铁路数字选线关键技术研究与应用
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摘要
摘要：铁路选线设计作为铁路建设的先行和基础,是一项总揽全局的核心工作。近年来,随着我国铁路的高速发展,铁路设计任务日益繁重,数字选线技术作为提高线路设计质量和效率的重要手段亟待深入研究。
自上世纪六十年代,国内外许多学者对数字选线技术开展了大量研究,开发了一系列数字选线系统,但总体看来主要是针对铁路选线部分设计阶段的部分设计内容,目前还没有可面向各设计阶段,涵盖各项设计内容的完整解决方案。
本文在系统分析铁路各阶段选线设计需求和国内外研究现状的基础上,总结出目前亟待解决的关键技术问题。在数字选线的前期规划阶段,重点开展了线路优化方法研究；在精细设计阶段,主要研究了面向铁路新线、既有线及枢纽区选线的铁路线形模型,关联约束选线及既有线重构与增改建等设计理论与方法；并对地理信息模型和网络三维交互式可视化等贯穿数字选线各设计阶段的基础核心技术开展了深入研究；力图较全面地解决从规划到精细设计阶段,铁路新线、既有线增改建及枢纽等数字选线设计问题,主要研究内容和成果如下：
1.建立了面向铁路数字选线的涵盖地形、地质、环境的地理信息模型。在既有数字地形模型研究基础上,重点研究了数字地质模型的构建方法：对断层线进行三维空间拉伸构建了断层面模型；引入克里金插值算法在地层控制点较稀疏的区域补充虚拟控制点,以实测、虚拟控制点为顶点集,以地层边界为约束边集,基于约束Delaunay三角网理论构建了地层面模型；采用“保守”的最小包围长方体表示形态复杂的溶洞体模型,简化了建模过程。针对离散和连续分布的地理信息分别构建了格网-R树索引与格网-顶点-三角形索引,实现了空间地理信息的快速检索。
2.建立了铁路线路优化模型,选择反映空间线位的特征参数向量作为自变量,构建了综合考虑工程费、运营费、环境影响代价及各种设计约束的目标函数；提出了基于分步编码的改进遗传算法：构建了由平面交点偏移距、平曲线半径、变坡点标高组成的基因序列；提出了先生成平面基因,再考虑平纵约束产生纵断面基因,最后调整形成整体基因的分步编码方法；遗传进化过程中,设计了4种交叉算子(简单交叉、两点交叉、算术交叉和非均匀启发式交叉)和3种变异算子(单点变异、多点变异、取直变异),可自动生成满足各类约束条件,且综合费用较省的线路方案群。
3.建立了3类铁路线形设计模型,系统全面地解决了新建铁路单、双线、既有线增改建和枢纽的线形设计问题。针对基于绝对关系定线的新建单线铁路和双线中的基线,建立了边界约束线形模型,采用各线元两端几何参数和约束条件表示线路,可方便地完成各类复杂的线形设计；针对铁路Ⅱ线参照基线定线的特点,提出了Ⅱ线的参照线形模型,定义了8类交点参照关系和2类区段参照关系,基于交点和区段的参照关系矩阵进行线路几何参数和里程的计算,实现了Ⅱ线的全线贯通设计,避免传统方法中繁琐的分段处理；在此基础上,对参照线形模型进行扩展,在两参照关系矩阵中加入参照线路编号向量,建立了可处理多线路参照关系的复合参照线形模型,解决了既有线增改建、枢纽设计中分区段参照不同线路进行设计的问题。
4.既有数字选线系统多专注于单个设计对象的设计,较少考虑各对象之间的复杂关联。本文通过对各类线路关联约束的系统分析,揭示了关联约束的耦合性和动态性特征；设计了关联图的数据结构将各关联对象及相互间的关联约束关系构建为一整体,即约束线路群；研制了约束线路群信息的动态更新算法,实现了设计过程中约束条件的自动检算和关联对象的自动更新；据此建立了关联约束选线设计方法,成功应用于线路方案群、线路与桥隧站的关联设计。
5.提出了既有线线路自动恢复方法,首先设计了一个最长夹直线搜索算法确定既有线的直线段,然后基于方向加速法对曲线段的半径和缓长进行优化,实现对既有线平面线位的整体自动化重构；建立了既有线增改建设计的“Ⅱ线模式法”,将既有线增改建设计视为相对于既有线的Ⅱ线设计,以复合参照线形模型为理论基础,通过给定交点参照关系即可实现既有线的各类增改建设计,且避免了传统方法中繁琐的分段处理,可全线贯通式设计。
6.深入研究了网络环境下铁路三维场景的交互式可视化理论与方法,包括铁路三维场景组织管理、模型简化、数据压缩、网络传输策略等关键问题。建立了铁路场景的有向无环图,深度方向从总体到细节逐步细分,广度方向按里程分段或模型类型进行划分,标准模型被多个结点共享,实现了铁路场景的高效组织与管理；提出了顾及约束的半边折叠误差度量方法,在服务器端采用半边折叠操作对初始铁路模型进行高效简化,并生成操作层次树；建立了远程视相关模型重构准则,在操作层次树上确定需传输至客户端的视相关结点数据；提出了一种预测编码方法对数据进行有效压缩；并综合应用约束边优先策略,多线程下载、缓存技术实现了铁路场景的远程交互式可视化。
7.应用本研究的理论与方法,与课题组成员共同开发了“铁路三维空间线路优化系统”、“新建铁路数字选线系统”、“既有铁路改建与增建二线数字选线系统”、“铁路枢纽数字选线系统”、“地铁数字选线系统”等铁路数字选线系列软件产品,已在国内80%的铁路勘察设计单位推广使用,现已成为国内铁路行业数字选线推广应用最广、产品最丰富的软件系统。
Alignment design, as the premise and basis of railway construction, is a core work that controls the whole situation. In the recent years, with the rapid development of railway in our country, railway design tasks become increasingly onerous. As one of the important ways to improve the quality and efficiency, technology of digitalizing alignment design needs to be studied.
