consistent with the roadbed foundation deformation S2. That is, the deep settlement value S1 of the soil layer corresponding to the roadbed determined outside the limit is used as the predicted value of the roadbed foundation deformation within the limit.

[0106] In this way, the predicted value of the roadbed foundation deformation within the limit can be determined without monitoring the soil layer within the limit.

[0107] In an optional embodiment, determining the corresponding roadbed surface deformation of the target railway line according to the predicted value of the roadbed foundation deformation within the limit in step 130 may include:

[0108] The thickness, lateral confinement compression modulus and average additional stress of each soil layer corresponding to the roadbed are determined; wherein the lateral confinement compression modulus and average additional stress are determined based on the water content data corresponding to the roadbed.

[0109] The roadbed shape variables are calculated based on the thickness of each soil layer corresponding to the roadbed, the lateral confinement compression modulus and the average additional stress.

[0110] The sum of the predicted value of the roadbed foundation deformation within the limit and the roadbed body shape variable is taken as the corresponding roadbed surface deformation variable of the target railway line.

[0111] exist Figure 5 Considering that when a roadbed deforms, not only does the ground on which it rests deform due to settlement, but the roadbed itself also deforms due to settlement caused by train and track loads. Therefore, this embodiment uses the sum of the predicted within-limit roadbed foundation deformation and the roadbed body deformation S3 as the roadbed surface deformation S4.

[0112] In this embodiment, the roadbed shape variable S3 is calculated based on the thickness of each soil layer corresponding to the roadbed, the lateral confinement compression modulus, and the average additional stress.

[0113] Changes in the moisture content of the roadbed can affect the soil's physical and mechanical properties, such as its compression modulus, and thus the deformation calculations of each soil layer in the roadbed under train and track loads. For example, an increase in moisture content can soften the soil, reducing the confined compression modulus and increasing the deformation under the same load. This, in turn, affects the calculation of the roadbed's shape variables and, ultimately, the calculation of the surface deformation of the railway roadbed. Therefore, in this embodiment, the influence of moisture data is considered when determining the confined compression modulus and average additional stress.

[0114] The basic road shape variable S3 can be calculated using the following formula:

[0115]

[0116] in, The first load corresponding to the road base body caused by train and track loads The average additional stress generated in the soil layer; The first Thickness of soil layer; The first The confined compression modulus of the soil layer.

[0117] In an optional embodiment, the confined compression modulus and the average additional stress are obtained by:

[0118] Collect the distance from the surface of each soil layer to the surface of the roadbed, as well as train and track load data.

[0119] Determine the current moisture content change.

[0120] According to the change in the current water content, the current confined compression modulus is adjusted to obtain the confined compression modulus.

[0121] The initial average additional stress is calculated based on the distance from the surface of each soil layer to the roadbed surface, as well as the train and track load data.

[0122] According to the change in current water content, the initial average additional stress is adjusted to obtain the average additional stress.

[0123] In this embodiment, the current water content change can be determined based on the difference between the currently collected water content data and the historical water content data.

[0124] The process of determining the confined compression modulus is as follows: determining the influence change of the confined compression modulus according to the current water content change; adjusting the current confined compression modulus according to the determined influence change of the confined compression modulus to obtain the confined compression modulus.

[0125] The process of determining the average additional stress is as follows:

[0126] based on Figure 3 The soil obtained by C01 is converted into train and track loads using the soil column method to obtain train and track load data; wherein the train and track load data may include the weight, height and width of the soil column obtained using the soil column method.

[0127] The distance from the surface of each soil layer to the surface of the roadbed includes: The distance from the upper surface of the soil layer to the roadbed surface, and the distance from the roadbed to the The distance from the lower surface of the soil layer to the roadbed surface.

[0128] According to the above data, calculate the roadbed Additional stress on the upper surface of the soil layer and the roadbed Additional stress on the lower surface of the soil layer:

[0129]

[0130]

[0131] in, The weight of the soil column obtained by converting the soil column method for train and track loads; The height of the soil column obtained by converting the soil column method for train and track loads; The width of the soil column obtained by using the converted soil column method for train and track loads; Lucky The distance from the upper surface of the soil layer to the surface of the roadbed; Lucky The distance from the lower surface of the soil layer to the roadbed surface.

[0132] Accordingly, Luke The initial average additional stress of the soil layer is:

[0133]

[0134] According to the current water content change, determine the influence change of the initial average additional stress, and according to the determined influence change of the initial average additional stress, the current roadbed The initial average additional stress of the soil layer is adjusted to obtain the roadbed The average additional stress in the soil layer.

[0135] The above is a method for realizing deformation monitoring of railway lines in funnel areas based on roadbed surface deformation monitoring. The following example 2 illustrates a method for realizing deformation monitoring of railway lines in funnel areas based on deformation monitoring of railway bridge supports.

