A catenary wire line branching intersection offset prediction method based on Revit

Abstract

The application discloses a catenary line turnout intersection offset amount prediction method based on Revit, which comprises drawing a dynamic coupling model; the dynamic coupling model comprises a single support, a turnout support, a first branch support, a second branch support, a first wrist arm assembly, a second wrist arm assembly, a third wrist arm assembly, a fourth wrist arm assembly, a fifth wrist arm assembly, a first wire and a second wire; the distance between the single support and the turnout support, the distance between the turnout support and the first branch support, the distance between the turnout support and the second branch support, the anchoring point position of the second wire and the distance between the anchoring point and the third wrist arm assembly are adjusted in software; according to the temperature to be simulated and the wire expansion coefficient, the expansion length of the first wire and the second wire is calculated, and the end moving distance of the second wrist arm assembly and the third wrist arm assembly is obtained; the swing angle of the second wrist arm assembly and the third wrist arm assembly is input in the software, and the corresponding line turnout intersection is obtained. The method realizes accurate, efficient and visual prediction of the offset amount, and has high practicability.

Description

Technical Field

[0001] This invention relates to the field of contact wire junction adjustment technology, specifically to a Revit-based method for predicting the offset of contact wire junctions. Background Technology

[0002] In the operation of electrified railways, the contact wire turnout is a key device for ensuring the safe and smooth transition of the pantograph of electric locomotives. The stability of its intersection position directly determines the safety of the pantograph-catenary relationship. Once the turnout intersection deviates beyond the standard, it can easily lead to major traffic safety accidents such as pantograph scraping and contact wire breakage, causing huge economic losses and transportation delays. The core causes of turnout intersection deviation include thermal expansion and contraction of the wire due to temperature changes, loosening of components caused by train vibration, accumulation of installation errors, and jamming of the limiting pipe. Among these, the difference in wire expansion and contraction caused by temperature changes is the most common and difficult to control precisely. The coefficient of linear expansion of the contact wire and the catenary wire are different, and the amount of wire expansion and contraction is inconsistent with seasonal temperature fluctuations. If the reserved gap of the limiting pipe is insufficient, jamming can easily occur, leading to a significant deviation of the intersection point.

[0003] Currently, the industry's prediction and control of the offset of overhead contact line branch intersections mainly relies on traditional manual inspections and simple monitoring methods, which presents many technical problems that urgently need to be solved, as follows: 1. Low prediction accuracy and large error: Traditional methods often rely on manual measurement of the size of the contact wire components and experience to estimate the extension and contraction of the wire. They cannot accurately simulate the dynamic coupling relationship between the support, cantilever assembly and wire at the turnout, and it is difficult to accurately capture the impact of temperature changes and parameter deviations on the offset of the turnout intersection. The predicted results deviate significantly from the actual offset, which cannot provide a reliable basis for precise adjustment. Moreover, even the initial deviation at the millimeter level will gradually increase after long-term operation, creating potential safety hazards.

[0004] 2. Low efficiency and high labor costs: Manual inspection requires maintenance personnel to conduct on-site inspections and measurements along the railway line, which not only consumes a lot of manpower, material resources and time, but also has a long inspection interval. It is difficult to track the dynamic offset changes of the turnout intersection in real time, and there is a significant risk of missed inspections and misjudgments. It is impossible to detect the offset hidden dangers that exceed the limit range of the retainer in a timely manner, which makes it difficult to meet the high safety and high timeliness operation and maintenance requirements of modern railways.

[0005] 3. Lack of visualization and dynamic simulation capabilities: Traditional prediction methods are mostly based on two-dimensional drawings or simple calculations, which cannot construct a three-dimensional dynamic model of the contact wire and support at the turnout. It is difficult to intuitively present the correlation between the swing of the cantilever assembly, the extension and retraction of the wire, and the offset of the turnout intersection. It is not convenient for staff to understand the offset mechanism, and it is also impossible to simulate the offset trend under different temperatures and parameters in advance. This leads to strong blindness in the adjustment work, and it is easy to have problems with inadequate or over-adjustment, and even exacerbate the vicious cycle of turnout intersection offset and limit pipe jamming. Summary of the Invention