Since1960s, scholars have been working on the technology of digitalizing railway alignment design, and a series of railway alignment design systems have been developed. However, the existing researches just aim at some parts of railway alignment design stages and content. Actually, at present, the complete solution of the overall railway alignment design process has not been found.
Firstly, the thesis analyzes the requirements and research status quo of railway alignment design in different stages, and then summarizes the key technical problems which need to be solved at present. In the planning stage, the thesis focuses on the alignment optimization technology; in the detailed design stage, it mainly studies on the alignment model in new-built railway, existing railway and railway hub, theory and method of associated constraints alignment design, existing railway routes recovery and reconstruction. The geographic information model and web three-dimensional interactive visualization as the core technology in all stages are studied. It try to solve the digitalizing alignment design problem from planning to the detailed design stage, including new-built railway, existing railway and railway hub. The main research contents and achievements are as follows:
1. Comprehensive geographic information model for railway alignment design including terrain, geology and environment is established. Based on the existing digital geology model, the construction of digital terrain model is studied. Firstly, fault plane model is built by stretching the fault line in3D spaces. Secondly, Kriging interpolation algorithm is introduced to supplement virtual control points in areas where control points are sparse. Thirdly, taking the control points of actual measurement and virtual control points as vertex assembles, and the stratum boundaries as constraint assemble, based on constraint Delaunay triangulation network theory, the stratum is set up. By adopting conservative minimum encompass cuboid to represent the complicate shaped karst caves, the modelling process is simplified. In allusion to the dispersed and continuous distribution of geographic information, Grid-R tree index, Grid-Triangle-Pont index are built and fast retrieve of geographic information is achieved.