[0136] Figure 6 FIG. 1 is a flow chart of a method for monitoring deformation of a railway line in a funnel area according to another embodiment of the present invention. Figure 6 As shown, the method for monitoring the deformation of railway bridge supports provided in Example 2 to realize deformation monitoring of railway lines in funnel areas is as follows:

[0137] Step 210: Determine the surface settlement data and stratified soil settlement data corresponding to the bridge outside the target railway line limit in the funnel area; wherein the surface settlement data and stratified soil settlement data corresponding to the bridge are determined based on the moisture content data corresponding to the bridge.

[0138] Figure 7Schematic diagram of the collection and analysis of the deformation of railway bridge bearings provided by the embodiment of the present invention, such as Figure 7 As shown below, combined Figure 7 This embodiment will be described.

[0139] Similar to the method provided in Example 1, since the railway bridge has a protective limit, the railway bridge affected by the funnel area cannot be measured within the limit. Considering that there is a corresponding relationship between the deformation of the soil layer at the same depth as the railway bridge outside the limit and the surface deformation of the bridge within the limit, this embodiment analyzes the measurement results of the deformation of the soil layer outside the limit to confirm the deformation of the railway bridge support.

[0140] In this embodiment, a monitoring point is drilled at a location outside the clearance of a target railway bridge within the funnel area. The first and second integrated monitoring elements provided in the above-described embodiments are embedded in the drilled holes to collect initial surface settlement data, initial stratified soil settlement data, moisture content data, and other data corresponding to the bridge outside the clearance. The moisture content data may include rainfall data and soil moisture content. The first and second integrated monitoring elements each upload their collected data to an electronic device for data analysis. The electronic device fully considers the impact of moisture content data on soil structure, analyzes and predicts changes in soil structure data, and obtains predicted surface settlement data and stratified soil settlement data corresponding to the bridge outside the clearance.

[0141] In this embodiment, the determination of the surface settlement data and the layered soil settlement data corresponding to the bridge can refer to the relevant steps in Example 1, which will not be repeated here.

[0142] Step 220: Determine the predicted value of the railway bridge pier deformation within the limit based on the surface settlement data and the layered soil settlement data corresponding to the bridge.

[0143] Considering that traditional settlement monitoring methods are difficult to predict the development law of differential settlement, this embodiment is based on the surface settlement data and layered soil settlement data corresponding to the bridge obtained by prediction analysis, considering the correspondence between the data outside the limit and the data within the limit, and obtains the predicted value of the railway bridge pile deformation within the limit, that is, Figure 7 The deformation of the pile cap S6 is calculated. Predictive analysis enables early response to various risks, enabling the implementation of emergency measures to prevent damage to the target railway line.

[0144] Step 230: Determine the corresponding railway bridge bearing deformation of the target railway line based on the predicted value of the railway bridge abutment deformation within the limit.

[0145] In this embodiment, the predicted value of the railway bridge cap deformation within the limit can be considered, that is, Figure 7Based on the deformation variable S6 of the middle platform and the deformation variable S7 of the bridge pier, the corresponding railway bridge bearing deformation variable S8 of the target railway line is obtained.

[0146] By comprehensively considering the influence of various factors, the accuracy of calculation and analysis results can be improved.

[0147] Step 240: Based on the railway bridge support deformation S8, deformation monitoring is performed on the target railway line.

[0148] In this embodiment, the obtained railway bridge bearing deformation can be compared with a predetermined standard railway bridge bearing deformation to determine whether the corresponding bridge on the target railway line needs repair. The predetermined standard railway bridge bearing deformation is determined based on standard construction standards.

[0149] Exemplarily, when the railway bridge bearing deformation is greater than the predetermined standard railway bridge bearing deformation, the corresponding bridge of the target railway line is repaired; when the railway bridge bearing deformation is equal to the predetermined standard railway bridge bearing deformation, it is determined whether the difference between the current railway bridge bearing deformation and the last railway bridge bearing deformation is greater than the preset difference to judge whether the deformation of the bridge has changed suddenly. If so, the corresponding bridge of the target railway line is repaired, otherwise no repair is required; when the railway bridge bearing deformation is less than the predetermined standard railway bridge bearing deformation, no repair is required.

[0150] In an optional embodiment, determining the predicted value of the deformation of the railway bridge pier within the limit based on the surface settlement data and the layered soil settlement data corresponding to the bridge in step 220 may include:

[0151] According to the corresponding relationship between the surface settlement data corresponding to the bridge and the stratified soil settlement data, the deep soil settlement value corresponding to the bridge is determined.

[0152] The deep soil settlement value corresponding to the bridge is used as the predicted value of the railway bridge pedestal deformation within the limit.

