阅读说明：本技术 基于道岔插铺位置精准定位的电气化铁路营业线铺设方法 (Electrified railway business line laying method based on accurate positioning of turnout inserting and laying positions ) 是由 俞剑 徐重阳 钟云 李大勇 杜英杰 龚继伟 杨超 张振磊 魏全宾 刘续林 张延� 于 2020-10-15 设计创作，主要内容包括：本发明涉及一种基于道岔插铺位置精准定位的电气化铁路营业线铺设方法,包括：初步确定钢轨长度、数量和道岔位置；根据线路所处地区和该地区环境对道岔位置进行修正；根据道岔尺寸对道岔位置进行二次修正；设定道砟的铺设量以及枕木中电容枕的间距；铺设线路；根据相应速度调节电容枕间距；养护线路以消除应力。本发明通过使用直角坐标系分别对各道岔的位置进行标记,能够提高对各道岔的定位精度并在后续对各道岔修正后仍能够对各道岔的预设插铺位置进行精准定位,增加了对道岔的定位精度；同时,在对单个道岔进行修正时,还会将该道岔之前的道岔的修正值与本次修正结合,提高了该线路修正后位置的精度,提高了所述方法对线路的铺设效率。(The invention relates to an electrified railway business line laying method based on accurate positioning of switch laying positions, which comprises the following steps: preliminarily determining the length and the number of the steel rails and the positions of turnouts; correcting the position of the turnout according to the area where the line is located and the environment of the area; performing secondary correction on the position of the turnout according to the size of the turnout; setting the paving amount of the railway ballast and the distance between capacitor sleepers in the sleepers; laying a line; adjusting the distance between the capacitor pillows according to the corresponding speed; the wire is cured to relieve stress. According to the invention, the rectangular coordinate system is used for marking the positions of the turnouts respectively, so that the positioning precision of the turnouts can be improved, the preset inserting and laying positions of the turnouts can be accurately positioned after the turnouts are corrected subsequently, and the positioning precision of the turnouts is increased; meanwhile, when a single turnout is corrected, the correction value of the turnout before the turnout is combined with the correction, so that the position accuracy of the corrected line is improved, and the laying efficiency of the method for the line is improved.)

1. The utility model provides an electric railway business line laying method based on accurate location of switch bolt position, its characterized in that includes:

step 1: dividing a bus line to be paved into a plurality of lines according to the number of actually inserted and paved turnouts in a construction scheme, respectively confirming the average curvature and the maximum curvature of each line, respectively determining the number and the length of steel rails in each line according to the average curvature, respectively correcting the length and the number of the steel rails according to each maximum curvature, and preliminarily positioning the insertion and paving positions of the turnouts;

step 2: correcting the laying position of each turnout according to the area where the line to be laid is located and the environmental change condition of the area within one year; when the line to be laid is positioned on the bridge, the gap of the steel rails in each line and the laying position of each turnout are corrected according to the size of the bridge and the environmental change of the area where the bridge is positioned in one year;

and step 3: carrying out secondary correction on the installation positions of the turnouts in sequence according to the size or the model of each turnout in the line in the construction scheme;

and 4, step 4: constructing the line, blocking the periphery of the line, and setting the laying amount of the railway ballast and the distance between capacitor sleepers in the sleepers according to the area where the line is located;

and 5: paving each line according to the determined parameters and respectively inserting and paving each turnout to an appointed position, and after paving is finished, adjusting the inserting and paving position of the turnout according to the deviation value of the actual position and the preset position of the turnout;

step 6: connecting each turnout with a signal mechanical chamber around the line, testing the signal after the connection is finished, and adjusting the distance between the capacitive sleepers according to the test result after the test is finished;

and 7: maintaining the lines to dissipate the stress inside the steel rails and the turnouts after the adjustment is finished, and adjusting the maximum time of single maintenance according to the average traffic flow of peripheral lines during maintenance; after the maintenance is finished, respectively detecting the maintenance condition of each turnout and judging that the maintenance is finished when the stress dissipation of each turnout is measured, so as to finish the laying of the line;

when the positioning of each turnout is finished, establishing a rectangular coordinate system by taking the starting point of the route as an origin, sequentially recording the position of each turnout and establishing a turnout position primary coordinate matrix G0(G1, G2, G3.. Gn), wherein G1 is a first turnout primary coordinate, G2 is a second turnout primary coordinate, G3 is a third turnout primary coordinate, Gn is an nth turnout primary coordinate, and for the nth turnout primary coordinate Gn, Gn (Xn, Yn), wherein Xn is the horizontal coordinate of the nth turnout primary position, and Yn is the vertical coordinate of the nth turnout primary position;

after the G0 matrix is established, respectively establishing a preset line matrix L0(L1, L2, L3,. Ln +1), wherein L1 is a first line from a line starting point to the first switch, L2 is a second line from the first switch to the second switch, L3 is a third line from the second switch to the third switch, and Ln is an n +1 line from the nth switch to a line end point;

establishing a preset region matrix B0 and a preset gap matrix D0 aiming at each line in the L0 matrix; for the preset region matrixes B0, B0(B1, B2, B3, B4), wherein B1 is a first preset region, B2 is a second preset region, B3 is a third preset region, and B4 is a fourth preset region; for the preset gap matrices D0, D0(D1, D2, D3, D4), where D1 is a first preset gap, D2 is a second preset gap, D3 is a third preset gap, and D4 is a fourth preset gap;

after the lines are determined, the type of the area where each line is located is judged, and the gap between the steel rails in each line is determined according to the judgment result, wherein for the ith line Li, i is 1, 2, 3,. n + 1:

when the area where the ith line Li is located is a first preset area B1, setting the clearance between the steel rails in the ith line to be D1;

when the area where the ith line Li is located is a second preset area B2, setting the clearance between the steel rails in the ith line to be D2;

when the area where the ith line Li is located is a third preset area B3, setting the clearance between the steel rails in the ith line to be D3;

when the area where the ith line Li is located is a fourth preset area B4, setting the clearance between the steel rails in the ith line to be D4;

after the initial setting is finished, respectively establishing a preset difference value matrix C0 and a preset correction coefficient matrix a 0; for the preset difference matrix C0, C0(C1, C2, C3, C4), where C1 is a first preset difference, C2 is a second preset difference, C3 is a third preset difference, and C4 is a fourth preset difference, each preset difference gradually increases in sequence; for the preset correction coefficients a0, a0(a1, a2, a3 and a4), wherein a1 is a first correction coefficient, a2 is a second correction coefficient, a3 is a third correction coefficient, a4 is a fourth correction coefficient, and a4 < a3 < a2 < a1 < 1;

after the establishment is finished, respectively establishing a preset environment matrix group E0 and establishing an ith line environment matrix Ei according to the environmental parameter change of the ith line in the last year; for the E0 matrix, E0(t, s, P, M), wherein t is a preset average temperature in the area, s is a preset average humidity in the area, P is a preset average rainfall in the area, and M is a preset average soil compactness in the area; for the Ei matrix, Ei (ti, si, Pi, Mi), wherein ti is the preset average temperature of the area where the ith line is located in one year, si is the preset average humidity of the area where the ith line is located in one year, Pi is the preset average rainfall of the area where the ith line is located in one year, and Mi is the preset average soil compactness of the area where the ith line is located in one year;

after the establishment is finished, sequentially calculating a standard environmental parameter c and an environmental parameter ci of the area where the ith line is located in the previous year,after the calculation is finished, calculating a difference value C between the environment parameter of the area of the ith line and the standard environment parameter, wherein C is | ci-C |, after the calculation is finished, comparing C with each parameter in a C0 matrix, and adjusting a gap Dj between each steel rail in the ith line according to a comparison result, wherein j is 1, 2, 3, 4:

when C is less than or equal to C1, adjusting the clearance of each steel rail in the ith line to Dj', Dj ═ dja 1;

when C is more than C1 and less than or equal to C2, the clearance of each steel rail in the ith track is adjusted to Dj ', Dj' ═ Dj × a 2;

when C is more than C2 and less than or equal to C3, the clearance of each steel rail in the ith track is adjusted to Dj ', Dj' ═ Dj × a 3;

when C is more than C3 and less than or equal to C4, the clearance of each steel rail in the ith track is adjusted to Dj ', Dj' ═ Dj × a 4;

after the adjustment is completed, correcting the coordinate Gi of the ith turnout in the ith line, wherein the coordinate of the corrected ith turnout is Gi ' (Xi ', Yi '), Xi ═ Xi-ak ═ mi +1, Yi ═ Yi-ak [ (mi +1), ak is an adjustment coefficient for the ith line, and k is 1, 2, 3, 4, and mi is the number of steel rails in the ith line;

when a plurality of lines need to be corrected, the coordinates of the ith turnout after correction are Gi ' (Xi ', Yi '),where Ai is the corresponding correction coefficient selected for the ith line, and Ai is ak.

2. The method for laying the electric railway business line based on the precise positioning of the switch inserting and laying positions as claimed in claim 1, wherein when the position of the ith switch is secondarily corrected, the actual size Ui of the ith switch in the construction scheme is compared with the standard switch size Ui0 selected when the position of each switch is preliminarily positioned, the difference Ui between the actual size of the ith switch and the standard size is calculated, Ui is equal to Ui0-Ui, and after the calculation is completed, the coordinate Gi ' of the ith switch is secondarily corrected, and the corrected coordinate of the ith switch is Gi "(Xi", Yi "), Xi" ═ Xi ' -Ui, Yi "═ Yi ' -Ui;

when a plurality of lines need to be corrected for the second time, the coordinates of the ith turnout after correction are Gi (Xi, Yi "),

3. the method for laying an electric railway business line based on accurate positioning of switch laying positions as claimed in claim 2, wherein the calculated bridge size parameter Cq when the ith line is laid on the bridge,wherein Lq is the length of the bridge, Wq is the width of the bridge, Dq is the average thickness of the bridge, Hq is the distance between the bridge and the ground/horizontal plane, and Pq is the average hardness of the bridge; after the calculation is finished, calculating the difference between Cq and a standard environment parameter C to obtain a difference value C, wherein C is | Cq-C |, and the obtained C value is equal to the C0 momentAnd comparing the parameters in the array, selecting a corresponding correction coefficient according to the comparison result to adjust the clearance of each steel rail in the ith line and correct the position coordinate of the ith turnout.

4. The method for laying the business line of the electrified railway based on the accurate positioning of the switch plugging and laying position as claimed in claim 3, wherein when the switch in the line is preliminarily positioned, a preset curvature matrix R0 and a preset steel rail length matrix F0 are established;

for the preset curvature matrix R0, R0(R1, R2, R3, R4), where R1 is a first preset curvature, R2 is a second preset curvature, R3 is a third preset curvature, and R4 is a fourth preset curvature, the preset curvature values are gradually decreased in order;

for the preset steel rail length matrixes F0, F0(F1, F2, F3, F4), wherein F1 is a first preset steel rail length, F2 is a second preset steel rail length, F3 is a third preset steel rail length, F4 is a fourth preset steel rail length, and the preset steel rail lengths are gradually reduced in sequence;

when the length of each steel rail in the ith line is determined, checking a route map of the ith line in the rectangular coordinate system according to a preset proportion, calculating an average curvature Ri in the ith line, comparing the Ri with parameters in an R0 matrix, and preliminarily determining the length Fi of each steel rail in the ith line according to a comparison result:

when Ri is less than or equal to R1, preliminarily determining the length of each steel rail in the ith line as F1;

when R1 is more than Ri and less than or equal to R2, preliminarily determining the length of each steel rail in the ith line as F2;

when R2 is more than Ri and less than or equal to R3, preliminarily determining the length of each steel rail in the ith line as F3;

and when R3 is more than Ri and less than or equal to R4, preliminarily determining the length of each steel rail in the ith line as F4.

5. The method for laying the business line of the electric railway based on the accurate positioning of the switch plugging and laying position as claimed in claim 4, wherein when the determination of the length of the steel rail in the ith line is completed, a preset curvature difference matrix r0 and a preset length correction coefficient matrix b0 are established; for the preset curvature difference matrix r0, r0(r1, r2, r3, r4), where r1 is a first preset curvature difference, r2 is a second preset curvature difference, r3 is a third preset curvature difference, and r4 is a fourth preset curvature difference, the preset curvature differences are gradually increased in sequence; for the preset length correction coefficient matrix b0, b0(b1, b2, b3, b4), wherein b1 is a first preset length correction coefficient, b2 is a second preset length correction coefficient, b3 is a third preset length correction coefficient, b4 is a fourth preset length correction coefficient, b4 < b3 < b2 < b1 < 1;

when the length of each steel rail in the ith line is preliminarily determined, calculating a difference Ri between the maximum curvature Rimax and the average curvature Ri in the ith line, wherein Ri is Rimax-Ri, comparing Ri with each parameter in the r0 matrix after calculation is finished, selecting a corresponding preset length correction coefficient according to a comparison result, and correcting the length Fj of each steel rail in the ith line which is preliminarily determined, wherein j is 1, 2, 3, 4:

when ri is less than or equal to r1, b1 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj × b 1;

when r1 is larger than ri and is not larger than r2, b2 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj b 2;

when r2 is larger than ri and is not larger than r3, b2 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj b 3;

when r3 is larger than ri and is not larger than r4, b2 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj b 4;

when ri is more than r4, the length of each steel rail after correction is Fj' ═ Fj + 1;

when j is 4 and ri is more than r4, checking the construction scheme and reconfirming the length of each steel rail in the ith line;

and after the length of the steel rail is corrected, determining the number mi of the steel rails in the ith line according to the total length of the ith line and the corrected length of the steel rail.

6. The method for laying the business line of the electrified railway based on the accurate positioning of the switch plugging position as claimed in claim 5, wherein when the signal test is performed on the plugged switch, a preset distance matrix K0 and a preset interval number matrix J0 are established; for the preset distance matrixes K0, K0(K1, K2, K3, K4), where K1 is a first preset distance, K2 is a second preset distance, K3 is a third preset distance, and K4 is a fourth preset distance, each preset distance is gradually increased in sequence; for the preset interval number matrix J0, J0(J1, J2, J3, J4), where J1 is a first preset interval number, J2 is a second preset interval number, J3 is a third preset interval number, J4 is a fourth preset interval number, the preset interval numbers are gradually decreased in sequence, and J4 > 5;

when the ith turnout is laid in an inserting mode, calculating the distance K between the ith turnout and the signal mechanical room, comparing the K with each parameter in the K0 matrix, and setting the number of sleepers spaced among the capacitance sleepers in the ith route according to the comparison result:

when K is less than or equal to K1, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J1;

when K is more than K1 and less than or equal to K2, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J2;

when K is more than K2 and less than or equal to K3, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J3;

when K is more than K3 and less than or equal to K4, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J4;

after the determination is completed, establishing a preset response time matrix T0(T1, T2, T3 and T4), performing signal test on the ith turnout after the establishment is completed, recording the response time Ti of the ith turnout, comparing the Ti with each parameter in the T0 matrix, and adjusting the number Jk of crossties at intervals between each capacitor crosstie in the ith route according to the comparison result, wherein k is 1, 2, 3, 4:

when Ti is less than or equal to T1, Jk is not adjusted;

when T1 is more than Ti and less than or equal to T2, Jk is adjusted to Jk ', Jk' is Jk-1;

when T2 is more than Ti and less than or equal to T3, Jk is adjusted to Jk ', Jk' is Jk-2;

when T3 < Ti ≦ T4, Jk is adjusted to Jk', Jk ═ Jk-3.

