A railway line positioning method and system for railway construction management

Abstract

The application provides a railway line positioning method and system for railway construction management, and the method comprises the following steps: for a first positioning level, determining a key inflection point where a turning angle of a direction turning position on a railway line exceeds a preset angle threshold, and constructing a basic framework of the railway line based on positioning data of the key inflection point; for a second positioning level, positioning is performed in units of sections of railway engineering, and a three-dimensional model about a single-track railway section is constructed based on positioning data of key points in the section; for a third positioning level, a field monitoring point is selected at a preset key position in each section, a corresponding accurate positioning point is set for each field monitoring point, the accurate positioning point is associated with a three-dimensional model of the key position, and the position and / or state of the key position are displayed by visualizing the associated three-dimensional model. The application can meet the demand of railway construction management while weakening the pressure on the management platform system.

Description

Technical Field

[0001] This invention relates to the field of construction safety management technology, and in particular to a railway line positioning method and system for railway construction management. Background Technology

[0002] Smart construction sites represent the application of the "Smart Earth" concept in the engineering field, offering a novel approach to project lifecycle management. The railway construction management system displays railway construction lines within a fixed area. These lines are categorized into three types: railway construction lines under construction, railway construction lines for which site infrastructure planning has been completed, and planned railway construction lines whose plans have been finalized.

[0003] Common railway construction management systems are heavily limited by system load and operating costs when displaying railway construction lines. To display the detailed location of each railway construction line and the construction progress of specific sections, a large number of location points need to be set. This places a heavy burden on the construction platform, causing severe system lag, and this method of setting numerous location points also incurs prohibitive system operating costs. Conversely, reducing the number of location points to alleviate system load results in lower line positioning accuracy, failing to meet the needs of managing construction lines using a railway construction management system. Furthermore, regardless of the positioning method, the complexity of railway lines makes it difficult to clearly and accurately represent them in the display system, thus affecting the user's overall control of the construction.

[0004] Therefore, how to propose a railway line positioning method for railway construction management, so as to meet the construction line management needs of the railway construction management system while reducing the load pressure on the management platform system, is an urgent technical problem to be solved. Summary of the Invention

[0005] In view of this, embodiments of the present invention provide a railway line positioning method and system for railway construction management, in order to eliminate or improve one or more defects existing in the prior art.

[0006] One aspect of the present invention provides a railway line positioning method for railway construction management, which adopts differentiated hierarchical positioning for different positioning needs, including: for the first positioning level, identifying key inflection points on the railway line where the turning angle exceeds a preset angle threshold, and constructing a basic framework of the railway line based on the positioning data of the key inflection points; for the second positioning level, positioning is performed using the sections included in the railway project as units, and constructing a three-dimensional model of a single-track railway section based on the positioning data of key points in the section; wherein, the key points in the section include the starting point, inflection point, ending point, and other preset types of key points, and the three-dimensional display model uses different graphic elements to distinguish various types of railway lines, construction progress, and key point types; for the third positioning level, selecting on-site monitoring points for preset key parts in each section, setting a one-to-one corresponding precise positioning point for each on-site monitoring point, establishing a mapping relationship between the on-site monitoring points and the precise positioning points, associating the precise positioning points with the three-dimensional model of the key parts, and displaying the position and / or status of the key parts through visualization of the associated three-dimensional model.

[0007] In some embodiments of the present invention, the basic framework of the railway line includes a railway line outline connected by key inflection points and preset key nodes on the railway line. The types of preset key nodes include at least one of urban nodes, bridge entrances and exits, and tunnel entrances and exits. The method further includes: visually presenting the basic framework of the railway line and using different graphic elements to distinguish different railway lines and preset key nodes on the railway line.

[0008] In some embodiments of the present invention, the method further includes: for the positioning data of key inflection points, switching to a terrain-feature-based auxiliary positioning algorithm for supplementary positioning, so as to complete or calibrate the positioning data of the key inflection points.

[0009] In some embodiments of the present invention, the method further includes: a step of collecting positioning data of key points in a section, firstly using the Beidou satellite navigation system to preliminarily determine the position coordinates of the key points, then using a total station to select multiple stable reference points around the key points, measuring the distance and angle relationship between the multiple stable reference points and the key points respectively, and calculating the precise positioning data of the key points based on the geometric relationship.

[0010] In some embodiments of the present invention, in the step of collecting location data of key points in a section, the method further includes: determining the complexity of the terrain of each section, and for sections whose complexity exceeds a preset threshold, assisting in calculating the location data of key points by temporarily adding auxiliary measurement points.

[0011] In some embodiments of the present invention, the method further includes: generating a three-dimensional terrain model based on satellite remote sensing images or topographic mapping data, superimposing the basic framework of the railway line or a three-dimensional model of a single-track railway section onto the generated three-dimensional terrain model, thereby visually presenting the positional relationship between the railway line and the terrain.

[0012] In some embodiments of the present invention, the method further includes: obtaining in real time the monitoring data collected by the monitoring equipment deployed at the one-to-one corresponding on-site monitoring points by accessing the precise positioning points, thereby realizing real-time monitoring of the progress and status of railway construction at the preset key parts in each section.

[0013] Corresponding to the above methods, the present invention also provides a railway line positioning system for railway construction management, including a processor, a memory, and a computer program / instructions stored in the memory. The processor is used to execute the computer program / instructions. When the computer program / instructions are executed, the railway line positioning system implements the steps of any of the methods described in the above embodiments.

[0014] In accordance with the above methods, the present invention also provides a computer-readable storage medium having a computer program / instructions stored thereon, which, when executed by a processor, implements the steps of the method as described in any of the above embodiments.

[0015] Corresponding to the above methods, the present invention also provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the method as described in any of the above embodiments.

[0016] The railway line positioning method and system proposed in this invention for railway construction management can accurately meet the positioning needs of different levels of railway construction through the construction of a multi-stage hierarchical positioning scheme. While meeting the construction line management needs of the railway construction management system, it reduces the load pressure on the management platform system.

[0017] Additional advantages, objects, and features of the invention will be set forth in part in the description which follows, and will also become apparent in part to those skilled in the art upon studying the description, or may be learned by practice of the invention. The objects and other advantages of the invention can be realized and obtained by means of the structures specifically pointed out in the description and drawings.

[0018] Those skilled in the art will understand that the objectives and advantages achievable with the present invention are not limited to those specifically described above, and that the above and other objectives achievable with the present invention will become clearer from the following detailed description. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, are not intended to limit the scope of the invention. In the drawings:

[0020] Figure 1 This is a flowchart of a railway line positioning method for railway construction management according to an embodiment of the present invention.