[0153] like Figure 7 As shown, there is a corresponding relationship between the surface settlement data and the stratified soil layer settlement data. Based on the corresponding relationship, the deep settlement value S5 of the soil layer within the limit corresponding to the bridge is determined, that is, the deep settlement value S5.

[0154] Since the borehole corresponding to this monitoring point is relatively close to the bridge pedestal, the funnel area is distributed over a large area, and the settlement caused in a small range is basically the same, it is believed that the deep settlement value S5 of the soil layer at the same height as the bridge pedestal caused by the influence of the funnel area is approximately consistent with the pedestal deformation value S6. That is, the deep settlement value S5 of the soil layer corresponding to the bridge is used as the predicted value of the pedestal deformation value of the railway bridge within the limit.

[0155] In this way, the predicted deformation value of the railway bridge pedestal within the limit can be determined without monitoring the soil layer within the limit.

[0156] In an optional embodiment, determining the corresponding railway bridge bearing deformation of the target railway line according to the predicted value of the railway bridge cap deformation within the limit in step 230 may include:

[0157] Collect the weight of the superstructure above the bridge piers, train and track loads, the length of the piers, the elastic modulus of the piers, and the cross-sectional area of ​​the piers.

[0158] The deformation of the bridge pier is calculated based on the weight of the superstructure above the bridge pier, the train and track loads, the length of the pier, the elastic modulus of the pier, and the cross-sectional area of ​​the pier.

[0159] The sum of the predicted value of the railway bridge abutment deformation within the limit and the pier deformation is taken as the corresponding railway bridge bearing deformation of the target railway line.

[0160] exist Figure 7 Considering that when a bridge cap deforms, not only does the ground on which it rests deform due to settlement, but the cap itself also deforms due to settlement caused by train and track loads. Therefore, this embodiment uses the sum of the predicted within-limit railway bridge cap deformation and the pier deformation S7 as the railway bridge support deformation S8.

[0161] In this embodiment, the pier deformation S7 is calculated based on the weight of the superstructure above the bridge pier, the train and track loads, the length of the pier, the elastic modulus of the pier, and the cross-sectional area of ​​the pier.

[0162] The calculation formula is:

[0163]

[0164] in, is the weight of the superstructure above the bridge piers; is the train and track load; is the length of the pier; is the elastic modulus of the pier; is the cross-sectional area of ​​the pier.

[0165] For the content that is not fully described in Example 2, please refer to the relevant content in Example 1.

[0166] Based on the content in Example 2, it can be seen that since the railway line has a protective limit, the railway line related data affected by the funnel area cannot be measured within the limit. Therefore, this embodiment selects the relevant data outside the limit and performs calculation and analysis through the correspondence between the relevant data outside the limit and the relevant data inside the limit. In the process of analysis and calculation, the influence of water content changes on soil compressibility is fully considered, and the surface settlement and stratified soil settlement data under the influence of water content data are determined to improve monitoring accuracy. Based on the accurate settlement data, the predicted value of the railway bridge pedestal deformation is determined, and then the railway bridge support deformation is obtained. It is possible to detect potential deformation problems of the bridge in advance and improve the accuracy of settlement monitoring.

[0167] Based on the above embodiments, it can be seen that the embodiments of the present invention have the following advantages: providing an integrated monitoring element that can avoid repeated drilling during the construction process; monitoring and judging the roadbed and bridge of the railway line separately, and considering the influence of moisture content data in the judgment process, thereby improving monitoring accuracy through prediction.

[0168] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0169] In the above embodiments, the descriptions of each embodiment have their own focus. For parts not described or recorded in detail in one embodiment, please refer to the relevant descriptions of other embodiments. Unless otherwise specified or there is a logical conflict, the terms and / or descriptions between different embodiments are consistent and can be referenced to each other. The technical features of different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0170] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included in the scope of protection of the present invention.

Claims

1. A method for monitoring deformation of railway lines in a funnel area, characterized in that: include: Determining surface settlement data and stratified soil layer settlement data corresponding to a roadbed outside a target railway line limit in a funnel area; wherein the surface settlement data and stratified soil layer settlement data corresponding to the roadbed are determined based on water content data corresponding to the roadbed; Determining a predicted value of the roadbed foundation deformation within a limit based on the surface settlement data and the layered soil settlement data corresponding to the roadbed; Determining the corresponding roadbed surface deformation of the target railway line according to the predicted value of the roadbed foundation deformation within the limit; Deformation monitoring of the target railway line is performed based on the roadbed surface deformation.