7. The electrified railway business line laying method based on accurate positioning of switch plugging and laying positions according to claim 6, characterized in that when laying railway ballasts, a preset compactness matrix Q0 and a railway ballast preset thickness matrix W0 are established; for the preset compactness matrix Q0, Q0(Q1, Q2, Q3, Q4), wherein Q1 is a first preset compactness, Q2 is a second preset compactness, Q3 is a third preset compactness, Q4 is a fourth preset compactness, and the preset compactness increases gradually in sequence; for the preset thickness matrix W0, W0(W1, W2, W3 and W4) of the railway ballast, wherein W1 is the first preset thickness of the railway ballast, W2 is the second preset thickness of the railway ballast, 3 is the third preset thickness of the railway ballast, W4 is the fourth preset thickness of the railway ballast, and the preset thicknesses of the railway ballast are gradually reduced in sequence;

when the steel rail is laid on the ith line, detecting the compactness Mi of the ground in the ith line in advance and comparing the Mi with the parameters in the Q0 matrix:

when the Mi is less than or equal to the Qi, setting the paving thickness of the railway ballast as W1;

when the Q1 is more than Mi and less than or equal to Q2, setting the paving thickness of the ballast as W2;

when the Q2 is more than Mi and less than or equal to Q3, setting the paving thickness of the ballast as W3;

when the Q3 is more than Mi and less than or equal to Q4, setting the paving thickness of the ballast as W4;

after the pavement thickness of the railway ballast is determined, paving the steel rail, detecting the thickness of the railway ballast in the paving process, and filling the railway ballast when the thickness of the railway ballast is lower than the determined preset thickness; and when the thickness of the railway ballast is higher than the determined preset thickness, removing the redundant railway ballast.

8. The method for laying the business line of the electrified railway based on the accurate positioning of the switch plugging and laying position as claimed in claim 6, wherein a preset flow matrix N0 and a preset maintenance duration matrix Z0 are established when the i-th line which is laid is maintained; for the preset flow rate matrixes N0, N0(N1, N2, N3, N4), where N1 is a first preset flow rate, N2 is a second preset flow rate, N3 is a third preset flow rate, and N4 is a fourth preset flow rate, each preset flow rate is gradually increased in sequence; for the preset curing time matrix Z0, Z0(Z1, Z2, Z3, Z4), wherein Z1 is a first preset curing time, Z2 is a second preset curing time, Z3 is a third preset curing time, Z4 is a fourth preset curing time, and the preset curing times are gradually reduced in sequence;

when the ith line which is laid is maintained, detecting the average traffic flow N of the peripheral line of the bus line to be laid, comparing the average traffic flow N with each parameter in the N0 matrix, and determining the single maximum maintenance time aiming at the ith line according to the comparison result:

when N is less than or equal to N1, setting the single maximum maintenance time for the ith line as Z1;

when N1 is more than or equal to N2, setting the single maximum maintenance time for the ith line as Z2;

when N2 is more than or equal to N3, setting the single maximum maintenance time for the ith line as Z3;

and when N3 is more than or equal to N4, setting the single maximum maintenance time for the ith line as Z4.

9. The method for laying the business line of the electric railway based on the accurate positioning of the switch plugging and laying position as claimed in claim 8, wherein when the ith line is maintained, the traffic flow of the peripheral line of the main line on the day is counted, the difference value Δ N between the traffic flow on the day and the average traffic flow is calculated, and a preset traffic flow difference matrix Δ N0 and a preset maintenance time correction coefficient matrix z0 are established; for the preset traffic flow difference matrix Δ N0, Δ N0(Δ N1, Δ N2, Δ N3, Δ N4), wherein Δ N1 is a first preset difference, Δ N2 is a second preset difference, Δ N3 is a third preset difference, Δ N4 is a fourth preset difference, and the preset differences are gradually increased in sequence; for the preset maintenance time length correction coefficient matrix z0, z0(z1, z2, z3, z4), wherein z1 is a first preset maintenance time length correction coefficient, z2 is a second preset maintenance time length correction coefficient, z3 is a third preset maintenance time length correction coefficient, z4 is a fourth preset maintenance time length correction coefficient, z4 < z3 < z2 < z1 < 1; when the calculation of the delta N is completed, comparing the delta N with each parameter in a delta N0 matrix and correcting the single maximum curing time Zj of the following day according to the comparison result, wherein j is 1, 2, 3, 4:

when the delta N is less than or equal to the delta N1, not correcting the single maximum curing time of the next day;

when the actual traffic flow is larger than the average traffic flow and delta N1 is larger than the average traffic flow and is less than or equal to delta N2, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj z 1;

when the actual traffic flow is larger than the average traffic flow and delta N2 is larger than the average traffic flow and is less than or equal to delta N3, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj z 2;

when the actual traffic flow is larger than the average traffic flow and delta N3 is larger than the average traffic flow and is less than or equal to delta N4, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj z 3;

when the actual traffic flow is larger than the average traffic flow and delta N is larger than delta N4, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj × z 4;

when the actual traffic flow is smaller than the average traffic flow and the delta N is more than the delta N1 and less than or equal to the delta N2, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' ═ Zj (2-z 1);

when the actual traffic flow is smaller than the average traffic flow and the delta N is more than the delta N2 and less than or equal to the delta N3, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' ═ Zj (2-z 2);

when the actual traffic flow is smaller than the average traffic flow and the delta N is more than the delta N3 and less than or equal to the delta N4, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' ═ Zj (2-z 3);

and when the actual traffic flow is smaller than the average traffic flow and the delta N is larger than the delta N4, correcting the single maximum maintenance time length of the next day, wherein the corrected single maximum maintenance time length Zj' ═ Zj (2-z 4).

Technical Field

The invention relates to the technical field of rail laying, in particular to a method for laying an electrified railway business line based on accurate positioning of a turnout inserting and laying position.

Background

With the rapid development of economy in China, the existing railway built in the early stage cannot meet the transportation requirement, so that a large number of existing stations need to be enlarged and modified, and turnouts are inevitably inserted in station yard modification for changing a single line into a compound line.

When carrying out the laying of railway among the prior art, can't be according to the nimble clearance standard of adjusting between the rail of the environmental factor in the region that the railway that lays is located, simultaneously, because the switch model that uses in different positions is different, consequently lead to laying the butt joint department between rail and the switch and appearing the deviation in the circuit of accomplishing to can't change the way or stably pass through when making the train operation, make the circuit of laying have the potential safety hazard, lay the efficiency low.

Disclosure of Invention

Therefore, the invention provides an electrified railway business line laying method based on accurate positioning of a turnout inserting and laying position, which is used for solving the problem of low line laying efficiency caused by the fact that accurate positioning cannot be carried out on turnouts in the prior art.