[0021] Figure 2 This is a schematic diagram of railway line monitoring at the fine positioning level of the railway line positioning system in one embodiment of the present invention.

[0022] Figure 3 This is a schematic diagram of the computer equipment included in the system. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the embodiments and accompanying drawings. Here, the illustrative embodiments and descriptions of this invention are used to explain the invention, but are not intended to limit the invention.

[0024] It should also be noted that, in order to avoid obscuring the invention with unnecessary details, only the structures and / or processing steps closely related to the solution according to the invention are shown in the accompanying drawings, while other details that are not closely related to the invention are omitted.

[0025] It should be emphasized that the term "including / comprises" as used herein refers to the presence of a feature, element, step, or component, but does not exclude the presence or addition of one or more other features, elements, steps, or components.

[0026] It should also be noted that, unless otherwise specified, the term "connection" in this article can refer not only to a direct connection, but also to an indirect connection involving an intermediary.

[0027] In the following description, embodiments of the invention will be illustrated with reference to the accompanying drawings. In the drawings, the same reference numerals represent the same or similar parts, or the same or similar steps.

[0028] To address the problem of high system load and operating costs in existing railway construction management systems, and to reduce the load on the management platform while meeting the needs of railway construction management system line management, this invention proposes a railway line positioning method and system for railway construction management. The railway line positioning method for railway construction management proposed in this invention provides differentiated positioning for different positioning accuracy requirements. The positioning function in the system is divided into three levels: Level 1 is a coarse positioning level, used for line display, employing a key inflection point positioning method for displaying the permissions of regional railways; Level 2 is a slightly refined level, using a section display level to hierarchically display and manage project section information, adding a section positioning scheme based on inflection point positioning, positioning by section, and meticulously locating the starting point, inflection point, ending point, and key points (including important bridges, tunnel entrances and exits, and the center position of large stations) of each section; Level 3 is a refined positioning level, using a detailed control level to hierarchically manage and control the details of railway engineering projects, setting precise positioning points for key parts, including structures and preset key monitoring points, in section positioning management.

[0029] Figure 1 This is a flowchart of a railway line positioning method for railway construction management according to an embodiment of the present invention. The method employs differentiated hierarchical positioning for different positioning needs, including:

[0030] Step S110: For the first positioning level, determine the key inflection points on the railway line where the turning angle exceeds a preset angle threshold, and construct the basic framework of the railway line based on the positioning data of the key inflection points.

[0031] Step S120: For the second positioning level, positioning is performed using the sections included in the railway project as units. A three-dimensional model of the single-track railway section is constructed based on the positioning data of key points in the section. The key points in the section include the starting point, turning point, ending point, and other preset types of key points. The three-dimensional display model uses different graphic elements to distinguish between various types of railway lines, construction progress, and key point types.

[0032] Step S130: For the third positioning level, select on-site monitoring points for the key parts preset in each section, set a one-to-one precise positioning point for each on-site monitoring point, establish a mapping relationship between the on-site monitoring points and the precise positioning points, associate the precise positioning points with the three-dimensional model of the key parts, and display the position and / or status of the key parts through visualization of the associated three-dimensional model.

[0033] For step S110, in specific implementation, the first positioning level can be a coarse positioning level, using the key inflection point positioning method for the permission display of regional railways. The setting standard for the preset threshold is the inflection point where the railway line undergoes a significant directional change due to terrain, crossing geographical obstacles, or passing through important locations. The setting standard for railway lines varies, and the ultimate goal is to outline the approximate route of the entire railway line with low computational cost. Among them, railways under construction management can be divided into planned railways, railways under construction, and existing high-speed railways according to different construction management stages, and different graphics are used to distinguish them. The geographic positioning data (including latitude and longitude coordinates and altitude information, etc.) of key inflection points on the railway line that undergo significant directional changes due to terrain, crossing geographical obstacles, or passing through important locations can be measured using equipment such as the Global Navigation Satellite System and total station. The basic framework of the railway line is used to roughly outline the entire route of the railway.

[0034] For step S120, in specific implementation, the second positioning level can be a slightly more refined level, which adds a section positioning scheme on the basis of inflection point positioning. The section display hierarchy is used to display and manage railway project section information in layers. Positioning is performed on a section-by-section basis, with detailed positioning of the starting point, inflection point, ending point, and key points (including bridge entrances / exits, tunnel entrances / exits, and the center location of large stations) for each section. A Geographic Information System (GIS) or 3D modeling software receives the collected positioning data and uses graphics processing technology and visualization algorithms to import the positioning data into a professional GIS or 3D modeling software. Using advanced graphics processing technology and visualization algorithms, this positioning data can be transformed into a 3D model of a single-track railway section based on intuitive graphic elements. The constructed 3D model provides a visual representation of the entire single-track railway section.

[0035] For step S120, in the three-dimensional model, specific line styles can be used to distinguish line types, dynamic color markings can be used to indicate construction progress, and icons can be set to identify the start, end, and turning points of a single-line railway section and to add detailed information. The graphic elements used in the three-dimensional display model to distinguish railway line related information include, but are not limited to: (1) different colors and line thicknesses can be used to distinguish different railway line types, or the lines can be dynamically color-marked according to the construction progress; (2) for the start and end points of the section, eye-catching icons will be set to identify them, such as using a circular icon to indicate the start point and a square icon to indicate the end point, and adding detailed information next to the icon, such as the section name, the mileage of the start and end points, etc.; (3) turning points are highlighted by special symbols or markings, such as using a triangle icon, and adding the number and angle information of the turning point on the icon; (4) other preset key points, such as the entrances and exits of bridges and tunnels and the center of large stations, can be displayed using richer graphic elements and detailed information markings.

[0036] For step S130, in specific implementation, the third positioning level can be a refined positioning level, using a detailed control level approach to manage and control the details of the railway engineering project in layers. On-site monitoring points refer to the actual locations of monitoring equipment on the railway site, while precise positioning points are monitoring points in the context of line positioning; there is a one-to-one mapping relationship between the two. On-site monitoring points selected at key locations include, but are not limited to: the top and bottom of railway bridge piers, the junction of bridge abutments and embankments, the entrances and exits of railway tunnels, steep slopes along the railway line, key turning points in the tunnel body, and changes in the lining structure, as well as other structures, etc., and precise positioning points are set for these on-site monitoring points. For example, bridge pier positioning points are measured using a total station in conjunction with high-precision satellite positioning equipment; tunnel positioning points are measured using laser rangefinders, gyroscopes, and control traverses within the tunnel, and then linked to a 3D model using 3D laser scanning technology; steep slopes are positioned using high-precision displacement sensors and tilt sensors combined with satellite positioning technology. The positioning points are precisely matched with the on-site monitoring points, and the coordinate information of the on-site monitoring points is imported through Geographic Information System (GIS) technology to establish a one-to-one mapping relationship. By accessing the precise positioning points, real-time information of the on-site monitoring points can be obtained, which is beneficial for real-time local precise positioning of railway lines and monitoring of progress and status.

