基于点线一致的既有铁路线路平面整体迭代自动重构方法_王杰.pdf

第 20 卷 第 3 期2023 年 3 月铁道科学与工程学报Journal of Railway Science and EngineeringVolume 20 Number 3March 2023基于点线一致的既有铁路线路平面整体迭代自动重构方法王杰1,3，梁家轩2,4，李伟2,4，蒲浩2,4(1.轨道交通工程信息化国家重点实验室(中铁一院)，陕西 西安 710043；2.中南大学 土木工程学院，湖南 长沙 410075；3.中铁第一勘察设计院集团有限公司，陕西 西安 710043；4.高速铁路建造技术国家工程实验室，湖南 长沙 410075)摘要：既有铁路平面线形重构是铁路养护维修与增改建设计的基础，优化的重构线形可以显著减少工程数量和对行车的干扰。现有研究主要采用逐交点优化重构形成整体线形的方法，由于共用夹直线边，后交点重构时势必会破坏已优化重构的前交点或者受限于前交点导致本交点并非最优。对此，提出一种全线整体迭代重构平面线形方法。首先基于既有线测点方位角变化率图，采用阈值动态调整法自动识别交点数量和各测点的初始线元归属(直线、圆曲线和缓和曲线)；然后依据测点线元归属分组拟合成对应类型的线元，再依据拟合出的线元范围重新调整测点线元归属；反复迭代上述线元分组拟合测点归属调整过程，直到所有测点均无需调整，即达到点线一致。在每次拟合过程中应用增广拉格朗日乘子法与Mesh Adaptive Direct Search算法优化交点坐标、曲线半径和缓长，同时处理多种约束。该方法将现有的逐交点重构平面线形拓展到全线整体迭代重构，在前后曲线均达到优化条件下确定公共夹直线边，准确识别全线测点线元归属，最终自动重构出满足各类约束的全线整体优化平面线形。基于该方法开发的既有线增改建选线设计系统已在6 000余公里的既有线重构中应用，仿真案例和实际案例均验证了该方法的有效性。关键词：铁路既有线；线形重构；线路设计；线路优化中图分类号：U212.33 文献标志码：A 开放科学(资源服务)标识码(OSID)文章编号：1672-7029（2023）03-0890-10An overall iteration method for automatically reconstructing horizontal alignments of existing railways based on points-alignment consistency principleWANG Jie1,3,LIANG Jiaxuan2,4,LI Wei2,4,PU Hao2,4(1.State Key Laboratory of Rail Transit Engineering Informatization(FSDI),Xian 710043,China;2.School of Civil Engineering,Central South University,Changsha 410075,China;3.China Railway First Survey&Design Institute Group Co.,Ltd.,Xian 710043,China;4.National Engineering Laboratory for High-speed Railway Construction,Changsha 410075,China)Abstract:Reconstructing existing railway horizontal alignments plays a foundation for railway maintenance and 收稿日期：2022-03-21基金项目：轨道交通工程信息化国家重点实验室(铁一院)开放基金资助项目(SSLK21-08)；国家自然科学基金资助项目(52078497)；湖南省高校创新平台开放基金资助项目(20K140)；中国中铁股份有限公司科技开发计划实用技术课题(2021-重大-06)通信作者：李伟(1984)，男，江西进贤人，副教授，博士，从事线路与站场数字智能设计研究；E-mail：DOI:10.19713/ki.43-1423/u.T20220519第 3 期王杰，等：基于点线一致的既有铁路线路平面整体迭代自动重构方法reconstruction design.Optimized reconstructed alignment can significantly reduce the workload and interference to railway operation.Existing research mainly adopts the method of optimized reconstruction by successive intersections to form the whole alignment.Since the common tangent is shared by adjacent intersections,the reconstructed results of previous and rear intersection will affect each other.Neither of them can achieve optimization.An overall iterative method was proposed to reconstruct horizontal alignment for the whole alignment.Firstly,the number of intersections and the attributes of measured points(tangents,circular curves,transition curves)were recognized automatically by adjusting dynamical threshold based on heading direction change rate graph.Then,the geometric elements including tangents,circular curves and transition curves were fitted in groups by the initial attributes of measured points.The initial attributes of measured points were adjusted to the attributes of reconstructed geometric elements.The process of fitting geometric elements in groups-adjusting the attributes of measured points was iterated repeatedly until the attributes of all measured points do not need to be adjusted.That is,the points-alignment consistency was achieved.In the process of each iteration,the coordinates of intersections,the radius of circular curves and the parameters of transition curves were optimized,and the multiple constraints were handled by the Augmented Lagrange Multiplier Method and Mesh Adaptive Direction Search Method.The reconstruction by successive intersections was extended to the overall iteration reconstruction of the whole alignment.The common tangents can be determined under the condition that both front and back curves reach optimality.The attributes of measured points can be identified accurately.The optimized horizontal alignment can be reconstructed while satisfying multiple constraints.The reconstruction and expansion design system of existing railways developed based on this method has been applied in the reconstruction of more than 6 000 kilometers existing railways.Both simulation cases and real cases demonstrate the effectiveness of this method.Key words:existing railway;alignment reconstruction;alignment design;alignment optimization 既有铁路在运营过程中，由于轮轨相互作用或复杂自然环境的影响，平面线形会不可避免地发生变形，危及行车安全。因此，铁路相关部门需要定期对既有线路进行测量、校准，并重构出光滑平顺的平面线形，以保证列车运行的平稳、安全。同时，平面线形重构的结果也可作为增建二线或改建既有铁路的重要设计依据，采用先进的计算方法提高线路重构精度，会明显提升铁路的设计质量，保证铁路运营安全12。为尽可能减少对运营的干扰，重构出的平面线形应使既有线整体拨动量最小。因此，平面线形重构并非简单以原设计线形为基准调整轨道，而是根据测点数据拟合平面线形，并在满足最小夹直线长、最小曲线半径等线形几何约束以及桥隧等重大结构物限界控制约束的前提下，优化出测点拨量最小的平面线形，重构本身是一个优化问题3。铁路平面线形重构方法主要有绳正法、偏角法以及坐标法。其中绳正法与偏角法均基于渐伸线原理计算测点拨量，计算简单，但测量效率与质量不高。坐标法相比绳正法和偏角法具有测量数据精度高，受行车干扰小，计算准确等优点。近年来有大量基于坐标法的平面线形重构方法研究，李家稳等46根据曲率图初步识别曲线参数，接着逐个优化曲线参数，最后进行综合优化。考虑到曲率图噪声较大，识别精度较低，IMRAN等7将航向角变化率作为识别曲线的标准。OTHMAN等8根据航向角变化率图确定曲线范围，继而进行平面线形的优化重构。李伟等9基于方向加速法重构平面线形，采取分配权重与调整步长策略引入约束条件。缪鹍等10运用改进的粒子群算法计算平面线形参数，并研究了存在约束控制点时该方法的收敛性。SONG等11提出一种统计偏转角方法进行几何线元的分割，并可以进一步进行考虑约束的线路重构。上述方法在进行单个曲线平面线形重构时能取得891铁 道 科 学 与 工 程 学 报2023 年 3月较好的优化效果，但在重构整体平面线形时，相邻曲线各自重构后其公共夹直线线形参数往往不能保持完全一致，由此组合而成的整体平面线形无法达到全局最优重构。为解决整体平面线形重构问题，CAMACHO-TORREGROSA 等12利用前进方位图识别线元，基于线元连续的准则迭代寻找最佳