In order to achieve the purpose, the invention provides an electric railway business line laying method based on accurate positioning of a turnout inserting and laying position, which comprises the following steps:

step 1: dividing a bus line to be paved into a plurality of lines according to the number of actually inserted and paved turnouts in a construction scheme, respectively confirming the average curvature and the maximum curvature of each line, respectively determining the number and the length of steel rails in each line according to the average curvature, respectively correcting the length and the number of the steel rails according to each maximum curvature, and preliminarily positioning the insertion and paving positions of the turnouts;

step 2: correcting the laying position of each turnout according to the area where the line to be laid is located and the environmental change condition of the area within one year; when the line to be laid is positioned on the bridge, the gap of the steel rails in each line and the laying position of each turnout are corrected according to the size of the bridge and the environmental change of the area where the bridge is positioned in one year;

and step 3: carrying out secondary correction on the installation positions of the turnouts in sequence according to the size or the model of each turnout in the line in the construction scheme;

and 4, step 4: constructing the line, blocking the periphery of the line, and setting the laying amount of the railway ballast and the distance between capacitor sleepers in the sleepers according to the area where the line is located;

and 5: paving each line according to the determined parameters and respectively inserting and paving each turnout to an appointed position, and after paving is finished, adjusting the inserting and paving position of the turnout according to the deviation value of the actual position and the preset position of the turnout;

step 6: connecting each turnout with a signal mechanical chamber around the line, testing the signal after the connection is finished, and adjusting the distance between the capacitive sleepers according to the test result after the test is finished;

and 7: maintaining the lines to dissipate the stress inside the steel rails and the turnouts after the adjustment is finished, and adjusting the maximum time of single maintenance according to the average traffic flow of peripheral lines during maintenance; after the maintenance is finished, respectively detecting the maintenance condition of each turnout and judging that the maintenance is finished when the stress dissipation of each turnout is measured, so as to finish the laying of the line;

when the positioning of each turnout is finished, establishing a rectangular coordinate system by taking the starting point of the route as an origin, sequentially recording the position of each turnout and establishing a turnout position primary coordinate matrix G0(G1, G2, G3.. Gn), wherein G1 is a first turnout primary coordinate, G2 is a second turnout primary coordinate, G3 is a third turnout primary coordinate, Gn is an nth turnout primary coordinate, and for the nth turnout primary coordinate Gn, Gn (Xn, Yn), wherein Xn is the horizontal coordinate of the nth turnout primary position, and Yn is the vertical coordinate of the nth turnout primary position;

after the G0 matrix is established, respectively establishing a preset line matrix L0(L1, L2, L3,. Ln +1), wherein L1 is a first line from a line starting point to the first switch, L2 is a second line from the first switch to the second switch, L3 is a third line from the second switch to the third switch, and Ln is an n +1 line from the nth switch to a line end point;

establishing a preset region matrix B0 and a preset gap matrix D0 aiming at each line in the L0 matrix; for the preset region matrixes B0, B0(B1, B2, B3, B4), wherein B1 is a first preset region, B2 is a second preset region, B3 is a third preset region, and B4 is a fourth preset region; for the preset gap matrices D0, D0(D1, D2, D3, D4), where D1 is a first preset gap, D2 is a second preset gap, D3 is a third preset gap, and D4 is a fourth preset gap;

after the lines are determined, the type of the area where each line is located is judged, and the gap between the steel rails in each line is determined according to the judgment result, wherein for the ith line Li, i is 1, 2, 3,. n + 1:

when the area where the ith line Li is located is a first preset area B1, setting the clearance between the steel rails in the ith line to be D1;

when the area where the ith line Li is located is a second preset area B2, setting the clearance between the steel rails in the ith line to be D2;

when the area where the ith line Li is located is a third preset area B3, setting the clearance between the steel rails in the ith line to be D3;

when the area where the ith line Li is located is a fourth preset area B4, setting the clearance between the steel rails in the ith line to be D4;

after the initial setting is finished, respectively establishing a preset difference value matrix C0 and a preset correction coefficient matrix a 0; for the preset difference matrix C0, C0(C1, C2, C3, C4), where C1 is a first preset difference, C2 is a second preset difference, C3 is a third preset difference, and C4 is a fourth preset difference, each preset difference gradually increases in sequence; for the preset correction coefficients a0, a0(a1, a2, a3 and a4), wherein a1 is a first correction coefficient, a2 is a second correction coefficient, a3 is a third correction coefficient, a4 is a fourth correction coefficient, and a4 < a3 < a2 < a1 < 1;

after the establishment is finished, respectively establishing a preset environment matrix group E0 and establishing an ith line environment matrix Ei according to the environmental parameter change of the ith line in the last year; for the E0 matrix, E0(t, s, P, M), wherein t is a preset average temperature in the area, s is a preset average humidity in the area, P is a preset average rainfall in the area, and M is a preset average soil compactness in the area; for the Ei matrix, Ei (ti, si, Pi, Mi), wherein ti is the preset average temperature of the area where the ith line is located in one year, si is the preset average humidity of the area where the ith line is located in one year, Pi is the preset average rainfall of the area where the ith line is located in one year, and Mi is the preset average soil compactness of the area where the ith line is located in one year;

after the establishment is finished, sequentially calculating a standard environmental parameter c and an environmental parameter ci of the area where the ith line is located in the previous year,after the calculation is finished, calculating a difference value C between the environment parameter of the area of the ith line and the standard environment parameter, wherein C is | ci-C |, after the calculation is finished, comparing C with each parameter in a C0 matrix, and adjusting a gap Dj between each steel rail in the ith line according to a comparison result, wherein j is 1, 2, 3, 4:

when C is less than or equal to C1, adjusting the clearance of each steel rail in the ith line to Dj', Dj ═ dja 1;

when C is more than C1 and less than or equal to C2, the clearance of each steel rail in the ith track is adjusted to Dj ', Dj' ═ Dj × a 2;

when C is more than C2 and less than or equal to C3, the clearance of each steel rail in the ith track is adjusted to Dj ', Dj' ═ Dj × a 3;

when C is more than C3 and less than or equal to C4, the clearance of each steel rail in the ith track is adjusted to Dj ', Dj' ═ Dj × a 4;

after the adjustment is completed, correcting the coordinate Gi of the ith turnout in the ith line, wherein the coordinate of the corrected ith turnout is Gi ' (Xi ', Yi '), Xi ═ Xi-ak ═ mi +1, Yi ═ Yi-ak [ (mi +1), ak is an adjustment coefficient for the ith line, and k is 1, 2, 3, 4, and mi is the number of steel rails in the ith line;

when a plurality of lines need to be corrected, the coordinates of the ith turnout after correction are Gi ' (Xi ', Yi '),where Ai is the corresponding correction coefficient selected for the ith line, and Ai is ak.

Further, when the position of the ith turnout is corrected for the second time, the actual size Ui of the ith turnout in the construction scheme is compared with the standard turnout size Ui0 selected when the position of each turnout is preliminarily positioned, the difference Ui between the actual size of the ith turnout and the standard size is calculated, Ui is equal to Ui0-Ui, after the calculation is completed, the coordinate Gi ' of the ith turnout is corrected for the second time, and the corrected coordinates of the ith turnout are Gi "(Xi", Yi "), Xi" ═ Xi ' -Ui, Yi "═ Yi ' -Ui;

when a plurality of lines need to be corrected for the second time, the coordinates of the ith turnout after correction are Gi (Xi, Yi "),

further, when the ith line is laid on the bridge, the calculated bridge size parameter Cq,wherein Lq is the length of the bridge, Wq is the width of the bridge, Dq is the average thickness of the bridge, and Hq is the bridge and the groundDistance per horizontal plane, Pq is the average hardness of the bridge; and after the calculation is finished, calculating the difference between Cq and a standard environment parameter C to obtain a difference value C, wherein C is | Cq-C |, comparing the obtained value C with the parameter in the C0 matrix, selecting a corresponding correction coefficient according to the comparison result to adjust the clearance of each steel rail in the ith line and correct the position coordinate of the ith turnout.