[0006] The purpose of this invention is to provide a Revit-based method for predicting the offset of catenary branch intersections. This method solves the technical problems of low accuracy, large error, low efficiency, high labor costs, and lack of visualization and dynamic simulation capabilities in existing technologies.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: A Revit-based method for predicting the offset of catenary branch intersections includes the following steps: Step 1: Draw a dynamic coupling model of the support post and the overhead contact system at the turnout. The dynamic coupling model includes a single support post, a turnout support post, a first branch support post, a second branch support post, a first cantilever assembly, a second cantilever assembly, a third cantilever assembly, a fourth cantilever assembly, a fifth cantilever assembly, a first wire, and a second wire. The single support post is located on one side of the turnout support post. The first and second branch support posts are located on the other side of the turnout support post. The first cantilever assembly is located on the single support post, the second and third cantilever assemblies are located on the turnout support post, the fourth cantilever assembly is located on the first branch support post, and the fifth cantilever assembly is located on the second branch support post. One end of the first wire is anchored to the single support post, and the first wire is sequentially connected to the second and fourth cantilever assemblies. The second wire is sequentially connected to the first, third, and fifth cantilever assemblies. The bottoms of the first and second wires intersect at the turnout intersection point. Step 2, parameter adjustment: Adjust the distance between the single support and the turnout support, the distance between the turnout support and the first branch support, and the distance between the turnout support and the second branch support in the software. Adjust the anchoring point position of the second line and the distance between the anchoring point and the third cantilever assembly. Step 3: Simulation. Based on the temperature to be simulated and the wire elongation coefficient, calculate the elongation length of the first and second wires. Based on the anchor point positions of the first and second wires, obtain the end movement distance of the second and third cantilever assemblies. Input the swing angle of the second and third cantilever assemblies into the software so that the ends of the second and third cantilever assemblies move the corresponding distances, and obtain the corresponding wire intersection point.

[0008] Preferably, in step one, the dynamic coupling model is drawn in Revit software.

[0009] Preferably, the first and second sub-supports are arranged opposite to each other.

[0010] Preferably, a support base is provided on the turnout support, and the second cantilever assembly and the third cantilever assembly are mounted on the support base.

[0011] Preferably, a retainer is provided on the second thread, and the first thread passes between the second thread and the retainer.

[0012] Preferably, in step three, a software setting plugin is configured, in which temperature parameters, wire elongation coefficient, and wire length are input, and the plugin automatically calculates the change in wire length at the set temperature.

[0013] In this invention, by drawing a dynamic coupling model of the turnout support and the overhead contact system in Revit software, the spatial positional relationship and dynamic coupling effect of various components such as the single support, turnout support, cantilever assembly, and wire are accurately reproduced. This completely replicates the structural characteristics of the actual overhead contact system, avoiding the limitations of manual estimation and two-dimensional drawing analysis. At the same time, by automatically calculating the wire extension length through a plug-in and combining it with the precise input of the swing angle of the cantilever assembly, the influence of temperature changes and parameter deviations on the offset of the turnout intersection can be accurately captured, significantly reducing prediction errors and making the prediction results highly consistent with the actual offset. It can accurately simulate the offset of the turnout intersection under different conditions, providing reliable data support for the precise adjustment of the overhead contact system turnout, effectively avoiding the safety hazards caused by the long-term accumulation of millimeter-level deviations, ensuring that the offset of the turnout intersection is controlled within the limit of the retainer, and reducing the risk of accidents such as pantograph scraping and wire breakage.

[0014] The simulation function of Revit software can quickly simulate the offset trend of turnout intersections under different temperatures and parameters, eliminating the need for on-site inspections and manual measurements by staff, thus significantly reducing manpower and material resources and shortening the prediction cycle. At the same time, by simulating the annual temperature changes in the area where the actual railway catenary is located, the movement range of the turnout intersections can be accurately predicted, the temperature nodes that cause excessive offset can be identified in advance, and the adjustment season can be determined, achieving "advance prediction and precise adjustment". This avoids blind inspections and delayed adjustments, effectively reducing the risk of missed inspections and misjudgments, and significantly improving the operation and maintenance efficiency and safety of catenary turnouts, meeting the high timeliness and high safety operation and maintenance requirements of modern railways.