[0037] The railway line positioning method for railway construction management proposed in this invention can accurately meet the positioning needs of different levels of railway construction through the construction of a multi-stage hierarchical positioning scheme. While meeting the construction line management needs of the railway construction management system, it reduces the load pressure on the management platform system.

[0038] In some embodiments of the present invention, the basic framework of a railway line includes a railway line outline connected by key inflection points and preset key nodes on the railway line. The types of preset key nodes include at least one of urban nodes, bridge entrances and exits, and tunnel entrances and exits.

[0039] Furthermore, the railway line positioning method proposed in this invention also includes: visually presenting the basic framework of the railway line and using different graphic elements to distinguish different railway lines and preset key nodes on the railway lines. In specific implementation, different railway lines can be line sections divided according to mileage, or construction management stages divided according to construction type. This invention is not limited to these; the above classification method of railway lines is merely an example, and all classification methods readily conceived in the art are within the scope of protection claimed by this invention.

[0040] This invention is not limited to this; other preset key nodes can also be included on the basic framework of the railway line. During user interaction, the size of the railway line displayed can be switched via touch, remote control commands, and panning. Detailed information is displayed at key turning points or key nodes when the map is zoomed in, and only the railway line itself is displayed when the map is zoomed out. This can be adjusted as needed to accommodate different visualization accuracy requirements of users' positioning results. Detailed information at key turning points or key nodes can be city names, place names, bridge names or numbers, tunnel names or numbers, railway project names or numbers, etc.

[0041] Using this embodiment of the invention is beneficial for presenting coarse-precision positioning results within the basic framework of railway lines, and further allows for flexible display of detailed information at key nodes or key inflection points during the user interaction process of zooming in and out of the visualization.

[0042] In some embodiments of the present invention, the method further includes: for the positioning data of key inflection points, switching to a terrain-feature-based auxiliary positioning algorithm for supplementary positioning, so as to complete or calibrate the positioning data of the key inflection points.

[0043] Using this embodiment of the invention is beneficial for supplementing the positioning data of each key turning point in the railway line based on the auxiliary positioning algorithm when encountering satellite signal obstruction or other factors that affect positioning accuracy, thereby ensuring the integrity and accuracy of the railway line in the coarse positioning stage.

[0044] In some embodiments of the present invention, the method further includes: a step of collecting positioning data of key points in a section, firstly using the Beidou satellite navigation system to preliminarily determine the position coordinates of the key points, then using a total station to select multiple stable reference points around the key points, measuring the distance and angle relationship between the multiple stable reference points and the key points respectively, and calculating the precise positioning data of the key points based on the geometric relationship.

[0045] In the specific implementation process, taking the starting point positioning of a certain railway section as an example, the Beidou satellite navigation system is first used to preliminarily determine the approximate location of the starting point. Then, three stable reference points are selected in the surrounding area using a total station, and the distance and angle relationship between these three reference points and the starting point are measured respectively. After multiple measurements and data processing, the precise coordinates of the starting point are finally determined.

[0046] Using this invention embodiment is beneficial for accurately locating the coordinates of key points, thereby ensuring the accuracy of the visualized positioning results and enabling construction management personnel to understand railway construction plans more conveniently and efficiently.

[0047] In some embodiments of the present invention, in the step of collecting location data of key points in a section, the method further includes: determining the complexity of the terrain of each section, and for sections whose complexity exceeds a preset threshold, assisting in calculating the location data of key points by temporarily adding auxiliary measurement points.

[0048] By employing this embodiment of the invention, positioning accuracy can be improved by temporarily adding auxiliary measurement points, in order to cope with complex terrain of the section and ensure the accuracy of railway line positioning.

[0049] In some embodiments of the present invention, the method further includes: generating a three-dimensional terrain model based on satellite remote sensing images or topographic mapping data, superimposing the basic framework of the railway line or a three-dimensional model of a single-track railway section onto the generated three-dimensional terrain model, thereby visually presenting the positional relationship between the railway line and the terrain.

[0050] By employing this embodiment of the invention, railway lines at different precision positioning levels can be superimposed onto a terrain model, which is beneficial for intuitively displaying the route of the railway line under different terrain conditions, the positional relationship between the railway line and the terrain, and clearly showing the position and function of bridges and tunnels in the terrain.

[0051] In some embodiments of the present invention, the method further includes: obtaining in real time the monitoring data collected by the monitoring equipment deployed at the on-site monitoring points corresponding to the precise positioning points, thereby realizing real-time monitoring of the progress and status of railway construction at the preset key parts in each section.

[0052] By employing this invention, the railway construction progress and status of the preset key parts included in each section under the refined level can be monitored in real time, and construction anomalies or progress anomalies can be detected in real time, thereby notifying relevant units or personnel to handle them in a timely manner.

[0053] In practical implementation, the first positioning level can be a coarse positioning level, used for route display, and a key inflection point positioning method, used for the permission display of regional railways. The coarse positioning level accurately measures the geographical coordinates of key inflection points on the railway line that cause significant directional changes due to terrain, geographical obstacles, or important locations. This includes latitude, longitude, and altitude information. Measurements are performed using equipment such as the Global Navigation Satellite System (GNSS) and total stations. Multiple measurements are taken and averaged, and equipment calibration is used to ensure data accuracy. The key inflection point coordinate data are connected in chronological order along the line to roughly outline the entire railway route in the display system, constructing the basic framework of the railway line. Simultaneously, if satellite signal obstruction is encountered during the key inflection point measurement process, the system automatically switches to a terrain-based auxiliary positioning algorithm for supplementary positioning, ensuring the completeness of the key inflection point positioning.

[0054] Key inflection point location is the core method in the coarse location stage, and its principle is based on a macroscopic understanding of the overall direction of the railway line. During the long extension process, the railway line will experience many changes in terrain and landforms, such as crossing mountains, rivers, and cities. These special geographical locations often cause the railway line to make obvious directional changes, forming key inflection points.