2. The method for monitoring deformation of railway lines in a funnel area according to claim 1, characterized in that: The step of determining the predicted value of the roadbed foundation deformation within the limit based on the surface settlement data and the layered soil settlement data corresponding to the roadbed includes: Determining the deep settlement value of the soil layer within the limit corresponding to the roadbed based on the corresponding relationship between the surface settlement data corresponding to the roadbed and the settlement data of the layered soil layers; The deep settlement value of the soil layer corresponding to the roadbed is used as the predicted value of the roadbed foundation deformation within the limit.

3. The method for monitoring deformation of railway lines in a funnel area according to claim 1, characterized in that: The step of determining the corresponding roadbed surface deformation of the target railway line according to the predicted value of the roadbed foundation deformation within the limit includes: Determining the thickness, confined compression modulus, and average additional stress of each soil layer corresponding to the roadbed; wherein the confined compression modulus and the average additional stress are determined based on the water content data corresponding to the roadbed; Calculating the roadbed shape variables according to the thickness, lateral confinement compression modulus and average additional stress of each soil layer corresponding to the roadbed; The sum of the predicted value of the roadbed foundation deformation within the limit and the roadbed body deformation is used as the roadbed surface deformation corresponding to the target railway line.

4. The method for monitoring deformation of a railway line in a funnel area according to claim 3, characterized in that: The confined compression modulus and the average additional stress are obtained by: Collect the distance from each soil layer surface to the roadbed surface, as well as train and track load data; Determine the current water content change; Adjusting the current confined compression modulus according to the current water content change to obtain the confined compression modulus; Calculating the initial average additional stress based on the distance from the surface of each soil layer of the roadbed to the roadbed surface and the train and track load data; The initial average additional stress is adjusted according to the current water content change to obtain the average additional stress.

5. The method for monitoring deformation of railway lines in a funnel area according to claim 1, characterized in that: The moisture content data corresponding to the roadbed includes rainfall data and soil moisture content; the surface settlement data and layered soil settlement data corresponding to the roadbed are obtained by the following method: Collecting initial surface settlement data, initial layered soil settlement data, rainfall data and soil moisture content corresponding to the roadbed; determining surface subsidence prediction data based on the rainfall data; Determining surface settlement data corresponding to the roadbed based on the surface settlement prediction data and the initial surface settlement data; determining the groundwater level according to the moisture content of the soil; Determining predicted settlement data of stratified soil layers based on the groundwater level; The settlement data of the stratified soil layers corresponding to the roadbed are determined according to the initial stratified soil layer settlement data and the stratified soil layer settlement prediction data.

6. The method for monitoring deformation of railway lines in a funnel area according to claim 1, characterized in that: The method further comprises: Determining surface settlement data and stratified soil settlement data corresponding to a bridge outside the target railway line clearance in the funnel area; wherein the surface settlement data and stratified soil settlement data corresponding to the bridge are determined based on the water content data corresponding to the bridge; Determining a predicted value of the deformation of a railway bridge pier within a limit based on surface settlement data and layered soil settlement data corresponding to the bridge; Determining the corresponding railway bridge bearing deformation of the target railway line according to the predicted value of the railway bridge cap deformation within the limit; Deformation monitoring of the target railway line is performed based on the deformation amount of the railway bridge support.

7. The method for monitoring deformation of a railway line in a funnel area according to claim 6, characterized in that: The method of determining the predicted value of the deformation of the railway bridge pier within the limit based on the surface settlement data and the layered soil settlement data corresponding to the bridge comprises: Determining the deep soil settlement value corresponding to the bridge based on the corresponding relationship between the surface settlement data corresponding to the bridge and the stratified soil settlement data; The deep soil settlement value corresponding to the bridge is used as the predicted value of the railway bridge pedestal deformation within the limit.

8. The method for monitoring deformation of a railway line in a funnel area according to claim 6, characterized in that: The step of determining the corresponding railway bridge bearing deformation of the target railway line according to the predicted value of the railway bridge cap deformation within the limit includes: Collect the weight of the superstructure above the bridge piers, train and track loads, pier length, pier elastic modulus, and pier cross-sectional area; Calculating the deformation of the bridge pier based on the weight of the superstructure above the bridge pier, the train and track loads, the length of the bridge pier, the elastic modulus of the bridge pier, and the cross-sectional area of ​​the bridge pier; The sum of the predicted value of the railway bridge pedestal deformation within the limit and the pier deformation is used as the railway bridge support deformation corresponding to the target railway line.

9. An electronic device, characterized in that: The method comprises a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the method according to any one of claims 1 to 8 is implemented.

10. A funnel area railway line deformation monitoring system, characterized in that: It comprises a first integrated monitoring element, a second integrated monitoring element, and the electronic device as claimed in claim 9; wherein the first integrated monitoring element comprises a rainfall monitoring element and a settlement monitoring element; and the second integrated monitoring element comprises a water content monitoring element and a depth settlement monitoring element.

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