2. Railway alignment optimization model is established. The parameter vector that reflects the characteristics of alignment is the independent variable. Considering the construction cost, operating costs, environmental impacts, and various design constraints, objective function is built. A genetic algorithm based stepwise encoding is proposed. A genetic series that consists of offsets of intersection point, radii of circular curve and elevations of grade change points is designed. A stepwise encoding method is presented. The horizontal genes generated firstly, then vertical genes are created considering horizontal constraints; the whole genes are formed by adjusting lastly. In the process of generating chromosomes, the thesis designs4cross operators (simple crossover, two-point crossover, arithmetic crossover and non-uniform heuristic crossover) and3mutation operators (single point mutations, multipoint mutation, straightening). Based on this method, a group of alignments conforming to railway constraints with low comprehensive costs can be generated.
3. Three kinds of alignments models are built to exhaustively solve alignment design problem in new-built railway, existing railway and railway hub. Boundary constraint alignment is modeled to alignment design for single track and the based route of double track new-built railways, which never refer to other alignments. The alignment is indicated by geometric parameters and constraints of alignment-units. Based on this alignment model, all kinds of complex geometric design can be worked out. Reference alignment is modeled for the alignment design of Ⅱ route in new-built railway, whose alignment only refers to the based route.8intersection point reference relationships and2section reference relationships are defined. The alignment geometric parameters and mileages of the Ⅱ route are figured out by intersection point and section reference relationships matrix. The Ⅱ route alignment can be designed integrally instead of tedious segmentation processing based on this alignment model. Part-reference alignment model is extended from the reference alignment model, by adding reference route index vector to above2matrixes. This alignment model solves the alignment design problem of existing railway reconstruction and railway hub, which refer to different alignments in different sections.
4. Existing digitalizing railway alignment systems mainly focus on single object design, ignoring the complex relationships between the objects. Firstly, the coupling and dynamic characteristics of the associated constraints are revealed after system analysis, Secondly, associated graph data structure is designed, to construct the associated objects and the mutual constraint relationships as a whole entity (constraint route group). Then, dynamic update algorithm for constraint route group is developed. Based on that, the constraints can be automatically checked and the associated objects can be automatically updated in the design. Lastly, the associated constraints alignment design method has been established and applied to routes group location, alignment design that associate with bridges, tunnels and stations.
5. The method for the recovery of existing railway alignment is proposed. Firstly, a longest linear search algorithm is designed to automatically identify straight and curve segments. Then radius and transition curve length are optimized based on direction acceleration method. Lastly, the recovery of the horizontal alignment of existing railway is realized. The " Ⅱ route modeling" method for the addition and reconstruction of existing railway is presented. The additional and reconstruct alignments is considered as the Ⅱ route of the existing alignment. Based on part-reference alignment model, all kinds of addition and reconstruction can be designed by using the reference relationships of intersection points. Besides, the alignment can be designed integrally, avoid the traditional and tedious segmentation processing.
6. Railway web3D interactive visualization theory and methodology are developed. Key problems such as the management of railway3D scene, model simplification, data compression and network transmission strategy are studied. Based on the directed acyclic graph, railway scene is efficiently organized and managed. Railway scene is subdivided from general to detail in depth, brother nodes were divided by mileage-section or sense type in breadth, standard model nodes are shared by related father nodes. A half-edge collapse error metric considering a large number of road constrained edges is proposed. Based on it, original road model is simplified by half-edge collapse and operating hierarchical tree is built on the server. Remote view-dependent reconstruction criterions are established. According to these criterions, minimum nodes data that need to be transferred to client is quickly selected in the operating hierarchical tree. A predictive coding method is proposed to effectively compress data. Combined with constrained edges priority strategy, integrating multithreading and caching technology, railway scene remote interactive visualization is finally realized.
7. Based on the theory and method presented in this thesis and existing research achievements, the author as a key member of the research group has developed a series of railway digital alignment designing systems, including railway intelligent alignment design system, new-built railway digital alignment design system, existing railway reconstruction and addition digital alignment design system, railway hubs digital alignment design system, metro digital alignment design system, etc. These software systems have been widely applied in80%railway survey and design institutions in China, and have become the most popular digital railway alignment design system with the most abundant function.