[0015] Leveraging the 3D visualization capabilities of Revit software, the constructed dynamic coupling model can intuitively present the spatial structure and linkage relationships of supports, cantilever components, and clues. It clearly demonstrates the dynamic correlation between the swinging of cantilever components, the extension and retraction of clues, and the offset of clue intersections, facilitating staff's rapid understanding of the offset mechanism. Simultaneously, through simulation, the offset process and final position of clue intersections under different parameters and temperatures can be presented in real time. This allows for intuitive judgment of whether the offset exceeds the limit of the retainer, avoiding blind adjustment work and helping staff accurately grasp the key points of adjustment. It effectively solves the problem that traditional 2D analysis is difficult to present complex dynamic relationships. It can also assist in technical briefings, reduce communication difficulties during construction and operation and maintenance, and improve work standardization and accuracy.

[0016] In Revit software, key parameters such as the spacing between single support pillars and turnout support pillars, and the position of the catenary anchoring point can be directly adjusted. After adjustment, simulation can synchronously provide feedback on the offset changes of the turnout intersection, realizing an integrated process of "parameter adjustment - simulation feedback - accurate prediction". At the same time, the plug-in automatically calculates the catenary expansion and contraction, replacing tedious manual calculations, reducing calculation errors, and quickly verifying the impact of different parameter combinations on the offset of the turnout intersection, efficiently determining the optimal adjustment scheme. In addition, by simulating the movement range of the turnout intersection during the annual temperature change process, parameter settings can be optimized in advance, ensuring that the turnout intersection remains within the limit range of the maintainer during the annual temperature fluctuations, effectively avoiding repeated manual adjustments, further improving adjustment efficiency and effectiveness, and reducing the vicious cycle of limit pipe jamming and turnout intersection offset, extending the service life of catenary components and reducing operation and maintenance costs. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of a turnout support with a second cantilever assembly and a third cantilever assembly installed according to the present invention. Figure 3 This is a partial structural diagram of the intersection point of the line branch in this invention; In the diagram: 1. Single support; 2. Turnout support; 3. First branch support; 4. Second branch support; 5. First cantilever assembly; 6. Second cantilever assembly; 7. Third cantilever assembly; 8. Fourth cantilever assembly; 9. Fifth cantilever assembly; 10. First line; 11. Second line; 12. Turnout intersection; 13. Support seat; 14. Retainer; 20. Upper base; 21. Lower base; 22. Flat cantilever; 23. Inclined cantilever; 24. Cantilever support; 25. Positioning tube; 26. Tube support; 27. Positioning bracket; 28. Positioner; 29. ​​Load-bearing cable seat. Detailed Implementation

[0018] The present invention will be further described below with reference to the accompanying drawings: like Figure 1 , Figure 2 and Figure 3 The method for predicting the offset of catenary branch intersection points based on Revit, as shown, includes the following steps: Step 1: Draw the dynamic coupling model of the support post and the overhead contact line at the turnout. The dynamic coupling model includes a single support post 1, a turnout support post 2, a first branch support post 3, a second branch support post 4, a first cantilever assembly 5, a second cantilever assembly 6, a third cantilever assembly 7, a fourth cantilever assembly 8, a fifth cantilever assembly 9, a first wire 10, and a second wire 11. Both the first wire 10 and the second wire 11 include a catenary wire and an overhead contact line. In this embodiment, the dynamic coupling model is drawn in Revit software.

[0019] The single support 1 is located on one side of the turnout support 2; the first branch support 3 and the second branch support 4 are arranged on the other side of the turnout support 2; the first branch support 3 and the second branch support 4 are arranged opposite to each other.

[0020] The first cantilever assembly 5 is hinged to the single support 1. The second cantilever assembly 6 and the third cantilever assembly 7 are both hinged to the turnout support 2. The fourth cantilever assembly 8 is hinged to the first branch support 3. The fifth cantilever assembly 9 is connected to the second branch support 4. A support base 13 is fixedly installed on the turnout support 2, and the second cantilever assembly 6 and the third cantilever assembly 7 are hinged to both ends of the support base 13.

[0021] One end of the first line 10 is anchored to the single support 1, and the other end of the first line 10 is connected to the second carpal assembly 6 and the fourth carpal assembly 8 in sequence to form a line.