[0055] Taking mountain railways as an example, when a railway needs to cross a valley, the line will have obvious turning points on the mountainsides on both sides of the valley; these turning points are critical inflection points. In actual positioning, by accurately measuring the geographical coordinates of these critical inflection points, such as latitude, longitude, and altitude, the basic framework of the railway line can be constructed. Using modern surveying and mapping technologies, such as Global Navigation Satellite System (GNSS) and total stations, high-precision measurement of the coordinates of critical inflection points can be achieved. During the measurement process, to ensure the accuracy and reliability of the measurement data, the measuring equipment needs to be rigorously calibrated and inspected, and the method of averaging multiple measurements is used to reduce measurement errors. These critical inflection points include, but are not limited to: left and right turning points of the railway line, bridge starting points, bridge ending points, tunnel starting points, tunnel ending points, uphill points, and downhill points.

[0056] Furthermore, by connecting the coordinates of these key inflection points in chronological order along the route, the general direction of the entire railway line can be roughly outlined. This method is like drawing a simple sketch of the railway line on a map. Although it doesn't capture every detail, it clearly presents the overall outline of the railway line, providing a basic framework for subsequent more refined positioning. Key inflection point positioning is like building the framework of a house. While the framework itself doesn't contain all the details of the house, it determines its overall shape and layout, providing a foundation for subsequent construction and decoration. In the railway construction visualization system, key inflection point positioning provides construction personnel and managers with a macroscopic perspective of the railway line, enabling them to quickly understand the general direction and geographical location of the railway, providing important reference for construction planning and decision-making.

[0057] In a large, visualized overview screen, key inflection points can be located to display the entire regional railway line in an intuitive and clear manner. By importing the acquired coordinate data of key inflection points into the large-screen display system, and using professional Geographic Information System (GIS) software or graphics processing technology, these coordinate points can be transformed into visual graphic elements and accurately drawn on the large screen. The outline of the railway line connecting the key inflection points is displayed with bright colors and eye-catching styles, contrasting with the background of the large screen. Special markers such as icons of different shapes and flashing lights are set at key inflection points, along with detailed information labels. Interactive functions are provided, allowing users to zoom in, zoom out, and pan the railway line through touch screens, remote controls, etc., to obtain information at different levels. In addition, the large-screen display system can intelligently adjust the display priority and highlighting effect of key inflection points and lines according to user operating habits and focus.

[0058] When users view the entire regional railway line on the large screen, the first thing they see is the outline of the railway line formed by key turning points. These lines are presented in bright colors and eye-catching styles, creating a strong contrast with the screen background and making it easy for users to quickly identify them. To further enhance the display, special markers, such as icons of different shapes or flashing lights, can be placed at key turning points to highlight these important locations. For key turning points such as important city nodes, entrances or exits of large bridges or tunnels, detailed information such as place names and project names can be added next to the icons, allowing users to more intuitively understand the relationship between the railway line and its surrounding environment.

[0059] To meet the needs of different users during the visualization process, interactive functions can be added to the page. Users can zoom in, zoom out, and pan the railway line by touching the large screen or using a remote control, allowing for a more detailed observation of the line's direction and the location of key inflection points. When users zoom in on the map, detailed information at key inflection points is displayed more clearly; when users zoom out, they can see the entire railway line across a wider area. This interactive display method allows users to flexibly obtain the information they need according to their requirements, greatly improving the visualization effect and user experience. By locating key inflection points and presenting the basic framework of the railway line at the first positioning level on the large screen, construction personnel and managers can quickly and comprehensively understand the situation of the entire regional railway line, providing strong support for formulating construction plans and allocating resources.

[0060] In practical implementation, the second level can be a slightly more refined positioning level, used for displaying railway sections. This level adds a section positioning scheme to the existing inflection point positioning. At this slightly more refined positioning level, positioning is performed on a section-by-section basis to achieve integrated display of single-track railway sections. Each section has its unique starting point, ending point, and route. By meticulously locating its starting point, inflection points, ending point, and key points, the location and route conditions of the section are accurately presented.

[0061] For more refined positioning levels, the starting point of the section is located using multiple measurements and calibrations with GNSS and a total station. For inflection points caused by topography, urban planning, and other factors, precise measurements are taken using high-precision equipment such as total stations and levels, after analysis and judgment based on topographic mapping data, on-site surveys, and Geographic Information System (GIS). A similar positioning method is used for the ending point of the section, and its connection with the starting point of the next section is verified. Key points within the section, including bridge entrances / exits, tunnel entrances / exits, and the center of large stations, are located using various measurement techniques combined with actual on-site conditions. The positioning data is imported into a Geographic Information System (GIS) or 3D modeling software, and graphic processing techniques and visualization algorithms are used to transform it into graphic elements to display the single-track railway section. Specific line styles are used to distinguish line types, dynamic colors are used to mark construction progress, and icons are set to identify the starting point, ending point, and inflection points with detailed information. Rich graphic elements and detailed annotations are used to display key points, and topographic information backgrounds are added with interactive functions. At this stage, if the terrain complexity of a section exceeds a preset threshold, temporary auxiliary measurement points are automatically added to improve positioning accuracy.

[0062] For example: (1) The starting point of the section is the starting position of railway construction, and the accuracy of its positioning is directly related to the correctness of the starting coordinates of the entire section. By using a global satellite navigation system (GNSS), such as GPS and Beidou, high-precision starting coordinate information can be obtained. In actual operation, in order to ensure the reliability of the starting point positioning, multiple reference points will be set up on site, and multiple measurements and calibrations will be carried out using measuring equipment such as a total station. In the starting point positioning of a certain railway section, the Beidou satellite navigation system is first used to preliminarily determine the approximate location of the starting point. Then, three stable reference points are selected around the starting point using a total station, and the distance and angle relationship between these three reference points and the starting point are measured respectively. After multiple measurements and data processing, the precise coordinates of the starting point are finally determined. Turning points are the locations where the direction changes significantly in railway lines. Accurate identification and positioning of these turning points are crucial for presenting the true direction of the railway line. Railway lines may have turning points due to factors such as terrain, urban planning, etc., such as when crossing mountains, rivers, or avoiding important urban areas. In order to locate the turning point, the technicians will combine topographic survey data and on-site investigation and use geographic information system (GIS) for analysis and judgment. In the mountain railway section, through the analysis of topographic survey data, it was found that the railway line needs to bypass the mountain when passing through a mountain peak, thus determining that there is a turning point here. Then, using high-precision measuring equipment, such as total station and level, the coordinates of the turning point are accurately measured, and the topographic features and related information at the turning point are recorded so that they can be displayed in detail in the display system later. (3) The end point of the section is the end position of the construction of the section, and its positioning also requires a high degree of accuracy. Similar to the starting point positioning, the method of combining GNSS and total station is used to ensure the accuracy of the end point coordinates. After determining the end point position, the connection between the end point and the starting point of the next section will be carefully checked to ensure the continuity and accuracy of the railway line between sections. (4) In addition to the starting point, turning point and end point, the key points in the section should not be ignored. Key points include important bridges, tunnel entrances and exits, the central position of large stations, etc. These key points are crucial for the safety, progress, and subsequent operation and management of railway construction. Taking bridges as an example, bridge entrances and exits are critical components of construction and operation, requiring precise measurement of their coordinates and elevations to clearly display the bridge's location and its connections to surrounding lines within the system. In tunnel construction, tunnel entrances and exits not only affect construction safety and progress but also involve the design and layout of ventilation and drainage systems; therefore, accurate positioning is essential. For large railway stations, the central location is the core of the entire station layout, and accurately determining its location provides vital reference for station construction and operation. When locating these key points, various measurement techniques and methods are employed, combined with actual site conditions, to ensure that the positioning accuracy meets requirements.