自上世纪六十年代,国内外许多学者对数字选线技术开展了大量研究,开发了一系列数字选线系统,但总体看来主要是针对铁路选线部分设计阶段的部分设计内容,目前还没有可面向各设计阶段,涵盖各项设计内容的完整解决方案。
本文在系统分析铁路各阶段选线设计需求和国内外研究现状的基础上,总结出目前亟待解决的关键技术问题。在数字选线的前期规划阶段,重点开展了线路优化方法研究；在精细设计阶段,主要研究了面向铁路新线、既有线及枢纽区选线的铁路线形模型,关联约束选线及既有线重构与增改建等设计理论与方法；并对地理信息模型和网络三维交互式可视化等贯穿数字选线各设计阶段的基础核心技术开展了深入研究；力图较全面地解决从规划到精细设计阶段,铁路新线、既有线增改建及枢纽等数字选线设计问题,主要研究内容和成果如下：
1.建立了面向铁路数字选线的涵盖地形、地质、环境的地理信息模型。在既有数字地形模型研究基础上,重点研究了数字地质模型的构建方法：对断层线进行三维空间拉伸构建了断层面模型；引入克里金插值算法在地层控制点较稀疏的区域补充虚拟控制点,以实测、虚拟控制点为顶点集,以地层边界为约束边集,基于约束Delaunay三角网理论构建了地层面模型；采用“保守”的最小包围长方体表示形态复杂的溶洞体模型,简化了建模过程。针对离散和连续分布的地理信息分别构建了格网-R树索引与格网-顶点-三角形索引,实现了空间地理信息的快速检索。
2.建立了铁路线路优化模型,选择反映空间线位的特征参数向量作为自变量,构建了综合考虑工程费、运营费、环境影响代价及各种设计约束的目标函数；提出了基于分步编码的改进遗传算法：构建了由平面交点偏移距、平曲线半径、变坡点标高组成的基因序列；提出了先生成平面基因,再考虑平纵约束产生纵断面基因,最后调整形成整体基因的分步编码方法；遗传进化过程中,设计了4种交叉算子(简单交叉、两点交叉、算术交叉和非均匀启发式交叉)和3种变异算子(单点变异、多点变异、取直变异),可自动生成满足各类约束条件,且综合费用较省的线路方案群。
3.建立了3类铁路线形设计模型,系统全面地解决了新建铁路单、双线、既有线增改建和枢纽的线形设计问题。针对基于绝对关系定线的新建单线铁路和双线中的基线,建立了边界约束线形模型,采用各线元两端几何参数和约束条件表示线路,可方便地完成各类复杂的线形设计；针对铁路Ⅱ线参照基线定线的特点,提出了Ⅱ线的参照线形模型,定义了8类交点参照关系和2类区段参照关系,基于交点和区段的参照关系矩阵进行线路几何参数和里程的计算,实现了Ⅱ线的全线贯通设计,避免传统方法中繁琐的分段处理；在此基础上,对参照线形模型进行扩展,在两参照关系矩阵中加入参照线路编号向量,建立了可处理多线路参照关系的复合参照线形模型,解决了既有线增改建、枢纽设计中分区段参照不同线路进行设计的问题。
4.既有数字选线系统多专注于单个设计对象的设计,较少考虑各对象之间的复杂关联。本文通过对各类线路关联约束的系统分析,揭示了关联约束的耦合性和动态性特征；设计了关联图的数据结构将各关联对象及相互间的关联约束关系构建为一整体,即约束线路群；研制了约束线路群信息的动态更新算法,实现了设计过程中约束条件的自动检算和关联对象的自动更新；据此建立了关联约束选线设计方法,成功应用于线路方案群、线路与桥隧站的关联设计。
5.提出了既有线线路自动恢复方法,首先设计了一个最长夹直线搜索算法确定既有线的直线段,然后基于方向加速法对曲线段的半径和缓长进行优化,实现对既有线平面线位的整体自动化重构；建立了既有线增改建设计的“Ⅱ线模式法”,将既有线增改建设计视为相对于既有线的Ⅱ线设计,以复合参照线形模型为理论基础,通过给定交点参照关系即可实现既有线的各类增改建设计,且避免了传统方法中繁琐的分段处理,可全线贯通式设计。
6.深入研究了网络环境下铁路三维场景的交互式可视化理论与方法,包括铁路三维场景组织管理、模型简化、数据压缩、网络传输策略等关键问题。建立了铁路场景的有向无环图,深度方向从总体到细节逐步细分,广度方向按里程分段或模型类型进行划分,标准模型被多个结点共享,实现了铁路场景的高效组织与管理；提出了顾及约束的半边折叠误差度量方法,在服务器端采用半边折叠操作对初始铁路模型进行高效简化,并生成操作层次树；建立了远程视相关模型重构准则,在操作层次树上确定需传输至客户端的视相关结点数据；提出了一种预测编码方法对数据进行有效压缩；并综合应用约束边优先策略,多线程下载、缓存技术实现了铁路场景的远程交互式可视化。
7.应用本研究的理论与方法,与课题组成员共同开发了“铁路三维空间线路优化系统”、“新建铁路数字选线系统”、“既有铁路改建与增建二线数字选线系统”、“铁路枢纽数字选线系统”、“地铁数字选线系统”等铁路数字选线系列软件产品,已在国内80%的铁路勘察设计单位推广使用,现已成为国内铁路行业数字选线推广应用最广、产品最丰富的软件系统。
Alignment design, as the premise and basis of railway construction, is a core work that controls the whole situation. In the recent years, with the rapid development of railway in our country, railway design tasks become increasingly onerous. As one of the important ways to improve the quality and efficiency, technology of digitalizing alignment design needs to be studied.