Further, when the turnout in the line is preliminarily positioned, a preset curvature matrix R0 and a preset steel rail length matrix F0 are established;

for the preset curvature matrix R0, R0(R1, R2, R3, R4), where R1 is a first preset curvature, R2 is a second preset curvature, R3 is a third preset curvature, and R4 is a fourth preset curvature, the preset curvature values are gradually decreased in order;

for the preset steel rail length matrixes F0, F0(F1, F2, F3, F4), wherein F1 is a first preset steel rail length, F2 is a second preset steel rail length, F3 is a third preset steel rail length, F4 is a fourth preset steel rail length, and the preset steel rail lengths are gradually reduced in sequence;

when the length of each steel rail in the ith line is determined, checking a route map of the ith line in the rectangular coordinate system according to a preset proportion, calculating an average curvature Ri in the ith line, comparing the Ri with parameters in an R0 matrix, and preliminarily determining the length Fi of each steel rail in the ith line according to a comparison result:

when Ri is less than or equal to R1, preliminarily determining the length of each steel rail in the ith line as F1;

when R1 is more than Ri and less than or equal to R2, preliminarily determining the length of each steel rail in the ith line as F2;

when R2 is more than Ri and less than or equal to R3, preliminarily determining the length of each steel rail in the ith line as F3;

and when R3 is more than Ri and less than or equal to R4, preliminarily determining the length of each steel rail in the ith line as F4.

Further, when the length of the steel rail in the ith line is determined, a preset curvature difference matrix r0 and a preset length correction coefficient matrix b0 are established; for the preset curvature difference matrix r0, r0(r1, r2, r3, r4), where r1 is a first preset curvature difference, r2 is a second preset curvature difference, r3 is a third preset curvature difference, and r4 is a fourth preset curvature difference, the preset curvature differences are gradually increased in sequence; for the preset length correction coefficient matrix b0, b0(b1, b2, b3, b4), wherein b1 is a first preset length correction coefficient, b2 is a second preset length correction coefficient, b3 is a third preset length correction coefficient, b4 is a fourth preset length correction coefficient, b4 < b3 < b2 < b1 < 1;

when the length of each steel rail in the ith line is preliminarily determined, calculating a difference Ri between the maximum curvature Rimax and the average curvature Ri in the ith line, wherein Ri is Rimax-Ri, comparing Ri with each parameter in the r0 matrix after calculation is finished, selecting a corresponding preset length correction coefficient according to a comparison result, and correcting the length Fj of each steel rail in the ith line which is preliminarily determined, wherein j is 1, 2, 3, 4:

when ri is less than or equal to r1, b1 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj × b 1;

when r1 is larger than ri and is not larger than r2, b2 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj b 2;

when r2 is larger than ri and is not larger than r3, b2 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj b 3;

when r3 is larger than ri and is not larger than r4, b2 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj b 4;

when ri is more than r4, the length of each steel rail after correction is Fj' ═ Fj + 1;

when j is 4 and ri is more than r4, checking the construction scheme and reconfirming the length of each steel rail in the ith line;

and after the length of the steel rail is corrected, determining the number mi of the steel rails in the ith line according to the total length of the ith line and the corrected length of the steel rail.

Further, when signal testing is carried out on the inserted and paved turnout, a preset distance matrix K0 and a preset interval quantity matrix J0 are established; for the preset distance matrixes K0, K0(K1, K2, K3, K4), where K1 is a first preset distance, K2 is a second preset distance, K3 is a third preset distance, and K4 is a fourth preset distance, each preset distance is gradually increased in sequence; for the preset interval number matrix J0, J0(J1, J2, J3, J4), where J1 is a first preset interval number, J2 is a second preset interval number, J3 is a third preset interval number, J4 is a fourth preset interval number, the preset interval numbers are gradually decreased in sequence, and J4 > 5;

when the ith turnout is laid in an inserting mode, calculating the distance K between the ith turnout and the signal mechanical room, comparing the K with each parameter in the K0 matrix, and setting the number of sleepers spaced among the capacitance sleepers in the ith route according to the comparison result:

when K is less than or equal to K1, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J1;

when K is more than K1 and less than or equal to K2, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J2;

when K is more than K2 and less than or equal to K3, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J3;

when K is more than K3 and less than or equal to K4, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J4;

after the determination is completed, establishing a preset response time matrix T0(T1, T2, T3 and T4), performing signal test on the ith turnout after the establishment is completed, recording the response time Ti of the ith turnout, comparing the Ti with each parameter in the T0 matrix, and adjusting the number Jk of crossties at intervals between each capacitor crosstie in the ith route according to the comparison result, wherein k is 1, 2, 3, 4:

when Ti is less than or equal to T1, Jk is not adjusted;

when T1 is more than Ti and less than or equal to T2, Jk is adjusted to Jk ', Jk' is Jk-1;

when T2 is more than Ti and less than or equal to T3, Jk is adjusted to Jk ', Jk' is Jk-2;

when T3 < Ti ≦ T4, Jk is adjusted to Jk', Jk ═ Jk-3.

Further, when the railway ballast is paved, a preset compactness matrix Q0 and a railway ballast preset thickness matrix W0 are established; for the preset compactness matrix Q0, Q0(Q1, Q2, Q3, Q4), wherein Q1 is a first preset compactness, Q2 is a second preset compactness, Q3 is a third preset compactness, Q4 is a fourth preset compactness, and the preset compactness increases gradually in sequence; for the preset thickness matrix W0, W0(W1, W2, W3 and W4) of the railway ballast, wherein W1 is the first preset thickness of the railway ballast, W2 is the second preset thickness of the railway ballast, 3 is the third preset thickness of the railway ballast, W4 is the fourth preset thickness of the railway ballast, and the preset thicknesses of the railway ballast are gradually reduced in sequence;

when the steel rail is laid on the ith line, detecting the compactness Mi of the ground in the ith line in advance and comparing the Mi with the parameters in the Q0 matrix:

when the Mi is less than or equal to the Qi, setting the paving thickness of the railway ballast as W1;

when the Q1 is more than Mi and less than or equal to Q2, setting the paving thickness of the ballast as W2;

when the Q2 is more than Mi and less than or equal to Q3, setting the paving thickness of the ballast as W3;

when the Q3 is more than Mi and less than or equal to Q4, setting the paving thickness of the ballast as W4;

after the pavement thickness of the railway ballast is determined, paving the steel rail, detecting the thickness of the railway ballast in the paving process, and filling the railway ballast when the thickness of the railway ballast is lower than the determined preset thickness; and when the thickness of the railway ballast is higher than the determined preset thickness, removing the redundant railway ballast.