[0063] Based on the aforementioned second-level positioning method using railway sections as units, a visual display of single-track railway sections can be achieved, providing more intuitive and clear information for railway construction management. By importing the coordinate data of the starting point, turning point, ending point, and key points obtained from the positioning into a professional geographic information system (GIS) or 3D modeling software, and utilizing advanced graphics processing technologies and visualization algorithms, this data can be transformed into intuitive graphic elements, thus presenting the overall picture of the single-track railway section.

[0064] Furthermore, in the visualization process, railway lines can be presented using specific line styles, such as using different colors and thicknesses of lines to distinguish different railway line types, or dynamically color-coding the lines according to the construction progress. For the start and end points of a section, prominent icons will be used for identification, such as using a circular icon for the start and a square icon for the end, with detailed information next to the icon, such as the section name and the mileage of the start and end points. For example, turning points can be highlighted using special symbols or markings, such as using a triangle icon, with the turning point number and angle information marked on the icon, so that construction personnel and managers can quickly understand the turning situation of the line. For key points, such as the entrances and exits of bridges and tunnels, and the center locations of large stations, richer graphic elements and detailed information annotations can be used for display. Taking bridges as an example, a 3D model of the bridge can be drawn at the bridge entrance, showing the bridge's structure and shape, while also labeling key information such as the bridge's name, length, and span. At the tunnel entrance, the shape of the tunnel opening can be drawn, with information such as the tunnel's name, length, and slope labeled. For large stations, a floor plan of the station can be drawn, and information such as the various functional areas of the station and the number of platforms can be marked.

[0065] Furthermore, to enhance visualization, topographic information can be added as a background, allowing the railway line to blend more seamlessly with its surroundings and more realistically reflect the actual conditions of railway construction. Using satellite remote sensing imagery or topographic mapping data, a 3D terrain model can be generated. Overlaying the railway line onto this model provides a clear visual representation of the railway line's alignment and position under different terrain conditions. In the visualization of mountainous railway sections, adding a 3D terrain model clearly shows how the railway line traverses mountains and valleys, as well as the location and function of bridges and tunnels within the terrain. Optionally, for complex terrain environments such as mountainous areas and canyons, the positioning algorithm can be dynamically adjusted by combining topographic mapping data and geological information during the positioning process to improve positioning accuracy. For areas with strong electromagnetic interference, special anti-interference positioning equipment and signal processing technologies can be used to ensure the stability and accuracy of the positioning signal. In deep underground construction areas, a fusion scheme of inertial navigation and other positioning technologies can be used to achieve continuous and reliable positioning functionality. Optionally, in railway hub areas facing multiple line intersections, 3D modeling technology and a layered display strategy can be used to clearly display the routes, interrelationships, and infrastructure information such as signaling and power supply systems of different lines in the display system. By setting different perspective switching and transparency adjustment functions, users can easily observe and analyze the situation of the multiple line intersection area from different angles, avoiding line confusion and overlap, and improving the intuitiveness and comprehensiveness of the display.

[0066] Furthermore, interactive functions can be implemented to allow users to view and analyze single-track railway sections in detail according to their needs. Users can use mouse clicks, zoom, and panning to view detailed information about any location on the railway line, including coordinates, elevation, and surrounding terrain. A query function can be added to the display system, allowing users to enter keywords such as section name or key point name to quickly locate relevant locations and view their detailed information. These interactive functions improve the efficiency and accuracy of users' access to information about single-track railway sections, providing more convenient and efficient support for railway construction management.

[0067] In practical implementation, the third level can be a refined positioning level, used for detailed control. In the section positioning management, precise positioning points are set for each structure and key monitoring point to achieve refined positioning. For example, for an important structure like a railway bridge, its precise positioning involves multiple key parts. As an important part supporting the bridge structure, the bridge piers require precise positioning points to be set at the top and bottom of each pier. Refined Positioning Phase (Overview): Precise positioning points are established at key monitoring locations within the contract section, including the top and bottom of railway bridge piers, the junction of bridge abutments and embankments, the entrances and exits of railway tunnels, key turning points in the tunnel body, and changes in lining structure, as well as steep slopes along the railway line. For bridges, total stations combined with high-precision satellite positioning equipment are used to measure pier positioning points. For tunnels, laser rangefinders and gyroscopes combined with control traverses are used to measure positioning points, and 3D laser scanning technology is used to associate these points with a 3D model. For steep slopes, high-precision displacement sensors and tilt sensors combined with satellite positioning technology are used for positioning. These positioning points are precisely matched with on-site monitoring points. Geographic Information System (GIS) technology is used to import the coordinates of on-site monitoring points and establish a one-to-one mapping relationship. Advanced communication technologies such as 5G networks are used to transmit data collected by on-site monitoring equipment. Cloud computing and big data processing technologies are used to analyze and mine data, predict risks and problems, and issue early warnings. Furthermore, during the refined positioning process, positioning resources and monitoring frequencies are dynamically allocated based on the importance and risk level of different structures and monitoring points.

[0068] Optionally, the progress information of railway construction can be deeply integrated with the positioning data. The display system can dynamically update the display status and labeling information of the positioning points according to the construction progress. By comparing the actual construction progress with the planned progress, areas or points with lagging progress can be highlighted and warned, providing timely decision support for construction management personnel, facilitating the adjustment of construction resource allocation and construction plans, and ensuring that the construction project is completed on time.