Since1960s, scholars have been working on the technology of digitalizing railway alignment design, and a series of railway alignment design systems have been developed. However, the existing researches just aim at some parts of railway alignment design stages and content. Actually, at present, the complete solution of the overall railway alignment design process has not been found.
Firstly, the thesis analyzes the requirements and research status quo of railway alignment design in different stages, and then summarizes the key technical problems which need to be solved at present. In the planning stage, the thesis focuses on the alignment optimization technology; in the detailed design stage, it mainly studies on the alignment model in new-built railway, existing railway and railway hub, theory and method of associated constraints alignment design, existing railway routes recovery and reconstruction. The geographic information model and web three-dimensional interactive visualization as the core technology in all stages are studied. It try to solve the digitalizing alignment design problem from planning to the detailed design stage, including new-built railway, existing railway and railway hub. The main research contents and achievements are as follows:
1. Comprehensive geographic information model for railway alignment design including terrain, geology and environment is established. Based on the existing digital geology model, the construction of digital terrain model is studied. Firstly, fault plane model is built by stretching the fault line in3D spaces. Secondly, Kriging interpolation algorithm is introduced to supplement virtual control points in areas where control points are sparse. Thirdly, taking the control points of actual measurement and virtual control points as vertex assembles, and the stratum boundaries as constraint assemble, based on constraint Delaunay triangulation network theory, the stratum is set up. By adopting conservative minimum encompass cuboid to represent the complicate shaped karst caves, the modelling process is simplified. In allusion to the dispersed and continuous distribution of geographic information, Grid-R tree index, Grid-Triangle-Pont index are built and fast retrieve of geographic information is achieved.