Further, when maintaining the i-th paved line, establishing a preset flow matrix N0 and a preset maintenance time matrix Z0; for the preset flow rate matrixes N0, N0(N1, N2, N3, N4), where N1 is a first preset flow rate, N2 is a second preset flow rate, N3 is a third preset flow rate, and N4 is a fourth preset flow rate, each preset flow rate is gradually increased in sequence; for the preset curing time matrix Z0, Z0(Z1, Z2, Z3, Z4), wherein Z1 is a first preset curing time, Z2 is a second preset curing time, Z3 is a third preset curing time, Z4 is a fourth preset curing time, and the preset curing times are gradually reduced in sequence;

when the ith line which is laid is maintained, detecting the average traffic flow N of the peripheral line of the bus line to be laid, comparing the average traffic flow N with each parameter in the N0 matrix, and determining the single maximum maintenance time aiming at the ith line according to the comparison result:

when N is less than or equal to N1, setting the single maximum maintenance time for the ith line as Z1;

when N1 is more than or equal to N2, setting the single maximum maintenance time for the ith line as Z2;

when N2 is more than or equal to N3, setting the single maximum maintenance time for the ith line as Z3;

and when N3 is more than or equal to N4, setting the single maximum maintenance time for the ith line as Z4.

Further, when the ith line is maintained, the traffic flow of the peripheral line of the main line on the current day is counted, the difference value delta N between the traffic flow on the current day and the average traffic flow is calculated, and a preset traffic flow difference matrix delta N0 and a preset maintenance time correction coefficient matrix z0 are established; for the preset traffic flow difference matrix Δ N0, Δ N0(Δ N1, Δ N2, Δ N3, Δ N4), wherein Δ N1 is a first preset difference, Δ N2 is a second preset difference, Δ N3 is a third preset difference, Δ N4 is a fourth preset difference, and the preset differences are gradually increased in sequence; for the preset maintenance time length correction coefficient matrix z0, z0(z1, z2, z3, z4), wherein z1 is a first preset maintenance time length correction coefficient, z2 is a second preset maintenance time length correction coefficient, z3 is a third preset maintenance time length correction coefficient, z4 is a fourth preset maintenance time length correction coefficient, z4 < z3 < z2 < z1 < 1; when the calculation of the delta N is completed, comparing the delta N with each parameter in a delta N0 matrix and correcting the single maximum curing time Zj of the following day according to the comparison result, wherein j is 1, 2, 3, 4:

when the delta N is less than or equal to the delta N1, not correcting the single maximum curing time of the next day;

when the actual traffic flow is larger than the average traffic flow and delta N1 is larger than the average traffic flow and is less than or equal to delta N2, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj z 1;

when the actual traffic flow is larger than the average traffic flow and delta N2 is larger than the average traffic flow and is less than or equal to delta N3, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj z 2;

when the actual traffic flow is larger than the average traffic flow and delta N3 is larger than the average traffic flow and is less than or equal to delta N4, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj z 3;

when the actual traffic flow is larger than the average traffic flow and delta N is larger than delta N4, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj × z 4;

when the actual traffic flow is smaller than the average traffic flow and the delta N is more than the delta N1 and less than or equal to the delta N2, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' ═ Zj (2-z 1);

when the actual traffic flow is smaller than the average traffic flow and the delta N is more than the delta N2 and less than or equal to the delta N3, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' ═ Zj (2-z 2);

when the actual traffic flow is smaller than the average traffic flow and the delta N is more than the delta N3 and less than or equal to the delta N4, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' ═ Zj (2-z 3);

and when the actual traffic flow is smaller than the average traffic flow and the delta N is larger than the delta N4, correcting the single maximum maintenance time length of the next day, wherein the corrected single maximum maintenance time length Zj' ═ Zj (2-z 4).

Compared with the prior art, the method has the advantages that the positions of the turnouts are respectively marked by using the rectangular coordinate system, so that the positioning precision of the turnouts can be improved, the preset inserting and laying positions of the turnouts can still be accurately positioned after the turnouts are corrected in the follow-up process, and the positioning precision of the turnouts by the method is improved; meanwhile, the length of the steel rail is predetermined according to the area where each line is located, and the gap between the steel rails is corrected according to the difference value between the actual environment parameter of the area and the preset environment parameter, so that the stability of a train passing through the line can be ensured, meanwhile, the coordinates of the turnout in the line are corrected by using the same correction coefficient, the connection stability between the turnout and the steel rail can be effectively improved while the positioning precision of the turnout is ensured, and further, when a single turnout is corrected, the correction value of the turnout before the turnout is combined with the correction, so that the position precision of the line after correction is further improved, and the laying efficiency of the method for the line is improved.

Furthermore, the method can perform secondary correction on the coordinates of the turnout according to the difference between the actual size of the turnout and the standard size selected when the length of the steel rail is determined, so that the positioning precision of the corrected turnout and the connection stability between the corrected turnout and the steel rail can be further improved, and the laying efficiency of the method on the line can be further improved.

Furthermore, the method also sets a targeted correction method for the line laid on the bridge, so that the stability of the line laid on the bridge and the positioning accuracy of the turnout arranged on the bridge can be ensured, and the laying efficiency of the method for the line is further improved.

Further, when the turnout in the route is preliminarily positioned, a preset curvature matrix R0(R1, R2, R3, R4) and a preset steel rail length matrix F0(F1, F2, F3, F4) are established, when the length of each steel rail in the ith route is determined, a route map of the ith route in the rectangular coordinate system is checked according to a preset proportion, the average curvature Ri in the ith route is calculated, the Ri is compared with the parameters in the R0 matrix, the length Fi of each steel rail in the ith route is preliminarily determined according to the comparison result, and the steel rail with the corresponding length is selected according to the average curvature in the route, so that the condition that the steel rail is damaged due to excessive stress caused by excessive bending when the steel rail is laid on the route can be effectively prevented, and the laying efficiency of the method for the route is further improved.

Further, when the length of the steel rail in the ith line is determined, a preset curvature difference matrix r0(r1, r2, r3, r4) and a preset length correction coefficient matrix b0(b1, b2, b3, b4) are established, the difference Ri between the maximum curvature Rimax and the average curvature Ri in the ith line is calculated, after the calculation is completed, Ri is compared with each parameter in the r0 matrix, and a corresponding preset length correction coefficient is selected according to the comparison result to correct the length Fj of the steel rail in the ith line which is preliminarily determined; by correcting the length of the steel rail according to the difference between the maximum curvature and the average curvature in the line, the situation that the steel rail is damaged due to excessive stress generated by the steel rail due to excessive bending when the overlong steel rail is laid on the line can be further prevented, and the laying efficiency of the method for the line is further improved.

Further, when signal testing is carried out on the switch which is completed by inserting and laying, a preset distance matrix K0(K1, K2, K3, K4) and a preset interval number matrix J0(J1, J2, J3, J4) are established, when the ith switch is completed by inserting and laying, the distance K between the ith switch and the signal machine room is calculated, K is compared with each parameter in the K0 matrix, the number of sleepers spaced among the capacitive sleepers in the ith route is set according to the comparison result, after the completion of the determination, a preset response time matrix T0(T1, T2, T3, T4) is established, after the completion of the signal testing is carried out on the ith switch, the response time Ti of the ith switch is recorded, Ti is compared with each parameter in the T0 matrix, the number Jk of the capacitive sleepers spaced in the ith route is adjusted according to the comparison result, the distance of the capacitive sleepers is adjusted according to the comparison result, the method can effectively ensure that each turnout deals with the signals within the appointed time, thereby completing the timely lane change of the train and further improving the laying efficiency of the method to the line.

Further, when paving the railway ballast, establishing a preset compactness matrix Q0(Q1, Q2, Q3, Q4) and a railway ballast preset thickness matrix W0(W1, W2, W3, W4), and when paving the steel rail on the ith line, detecting the compactness Mi of the ground in the ith line in advance, comparing the Mi with parameters in the Q0 matrix, and determining the railway ballast thickness of the line according to the comparison result; the railway ballast with the corresponding thickness is selected according to the soil compactness of the area where the line is located, so that the condition that the steel rail or the sleeper sinks can be prevented by using the railway ballast with the specified amount, and the laying efficiency of the method for the line is further improved while the safety of the line is improved.