[0069] In the construction of a large railway bridge, a total station was used in conjunction with high-precision satellite positioning equipment to measure the top and bottom of each pier. By averaging multiple measurements, the accuracy of the positioning points was ensured to be at the millimeter level. During the measurement process, to eliminate measurement errors, technicians chose to conduct measurements during periods of stable weather and minimal temperature fluctuations, and rigorously calibrated and inspected the measuring equipment. Precise positioning points were also set at the junctions of the bridge abutments and the embankment to accurately monitor the relative displacement between the bridge and the embankment. Optionally, the positioning equipment used in railway construction can be centrally managed, using IoT technology to monitor the equipment's operating status, power consumption, signal strength, and other parameters in real time. When equipment malfunctions or experiences performance abnormalities, an alarm is automatically issued and the problem is remotely diagnosed. Based on the type and severity of the fault, intelligent dispatch of maintenance personnel or activation of backup equipment ensures the continuous and stable operation of the positioning system, reducing equipment maintenance costs and the risk of construction delays.

[0070] For railway tunnels, precise positioning points are set at tunnel entrances and exits, key turning points in the tunnel body, and locations where the lining structure changes. During tunnel construction, equipment such as laser rangefinders and gyroscopes, combined with control traverse lines within the tunnel, are used to accurately measure these points. In a particularly long railway tunnel, due to its considerable length and complex internal environment, a measurement base station is established at regular intervals to ensure the accuracy of the positioning points. These base stations measure and calibrate the surrounding precise positioning points. Simultaneously, 3D laser scanning technology is used to scan the tunnel interior, obtaining a detailed 3D model. The precise positioning points are then correlated with this 3D model to more intuitively display the tunnel's location and condition.

[0071] Precise location of key monitoring points is equally crucial. For example, monitoring points are set up at critical locations along steep slopes of railway lines where landslides, collapses, and other geological hazards are likely to occur. By installing high-precision displacement and tilt sensors at these points, combined with satellite positioning technology, real-time monitoring and precise location of slope deformation can be achieved. In the monitoring of steep slopes along a railway line in a mountainous area, when a slight displacement occurs, the displacement sensor can promptly capture the signal and transmit the data to the monitoring system. Based on the pre-set precise location information, the monitoring system quickly determines the specific location of the displacement and predicts the trend of slope stability changes through data analysis, providing a basis for taking appropriate protective measures.

[0072] In practical applications, the railway line positioning system is embedded in the railway construction management system, which provides a monitoring point matching function. To achieve real-time monitoring of the site, precise matching between the positioning points and the on-site monitoring points is necessary. In practice, a detailed investigation and recording of the on-site monitoring points is first conducted, including the location of each monitoring point, the monitored object, and monitoring parameters. Then, based on this information, a corresponding precise positioning point is assigned to each monitoring point in the railway construction display system. At the construction site of a certain railway section, Geographic Information System (GIS) technology is used to import the coordinate information of the on-site monitoring points into the system and associate it with pre-set precise positioning points. By establishing a one-to-one mapping relationship, it is ensured that each monitoring point can find a unique corresponding precise positioning point in the system. During real-time monitoring, the on-site monitoring equipment transmits the collected data to the railway construction display system in real time. The system accurately displays the data at the corresponding location based on the matching relationship between the precise positioning point and the monitoring point. Taking bridge stress monitoring as an example, after the stress sensors on the bridge collect stress data, the data is sent to the system via wireless transmission technology. Based on pre-set matching relationships, the system displays the stress data at the precise location points corresponding to the bridge, and simultaneously shows the stress change trend in an intuitive chart format. Construction personnel and managers can use the system to view the stress conditions of various parts of the bridge in real time. Once an anomaly is detected, the specific location can be quickly pinpointed, and appropriate measures can be taken to address it.

[0073] Furthermore, to ensure the timeliness and stability of data transmission, advanced communication technologies, such as 5G networks, were employed. The high speed and low latency of 5G networks ensure that monitoring data is accurately transmitted to the system within a short time, enabling real-time dynamic monitoring of the site. Cloud computing and big data processing technologies are used to analyze and mine large amounts of monitoring data. By establishing data analysis models, potential risks and problems during construction can be predicted, and early warnings can be issued, providing a scientific basis for construction decisions. In a railway construction project, analysis of monitoring data revealed a gradually increasing trend in the settlement of a certain section of the roadbed, and the system issued a timely warning. Based on the warning, construction personnel reinforced that section of the roadbed, preventing potential safety accidents. By establishing data analysis models to predict potential risks and problems during construction and issuing early warnings, the timeliness and stability of data transmission and the efficiency of data processing are ensured, providing a scientific basis for construction decisions. Simultaneously, a data backup and recovery mechanism is established to quickly recover data and ensure the continuous operation of the system in the event of data transmission or processing anomalies. Optionally, encryption technology can be used to encrypt the positioning data during transmission and storage to prevent data leakage; a strict user access management system can be established to allocate different data access and operation permissions according to user roles and responsibilities; and the integrity and security of the data can be checked regularly to promptly identify and fix any potential data security vulnerabilities, thereby ensuring the security and reliability of railway construction positioning data.

[0074] Furthermore, a remote collaboration platform can be built using internet technology, enabling personnel at different construction sites to share railway construction location information and on-site conditions in real time; it supports functions such as remote video conferencing, online annotation and discussion, facilitating remote collaboration and technical guidance among construction workers, managers and experts, improving construction efficiency and the timeliness of problem-solving, and promoting the smooth progress of railway construction projects.

[0075] Furthermore, at railway construction sites, commonly used equipment includes tablets, handheld terminals, onboard computers, and large monitoring displays. The carrying capacity of different devices significantly limits the loading of positioning functions. Tablets and handheld terminals, due to their relatively low hardware configurations and limited processor performance and memory capacity, may experience slow operation or even crashes if overly complex positioning functions are loaded, such as simultaneously displaying a large amount of fine-grained positioning data, severely impacting the work efficiency of construction personnel. In practical applications, to ensure the smooth operation of these devices, coarse or slightly fine-grained positioning functions are typically selected to meet the basic location information needs of construction personnel during on-site operations. In railway construction display systems, the design of positioning function loading options is crucial to meet the needs of different users in different scenarios and to adapt to the carrying capacity of different equipment. The system interface adopts an intuitive and concise design style, with a prominent "Positioning Function Loading" option entry on the main interface or function settings menu. When a user clicks on this entry point, a new window will pop up, clearly displaying positioning function options of different accuracy levels in a list format, including "coarse positioning," "slightly fine positioning," and "fine positioning." Each option is accompanied by detailed text descriptions of its characteristics, applicable scenarios, and data volume. Radio buttons are placed in front of each option, and "OK" and "Cancel" buttons are placed at the bottom of the window. After the user selects an option, clicking "OK" will load the corresponding function. A quick switching function is provided for special scenarios. At the same time, the system can automatically adjust the availability and recommendation priority of each positioning function option based on the device's real-time performance parameters and network conditions.