2. Railway alignment optimization model is established. The parameter vector that reflects the characteristics of alignment is the independent variable. Considering the construction cost, operating costs, environmental impacts, and various design constraints, objective function is built. A genetic algorithm based stepwise encoding is proposed. A genetic series that consists of offsets of intersection point, radii of circular curve and elevations of grade change points is designed. A stepwise encoding method is presented. The horizontal genes generated firstly, then vertical genes are created considering horizontal constraints; the whole genes are formed by adjusting lastly. In the process of generating chromosomes, the thesis designs4cross operators (simple crossover, two-point crossover, arithmetic crossover and non-uniform heuristic crossover) and3mutation operators (single point mutations, multipoint mutation, straightening). Based on this method, a group of alignments conforming to railway constraints with low comprehensive costs can be generated.
3. Three kinds of alignments models are built to exhaustively solve alignment design problem in new-built railway, existing railway and railway hub. Boundary constraint alignment is modeled to alignment design for single track and the based route of double track new-built railways, which never refer to other alignments. The alignment is indicated by geometric parameters and constraints of alignment-units. Based on this alignment model, all kinds of complex geometric design can be worked out. Reference alignment is modeled for the alignment design of Ⅱ route in new-built railway, whose alignment only refers to the based route.8intersection point reference relationships and2section reference relationships are defined. The alignment geometric parameters and mileages of the Ⅱ route are figured out by intersection point and section reference relationships matrix. The Ⅱ route alignment can be designed integrally instead of tedious segmentation processing based on this alignment model. Part-reference alignment model is extended from the reference alignment model, by adding reference route index vector to above2matrixes. This alignment model solves the alignment design problem of existing railway reconstruction and railway hub, which refer to different alignments in different sections.
4. Existing digitalizing railway alignment systems mainly focus on single object design, ignoring the complex relationships between the objects. Firstly, the coupling and dynamic characteristics of the associated constraints are revealed after system analysis, Secondly, associated graph data structure is designed, to construct the associated objects and the mutual constraint relationships as a whole entity (constraint route group). Then, dynamic update algorithm for constraint route group is developed. Based on that, the constraints can be automatically checked and the associated objects can be automatically updated in the design. Lastly, the associated constraints alignment design method has been established and applied to routes group location, alignment design that associate with bridges, tunnels and stations.
5. The method for the recovery of existing railway alignment is proposed. Firstly, a longest linear search algorithm is designed to automatically identify straight and curve segments. Then radius and transition curve length are optimized based on direction acceleration method. Lastly, the recovery of the horizontal alignment of existing railway is realized. The " Ⅱ route modeling" method for the addition and reconstruction of existing railway is presented. The additional and reconstruct alignments is considered as the Ⅱ route of the existing alignment. Based on part-reference alignment model, all kinds of addition and reconstruction can be designed by using the reference relationships of intersection points. Besides, the alignment can be designed integrally, avoid the traditional and tedious segmentation processing.
6. Railway web3D interactive visualization theory and methodology are developed. Key problems such as the management of railway3D scene, model simplification, data compression and network transmission strategy are studied. Based on the directed acyclic graph, railway scene is efficiently organized and managed. Railway scene is subdivided from general to detail in depth, brother nodes were divided by mileage-section or sense type in breadth, standard model nodes are shared by related father nodes. A half-edge collapse error metric considering a large number of road constrained edges is proposed. Based on it, original road model is simplified by half-edge collapse and operating hierarchical tree is built on the server. Remote view-dependent reconstruction criterions are established. According to these criterions, minimum nodes data that need to be transferred to client is quickly selected in the operating hierarchical tree. A predictive coding method is proposed to effectively compress data. Combined with constrained edges priority strategy, integrating multithreading and caching technology, railway scene remote interactive visualization is finally realized.
7. Based on the theory and method presented in this thesis and existing research achievements, the author as a key member of the research group has developed a series of railway digital alignment designing systems, including railway intelligent alignment design system, new-built railway digital alignment design system, existing railway reconstruction and addition digital alignment design system, railway hubs digital alignment design system, metro digital alignment design system, etc. These software systems have been widely applied in80%railway survey and design institutions in China, and have become the most popular digital railway alignment design system with the most abundant function.
引文
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