[0022] The second line 11 is connected in sequence to the first cantilever assembly 5, the third cantilever assembly 7 and the fifth cantilever assembly 9 to form another line. The two lines branch off at the turnout support 2.

[0023] The bottom contact wires of the first wire 10 and the second wire 11 intersect at the junction 12. A retainer 14 is fixedly installed on the second wire 11. The contact wire at the bottom of the first wire 10 passes between the contact wire at the bottom of the second wire 11 and the retainer 14.

[0024] In actual railway catenary systems, the movement range of the turnout intersection 12 does not exceed the limit range of the retainer 14. When the movement range of the turnout intersection 12 exceeds the limit range of the retainer 14, a safety hazard will occur, requiring maintenance personnel to make adjustments.

[0025] Step 2, parameter adjustment: Adjust the distance between single support 1 and turnout support 2, the distance between turnout support 2 and first branch support 3, and the distance between turnout support 2 and second branch support 4 in the software. Adjust the anchoring point position of the second line 11 and the distance between the anchoring point and the third cantilever assembly 7. The above parameters are obtained from the actual measured corresponding railway line. After input, the dynamic coupling model is consistent with the actual railway line to be analyzed.

[0026] Step 3: Simulation. Based on the temperature to be simulated and the wire expansion coefficient, calculate the expansion length of the first wire 10 and the second wire 11. This can be done manually or by setting a plugin in the software. Input the temperature parameters, wire expansion coefficient, and wire length into the plugin, and the plugin will automatically calculate the change in wire length at the set temperature.

[0027] Based on the distance between the anchor point of the first thread 10 and the second carpal assembly 6, and based on the calculated extension and retraction of the first thread 10, the offset distance of the end of the second carpal assembly 6 to the left or right is determined. Based on the distance from the end of the second carpal assembly 6 to the hinge point and the arc length of the offset of the end of the second carpal assembly 6, the swing angle of the second carpal assembly 6 is calculated.

[0028] Based on the distance between the anchor point of the second thread 11 and the third carpal assembly 7, and the calculated extension of the second thread 11, the offset distance of the end of the third carpal assembly 7 to the left or right is determined. Based on the distance from the end of the third carpal assembly 7 to the hinge point and the arc length of the offset of the end of the third carpal assembly 7, the swing angle of the third carpal assembly 7 is calculated.

[0029] Input the swing angles of the second cantilever assembly 6 and the third cantilever assembly 7 into the software to simulate the corresponding turnout intersection point 12. Using these angle values, determine the required left or right adjustment amount for the first wire 10 and the second wire 11 at the railway contact wire turnout.

[0030] Within the same actual railway catenary network, by using the historical temperature variations of the region, the movement range of the turnout intersection 12 can be simulated. This allows for the determination of the temperature at which the turnout intersection 12 exceeds the limit set by the retainer 14. Consequently, the timing of adjustment for a particular railway catenary turnout can be determined. Furthermore, it can simulate that when the turnout intersection 12 is at the specified position of the retainer 14, the variation range of the turnout intersection 12 during the year's temperature changes will not exceed the limit set by the retainer 14, thus avoiding manual adjustment. This method has strong practicality.

[0031] The first cantilever assembly 5, the second cantilever assembly 6, the third cantilever assembly 7, the fourth cantilever assembly 8, and the fifth cantilever assembly 9 have the same structure, each including an upper base 20, a lower base 21, a flat cantilever arm 22, an inclined cantilever arm 23, a cantilever arm support 24, a positioning tube 25, a tube support 26, a positioning support 27, a positioner 28, and a load-bearing cable seat 29. The upper base 20 and the lower base 21 are spaced apart on the single support 1, the turnout support 2, the first branch support 3, or the second branch support 4. One end of the flat cantilever arm 22 is hinged to the upper base 20, and one end of the inclined cantilever arm 23 is hinged to the lower base 21. The other end of the inclined cantilever arm 23 is connected to the flat cantilever arm 22, forming a triangular support structure. The cantilever support 24 is positioned between the flat cantilever 22 and the inclined cantilever 23. One end of the positioning tube 25 is mounted on the inclined cantilever 23, and the other end of the positioning tube 25 is also mounted on the inclined cantilever 23 via the tube support 26. The positioning support 27 is mounted on the positioning tube 25, and the positioner 28 is mounted on the positioning support 27. The catenary cable is fixedly mounted on the locking seat located on the flat cantilever 22. The contact wire is fixedly mounted on the positioner 28. After simulating the swing angle of the second cantilever assembly 6 and the third cantilever assembly 7 through software, the offset of the ends of the second cantilever assembly 6 and the third cantilever assembly 7 is calculated. In the actual railway contact network, the positioner 28 and the locking seat are released, and the corresponding offset of the first wire 10 and the second wire 11 on the corresponding side is adjusted.