[0076] Other interactive functions of the railway line positioning system embedded in the railway construction management system include, but are not limited to:

[0077] (1) Each option is accompanied by a detailed text description explaining the characteristics, applicable scenarios, and data volume of the positioning function. Next to the "coarse positioning" option, it is noted that "it is suitable for understanding the general direction of the entire railway line, the data volume is small, and it can run smoothly on low-configuration equipment"; next to the "slightly refined positioning" option, it is explained that "it is used for displaying single-track railway sections, and can present the key locations of the section, with a moderate data volume"; next to the "refined positioning" option, it is suggested that "it provides accurate positioning of various structures and key monitoring points within the section, the data volume is large, and it is recommended to load it on high-performance equipment".

[0078] (2) To facilitate user operation, a radio button is set in front of each option. Users only need to click the corresponding radio button to select the desired location function. At the bottom of the window, there are "OK" and "Cancel" buttons. After the user has made a selection, clicking the "OK" button will load the corresponding location function according to the user's selection; if the user clicks the "Cancel" button, the window will be closed and no loading operation will be performed.

[0079] (3) In some special scenarios, such as when users need to temporarily view fine-grained location information on their mobile devices, the system also provides a quick switching function. Users can quickly bring up the location function switching menu by long-pressing a specific area or triggering a specific gesture in the current location function interface, so as to quickly switch between different precision location functions without having to return to the main interface to select again.

[0080] (4) In the section positioning management, users can flexibly select the fine positioning level according to actual needs. The specific mechanism is as follows. When the user selects the "fine positioning" function, the system will further display the fine positioning level selection interface. The interface is presented in a hierarchical structure. First, it displays a classification list of all structures and key monitoring points in the section, such as "bridge", "tunnel", "high and steep slope monitoring points", etc. Clicking the classification list expands the specific structure. For each structure, three positioning accuracy levels can be set individually: "basic accuracy", "intermediate accuracy" and "high accuracy". "Basic accuracy" displays the approximate location and basic information. "Intermediate accuracy" adds detailed coordinates and real-time monitoring data of key parts. "High accuracy" provides more accurate coordinates, monitoring data, three-dimensional models and surrounding environment information. Each accuracy level option has a preview function. Users can set different accuracy level combinations and click "save settings" to make the system load data according to the settings. The system provides intelligent recommendation function based on historical selection records and usage habits. In addition, if an unreasonable combination of accuracy levels occurs during the user's setting process, the system will automatically give prompts and optimization suggestions.

[0081] (5) When a user clicks on a category, such as "Bridge", the system will expand and display the specific structures under that category, such as "Bridge 1" and "Bridge 2". For each specific structure, the user can set its positioning accuracy level individually. The positioning accuracy level is divided into three levels: "Basic Accuracy", "Intermediate Accuracy", and "High Accuracy". Under "Basic Accuracy", the system only displays the approximate location and basic information of the structure; under "Intermediate Accuracy", it will display detailed coordinates and real-time monitoring data of key parts of the structure, such as the displacement data of bridge piers; under "High Accuracy", it will not only provide more accurate coordinates and monitoring data, but also display the three-dimensional model of the structure and detailed information of the surrounding environment, so that users can understand the structure in a comprehensive way.

[0082] (6) To allow users to more intuitively understand the display effects under different accuracy levels, the system provides a preview function next to each accuracy level option. When the user clicks the preview button, a small window will pop up, showing an example of the positioning information of the structure at that accuracy level. Users can also set different combinations of accuracy levels for different structures and key monitoring points according to actual needs. After setting, the user clicks the "Save Settings" button, and the system will load the corresponding data according to the refined positioning level set by the user, realizing accurate positioning management of the section.

[0083] (7) The system will also provide intelligent recommendation function based on the user's historical selection records and usage habits. When the user enters the fine positioning level selection interface, the system will select some commonly used accuracy level options by default based on the user's previous selection, reducing the user's operation steps and improving usage efficiency.

[0084] For the coarse-level positioning display, different graphics are used to distinguish railways at different construction management stages based on the topographic map, marking the locations of important cities and showing the positional relationship between the railway line and cities and terrain. For the slightly more refined positioning display, for each section, different professional specialties (tunneling, roadbed, bridge, station building, beam yard, etc.) can be selected to display different section-related information. During the visualization process, information display modules with adjustable transparency are arranged on the screen. These modules are used to display various types of relevant information such as project investment, project progress, commencement status, major control projects, problem database management, and alarm monitoring. Figure 2 This is a schematic diagram of railway line monitoring at a refined positioning level, showcasing real-time monitoring information collected by monitoring equipment at key locations such as tunnel entrances and inclined shaft entrances, and its visualization method. It is evident that this solution has high practical value for railway line positioning, facilitating the resolution of different dimensions of railway engineering construction needs at various levels and controlling overall costs.

[0085] Corresponding to the above method, the present invention also provides a railway line positioning system for railway construction management. The railway line positioning system includes a computer device, which includes a processor and a memory. The memory stores computer instructions, and the processor is used to execute the computer instructions stored in the memory. When the computer instructions are executed by the processor, the railway line positioning system performs the steps of the method described above.

[0086] This invention proposes a railway line positioning method and system for railway construction management. Addressing the challenges of high precision positioning costs and the difficulty in representing complex railway lines in railway construction display systems, it provides in-depth analysis and practical solutions. By constructing a multi-stage positioning scheme encompassing coarse positioning, slightly refined positioning, and fine positioning, it facilitates the accurate fulfillment of positioning needs at different levels of railway construction. As the positioning level increases, the presented railway line details become richer, leading to an increased workload. This approach effectively meets the railway construction management system's requirements for line management while reducing the load on the management platform system.

[0087] The method proposed in this invention is advantageous in accurately meeting the positioning needs of different levels of railway construction through the construction of a multi-stage, layered positioning scheme. At the first positioning level, key inflection point positioning is used to outline the general contour of the entire railway line, providing a macro perspective for construction planning. At the second positioning level, starting points, inflection points, key points, and other preset key points are located on a section-by-section basis, which is conducive to the visualization of single-track railway sections and improves the efficiency of construction personnel in their work on the section line. At the third positioning level, precise positioning points are set for each structure and midpoint monitoring point, and accurately matched with on-site monitoring points, which is conducive to the real-time dynamic monitoring of the construction site and avoids the occurrence of potential safety accidents.