Further, when the paved ith line is maintained, a preset flow matrix N0(N1, N2, N3, N4) and a preset maintenance time matrix Z0(Z1, Z2, Z3, Z4) are established, the average traffic flow N of the peripheral line of the to-be-paved bus line is detected, the N and the parameters in the N0 matrix are compared, the single maximum maintenance time for the ith line is determined according to the comparison result, the maximum maintenance time for the single maintenance is set according to the traffic flow of the periphery of the line, the traffic jam caused by overlong blocking time due to overlong maintenance time can be prevented, and the paving efficiency of the line by the method is further improved.

Further, when the ith line is maintained, the traffic flow of the peripheral line of the current day is counted, the difference value delta N between the traffic flow of the current day and the average traffic flow is calculated, a preset traffic flow difference matrix delta N0 (delta N1, delta N2, delta N3, delta N4) and a preset maintenance time correction coefficient matrix z0(z1, z2, z3, z4) are established, when the delta N calculation is completed, all parameters in the delta N and delta N0 matrixes are compared, the single maximum maintenance time Zj of the next day is corrected according to the comparison result, the single maximum maintenance time is flexibly adjusted according to the actual traffic flow in the maintenance process, the situation that the traffic jam occurs in the maintenance process due to the deviation between the average traffic flow and the actual traffic flow can be effectively prevented, and the line laying efficiency of the method is further improved.

Drawings

Fig. 1 is a flow chart of the method for laying an electric railway business line based on accurate positioning of switch laying positions according to the present invention.

Detailed Description

In order that the objects and advantages of the invention will be more clearly understood, the invention is further described below with reference to examples; it should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

Preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only for explaining the technical principle of the present invention, and do not limit the scope of the present invention.

It should be noted that in the description of the present invention, the terms of direction or positional relationship indicated by the terms "upper", "lower", "left", "right", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, which are only for convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention.

Furthermore, it should be noted that, in the description of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

Fig. 1 is a block diagram showing a flow chart of the method for laying an electric railway business line based on the accurate positioning of the switch laying position according to the present invention.

The invention discloses an electrified railway business line laying method based on accurate positioning of switch inserting and laying positions, which comprises the following steps:

step 1: dividing a bus line to be paved into a plurality of lines according to the number of actually inserted and paved turnouts in a construction scheme, respectively confirming the average curvature and the maximum curvature of each line, respectively determining the number and the length of steel rails in each line according to the average curvature, respectively correcting the length and the number of the steel rails according to each maximum curvature, and preliminarily positioning the insertion and paving positions of the turnouts;

step 2: correcting the laying position of each turnout according to the area where the line to be laid is located and the environmental change condition of the area within one year; when the line to be laid is positioned on the bridge, the gap of the steel rails in each line and the laying position of each turnout are corrected according to the size of the bridge and the environmental change of the area where the bridge is positioned in one year;

and step 3: carrying out secondary correction on the installation positions of the turnouts in sequence according to the size or the model of each turnout in the line in the construction scheme;

and 4, step 4: constructing the line, blocking the periphery of the line, and setting the laying amount of the railway ballast and the distance between capacitor sleepers in the sleepers according to the area where the line is located;

and 5: paving each line according to the determined parameters and respectively inserting and paving each turnout to an appointed position, and after paving is finished, adjusting the inserting and paving position of the turnout according to the deviation value of the actual position and the preset position of the turnout;

step 6: connecting each turnout with a signal mechanical chamber around the line, testing the signal after the connection is finished, and adjusting the distance between the capacitive sleepers according to the test result after the test is finished;

and 7: maintaining the lines to dissipate the stress inside the steel rails and the turnouts after the adjustment is finished, and adjusting the maximum time of single maintenance according to the average traffic flow of peripheral lines during maintenance; after the maintenance is finished, respectively detecting the maintenance condition of each turnout and judging that the maintenance is finished when the stress dissipation of each turnout is measured, so as to finish the laying of the line;

when the positioning of each turnout is finished, establishing a rectangular coordinate system by taking the starting point of the route as an origin, sequentially recording the position of each turnout and establishing a turnout position primary coordinate matrix G0(G1, G2, G3.. Gn), wherein G1 is a first turnout primary coordinate, G2 is a second turnout primary coordinate, G3 is a third turnout primary coordinate, Gn is an nth turnout primary coordinate, and for the nth turnout primary coordinate Gn, Gn (Xn, Yn), wherein Xn is the horizontal coordinate of the nth turnout primary position, and Yn is the vertical coordinate of the nth turnout primary position;

after the G0 matrix is established, respectively establishing a preset line matrix L0(L1, L2, L3,. Ln +1), wherein L1 is a first line from a line starting point to the first switch, L2 is a second line from the first switch to the second switch, L3 is a third line from the second switch to the third switch, and Ln is an n +1 line from the nth switch to a line end point;

establishing a preset region matrix B0 and a preset gap matrix D0 aiming at each line in the L0 matrix; for the preset region matrixes B0, B0(B1, B2, B3, B4), wherein B1 is a first preset region, B2 is a second preset region, B3 is a third preset region, and B4 is a fourth preset region; for the preset gap matrices D0, D0(D1, D2, D3, D4), where D1 is a first preset gap, D2 is a second preset gap, D3 is a third preset gap, and D4 is a fourth preset gap;

after the lines are determined, the type of the area where each line is located is judged, and the gap between the steel rails in each line is determined according to the judgment result, wherein for the ith line Li, i is 1, 2, 3,. n + 1:

when the area where the ith line Li is located is a first preset area B1, setting the clearance between the steel rails in the ith line to be D1;

when the area where the ith line Li is located is a second preset area B2, setting the clearance between the steel rails in the ith line to be D2;

when the area where the ith line Li is located is a third preset area B3, setting the clearance between the steel rails in the ith line to be D3;

when the area where the ith line Li is located is a fourth preset area B4, setting the clearance between the steel rails in the ith line to be D4;

after the initial setting is finished, respectively establishing a preset difference value matrix C0 and a preset correction coefficient matrix a 0; for the preset difference matrix C0, C0(C1, C2, C3, C4), where C1 is a first preset difference, C2 is a second preset difference, C3 is a third preset difference, and C4 is a fourth preset difference, each preset difference gradually increases in sequence; for the preset correction coefficients a0, a0(a1, a2, a3 and a4), wherein a1 is a first correction coefficient, a2 is a second correction coefficient, a3 is a third correction coefficient, a4 is a fourth correction coefficient, and a4 < a3 < a2 < a1 < 1;

after the establishment is finished, respectively establishing a preset environment matrix group E0 and establishing an ith line environment matrix Ei according to the environmental parameter change of the ith line in the last year; for the E0 matrix, E0(t, s, P, M), wherein t is a preset average temperature in the area, s is a preset average humidity in the area, P is a preset average rainfall in the area, and M is a preset average soil compactness in the area; for the Ei matrix, Ei (ti, si, Pi, Mi), wherein ti is the preset average temperature of the area where the ith line is located in one year, si is the preset average humidity of the area where the ith line is located in one year, Pi is the preset average rainfall of the area where the ith line is located in one year, and Mi is the preset average soil compactness of the area where the ith line is located in one year;