[0032] The above embodiments are merely illustrative of the concept and implementation of the present invention and are not intended to limit it. Under the concept of the present invention, technical solutions without substantial changes are still within the scope of protection.

Claims

1. A method for predicting the offset of catenary branch intersection points based on Revit, characterized in that: Includes the following steps: Step 1: Draw a dynamic coupling model of the support pillar and the overhead contact line at the turnout. The dynamic coupling model includes a single support pillar (1), a turnout support pillar (2), a first sub-support pillar (3), a second sub-support pillar (4), a first cantilever assembly (5), a second cantilever assembly (6), a third cantilever assembly (7), a fourth cantilever assembly (8), a fifth cantilever assembly (9), a first wire (10), and a second wire (11). The single support pillar (1) is located on one side of the turnout support pillar (2). The first sub-support pillar (3) and the second sub-support pillar (4) are arranged on the other side of the turnout support pillar (2). The first cantilever assembly (5) is located on the single support pillar (1). The second cantilever assembly (6) and the third cantilever assembly (7) are mounted on the turnout support (2), the fourth cantilever assembly (8) is mounted on the first branch support (3), and the fifth cantilever assembly (9) is mounted on the second branch support (4); one end of the first line (10) is anchored on the single support (1), the first line (10) is connected to the second cantilever assembly (6) and the fourth cantilever assembly (8) in sequence, and the second line (11) is connected to the first cantilever assembly (5), the third cantilever assembly (7) and the fifth cantilever assembly (9) in sequence; the bottoms of the first line (10) and the second line (11) intersect at the turnout intersection point (12). Step 2, parameter adjustment: Adjust the distance between the single support (1) and the turnout support (2), the distance between the turnout support (2) and the first branch support (3), the distance between the turnout support (2) and the second branch support (4) in the software, and adjust the anchoring point position of the second line (11) and the distance between the anchoring point and the third cantilever assembly (7). Step 3: Simulation. Based on the temperature to be simulated and the wire elongation coefficient, calculate the elongation length of the first wire (10) and the second wire (11). Based on the anchor point positions of the first wire (10) and the second wire (11), obtain the end movement distance of the second arm assembly (6) and the third arm assembly (7). Input the swing angle of the second arm assembly (6) and the third arm assembly (7) in the software so that the ends of the second arm assembly (6) and the third arm assembly (7) move the corresponding distance, and obtain the corresponding wire intersection point (12).

2. The method for predicting the offset of contact wire branch intersections based on Revit according to claim 1, characterized in that: In step one, the dynamic coupling model is drawn in Revit software.

3. The method for predicting the offset of contact wire branch intersections based on Revit according to claim 1 or 2, characterized in that: The first sub-support (3) and the second sub-support (4) are arranged opposite to each other.

4. The method for predicting the offset of contact wire branch intersections based on Revit according to claim 3, characterized in that: A support seat (13) is provided on the turnout support (2), and the second cantilever assembly (6) and the third cantilever assembly (7) are mounted on the support seat (13).

5. The method for predicting the offset of contact wire branch intersections based on Revit according to claim 1 or 4, characterized in that: A retainer (14) is provided on the second thread (11), and the first thread (10) passes between the second thread (11) and the retainer (14).

6. The method for predicting the offset of contact wire branch intersections based on Revit according to claim 1, characterized in that: In step three, a software settings plugin is set up. Temperature parameters, wire elongation coefficient, and wire length are input into the plugin, and the plugin automatically calculates the change in wire length at the set temperature.

Images