[0088] Specifically, in the rough positioning stage, key inflection point positioning was used to successfully outline the general contours of the entire railway line, providing a macro perspective for construction planning. In a mountainous railway project, by identifying more than 200 key inflection points, the basic framework of the railway line was quickly established, significantly shortening the construction planning time. In the slightly refined positioning stage, the starting point, inflection points, ending point, and key points were located on a section-by-section basis, realizing a visual display of single-track railway sections. This effectively improved the efficiency of construction personnel's understanding of the line in their respective sections, resulting in a 20% reduction in the average commuting time for construction personnel in one section. In the refined positioning stage, precise positioning points were set for each structure and key monitoring point, and accurately matched with on-site monitoring points, achieving real-time dynamic monitoring of the construction site. In the construction of a large bridge, minor displacement changes of the bridge piers were detected and addressed in a timely manner, preventing potential safety accidents.

[0089] The innovative layered positioning method proposed in this invention enables the visualization of railway lines, taking into full account user needs and equipment carrying capacity. Based on the varying positioning accuracy requirements of users in different scenarios and the hardware performance limitations of various devices, flexible positioning function loading options are provided. Construction managers can select the coarse positioning function during the project planning phase to quickly grasp the overall situation; on-site construction personnel can select slightly finer or finer positioning functions depending on the equipment conditions during specific operations to ensure the accuracy of construction operations. This function not only improves the applicability of the positioning function but also avoids performance problems caused by loading excessively high-precision positioning functions, effectively reducing equipment upgrade and replacement costs while improving construction efficiency and quality.

[0090] See Figure 3 The computer device 00 includes: a processor 01, a memory 02, and a computer program stored on the memory 02 and executable on the processor 01. When the processor 01 executes the computer program, it implements the human factors data server access control method provided in the above method embodiments.

[0091] The processor 01 is connected to the memory 02, such as via a bus 03. The processor 01 can be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor 01 can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc. The bus 03 may include a pathway for transmitting information between the aforementioned components. The bus 03 can be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 130 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 3 The text uses only a single thick line to represent a bus, but this does not imply that there is only one bus or one type of bus. Memory 02 stores a computer program corresponding to the human factors data server access control method described in the above embodiments of this application. This computer program is executed under the control of processor 01. Processor 01 executes the computer program stored in memory 02 to implement the content shown in the aforementioned method embodiments.

[0092] Corresponding to the methods described above, the present invention also provides a computer-readable storage medium having a computer program / instructions stored thereon, which, when executed by a processor, implements the steps of the method as described in any of the above embodiments. The computer-readable storage medium may be a tangible storage medium, such as random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, register, floppy disk, hard disk, removable storage disk, CD-ROM, or any other form of storage medium known in the art.

[0093] Corresponding to the above methods, the present invention also provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the method as described in any of the above embodiments.

[0094] Those skilled in the art will understand that the exemplary components, systems, and methods described in conjunction with the embodiments disclosed herein can be implemented in hardware, software, or a combination of both. Whether implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this invention. When implemented in hardware, it can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this invention are programs or code segments used to perform the desired tasks. The programs or code segments can be stored in a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried in a carrier wave.

[0095] It should be clarified that the present invention is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present invention is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of the present invention.

[0096] In this invention, features described and / or illustrated for one embodiment may be used in the same or similar manner in one or more other embodiments, and / or combined with or in place of features of other embodiments.

[0097] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, various modifications and variations of the embodiments of the present invention are possible. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A railway line positioning method for railway construction management, characterized in that, Differentiated, tiered positioning is employed to address varying positioning needs, including: Step S110: For the first positioning level, identify key inflection points on the railway line where the turning angle exceeds a preset angle threshold, and construct a basic framework of the railway line based on the positioning data of the key inflection points; the basic framework of the railway line includes the outline of the railway line connected by the key inflection points and preset key nodes on the railway line, the types of the preset key nodes include at least one of urban nodes, bridge entrances and exits, and tunnel entrances and exits; the method further includes: visually presenting the basic framework of the railway line and using different graphic elements to distinguish different railway lines and preset key nodes on the railway line; Step S120: For the second positioning level, positioning is performed using the sections included in the railway project as units. A three-dimensional model of the single-track railway section is constructed based on the positioning data of key points in the section. The key points in the section include the starting point, turning point, ending point, and other preset types of key points. The three-dimensional model uses different graphic elements to distinguish between various types of railway lines, construction progress, and key point types. Step S130: For the third positioning level, select on-site monitoring points for key locations in each section, set a one-to-one precise positioning point for each on-site monitoring point, establish a mapping relationship between the on-site monitoring points and the precise positioning points, associate the precise positioning points with the three-dimensional model of the key location, and display the location and / or status of the key location through visualization of the associated three-dimensional model; the method also includes: obtaining real-time monitoring data collected by the monitoring equipment deployed at the one-to-one on-site monitoring points corresponding to the precise positioning points, thereby realizing real-time monitoring of the progress and status of railway construction at the key locations in each section.

2. The method according to claim 1, characterized in that, The method further includes: for the positioning data of key inflection points, switching to a terrain-feature-based auxiliary positioning algorithm for supplementary positioning, so as to complete or calibrate the positioning data of the key inflection points.

3. The method according to claim 1, characterized in that, The method also includes: a step of collecting positioning data of key points in the section. First, the location coordinates of the key points are initially determined using the Beidou satellite navigation system. Then, multiple stable reference points are selected around the key points using a total station. The distance and angle relationship between the multiple stable reference points and the key points are measured respectively. Based on the geometric relationship, the accurate positioning data of the key points are calculated.

4. The method according to claim 3, characterized in that, In the step of collecting location data for key points in a section, the method further includes: determining the complexity of the terrain in each section; for sections with a complexity exceeding a preset threshold, assisting in the calculation of location data for key points by temporarily adding auxiliary measurement points.

5. The method according to claim 1, characterized in that, The method further includes: generating a three-dimensional terrain model based on satellite remote sensing images or topographic mapping data, superimposing the basic framework of the railway line or a three-dimensional model of a single-track railway section onto the generated three-dimensional terrain model, thereby visually presenting the positional relationship between the railway line and the terrain.

6. A railway line positioning system for railway construction management, comprising a processor, a memory, and a computer program / instructions stored in the memory, characterized in that, The processor is used to execute the computer program / instructions, and when the computer program / instructions are executed, the railway line positioning system implements the steps of the method as described in any one of claims 1 to 5.

7. A computer-readable storage medium having a computer program / instructions stored thereon, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method as described in any one of claims 1 to 5.

8. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method according to any one of claims 1 to 5.

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