after the establishment is finished, sequentially calculating a standard environmental parameter c and an environmental parameter ci of the area where the ith line is located in the previous year,after the calculation is finished, calculating a difference value C between the environment parameter of the area of the ith line and the standard environment parameter, wherein C is | ci-C |, after the calculation is finished, comparing C with each parameter in a C0 matrix, and adjusting a gap Dj between each steel rail in the ith line according to a comparison result, wherein j is 1, 2, 3, 4:

when C is less than or equal to C1, adjusting the clearance of each steel rail in the ith line to Dj', Dj ═ dja 1;

when C is more than C1 and less than or equal to C2, the clearance of each steel rail in the ith track is adjusted to Dj ', Dj' ═ Dj × a 2;

when C is more than C2 and less than or equal to C3, the clearance of each steel rail in the ith track is adjusted to Dj ', Dj' ═ Dj × a 3;

when C is more than C3 and less than or equal to C4, the clearance of each steel rail in the ith track is adjusted to Dj ', Dj' ═ Dj × a 4;

after the adjustment is completed, correcting the coordinate Gi of the ith turnout in the ith line, wherein the coordinate of the corrected ith turnout is Gi ' (Xi ', Yi '), Xi ═ Xi-ak ═ mi +1, Yi ═ Yi-ak [ (mi +1), ak is an adjustment coefficient for the ith line, and k is 1, 2, 3, 4, and mi is the number of steel rails in the ith line;

when a plurality of lines need to be corrected, the coordinates of the ith turnout after correction are Gi ' (Xi ', Yi '),where Ai is the corresponding correction coefficient selected for the ith line, and Ai is ak.

Specifically, when the position of the ith turnout is secondarily corrected, the actual size Ui of the ith turnout in the construction scheme is compared with the standard turnout size Ui0 selected when the position of each turnout is preliminarily positioned, the difference Ui between the actual size of the ith turnout and the standard size is calculated, Ui is equal to Ui0-Ui, after the calculation is completed, the coordinate Gi ' of the ith turnout is secondarily corrected, and the corrected coordinates of the ith turnout are Gi "(Xi", Yi "), Xi" ═ Xi ' -Ui, and Yi "═ Yi ' -Ui;

when a plurality of lines need to be corrected for the second time, the coordinates of the ith turnout after correction are Gi (Xi, Yi "),

specifically, when the ith line is laid on the bridge, the calculated bridge size parameter Cq,wherein Lq is the length of the bridge, Wq is the width of the bridge, Dq is the average thickness of the bridge, Hq is the distance between the bridge and the ground/horizontal plane, and Pq is the average hardness of the bridge; and after the calculation is finished, calculating the difference between Cq and a standard environment parameter C to obtain a difference value C, wherein C is | Cq-C |, comparing the obtained value C with the parameter in the C0 matrix, selecting a corresponding correction coefficient according to the comparison result to adjust the clearance of each steel rail in the ith line and correct the position coordinate of the ith turnout.

Specifically, when the turnout in the line is initially positioned, a preset curvature matrix R0 and a preset steel rail length matrix F0 are established;

for the preset curvature matrix R0, R0(R1, R2, R3, R4), where R1 is a first preset curvature, R2 is a second preset curvature, R3 is a third preset curvature, and R4 is a fourth preset curvature, the preset curvature values are gradually decreased in order;

for the preset steel rail length matrixes F0, F0(F1, F2, F3, F4), wherein F1 is a first preset steel rail length, F2 is a second preset steel rail length, F3 is a third preset steel rail length, F4 is a fourth preset steel rail length, and the preset steel rail lengths are gradually reduced in sequence;

when the length of each steel rail in the ith line is determined, checking a route map of the ith line in the rectangular coordinate system according to a preset proportion, calculating an average curvature Ri in the ith line, comparing the Ri with parameters in an R0 matrix, and preliminarily determining the length Fi of each steel rail in the ith line according to a comparison result:

when Ri is less than or equal to R1, preliminarily determining the length of each steel rail in the ith line as F1;

when R1 is more than Ri and less than or equal to R2, preliminarily determining the length of each steel rail in the ith line as F2;

when R2 is more than Ri and less than or equal to R3, preliminarily determining the length of each steel rail in the ith line as F3;

and when R3 is more than Ri and less than or equal to R4, preliminarily determining the length of each steel rail in the ith line as F4.

Specifically, when the length of the steel rail in the ith line is determined, a preset curvature difference matrix r0 and a preset length correction coefficient matrix b0 are established; for the preset curvature difference matrix r0, r0(r1, r2, r3, r4), where r1 is a first preset curvature difference, r2 is a second preset curvature difference, r3 is a third preset curvature difference, and r4 is a fourth preset curvature difference, the preset curvature differences are gradually increased in sequence; for the preset length correction coefficient matrix b0, b0(b1, b2, b3, b4), wherein b1 is a first preset length correction coefficient, b2 is a second preset length correction coefficient, b3 is a third preset length correction coefficient, b4 is a fourth preset length correction coefficient, b4 < b3 < b2 < b1 < 1;

when the length of each steel rail in the ith line is preliminarily determined, calculating a difference Ri between the maximum curvature Rimax and the average curvature Ri in the ith line, wherein Ri is Rimax-Ri, comparing Ri with each parameter in the r0 matrix after calculation is finished, selecting a corresponding preset length correction coefficient according to a comparison result, and correcting the length Fj of each steel rail in the ith line which is preliminarily determined, wherein j is 1, 2, 3, 4:

when ri is less than or equal to r1, b1 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj × b 1;

when r1 is larger than ri and is not larger than r2, b2 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj b 2;

when r2 is larger than ri and is not larger than r3, b2 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj b 3;

when r3 is larger than ri and is not larger than r4, b2 is selected to correct the length of the steel rail in the ith route which is preliminarily determined, and the length of each steel rail after correction is Fj ', Fj' ═ Fj b 4;

when ri is more than r4, the length of each steel rail after correction is Fj' ═ Fj + 1;

when j is 4 and ri is more than r4, checking the construction scheme and reconfirming the length of each steel rail in the ith line;

and after the length of the steel rail is corrected, determining the number mi of the steel rails in the ith line according to the total length of the ith line and the corrected length of the steel rail.

Specifically, when signal testing is carried out on the inserted and paved turnout, a preset distance matrix K0 and a preset interval number matrix J0 are established; for the preset distance matrixes K0, K0(K1, K2, K3, K4), where K1 is a first preset distance, K2 is a second preset distance, K3 is a third preset distance, and K4 is a fourth preset distance, each preset distance is gradually increased in sequence; for the preset interval number matrix J0, J0(J1, J2, J3, J4), where J1 is a first preset interval number, J2 is a second preset interval number, J3 is a third preset interval number, J4 is a fourth preset interval number, the preset interval numbers are gradually decreased in sequence, and J4 > 5;

when the ith turnout is laid in an inserting mode, calculating the distance K between the ith turnout and the signal mechanical room, comparing the K with each parameter in the K0 matrix, and setting the number of sleepers spaced among the capacitance sleepers in the ith route according to the comparison result:

when K is less than or equal to K1, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J1;

when K is more than K1 and less than or equal to K2, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J2;

when K is more than K2 and less than or equal to K3, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J3;

when K is more than K3 and less than or equal to K4, preliminarily determining the number of crossties at intervals among the capacitance crossties in the ith line as J4;

after the determination is completed, establishing a preset response time matrix T0(T1, T2, T3 and T4), performing signal test on the ith turnout after the establishment is completed, recording the response time Ti of the ith turnout, comparing the Ti with each parameter in the T0 matrix, and adjusting the number Jk of crossties at intervals between each capacitor crosstie in the ith route according to the comparison result, wherein k is 1, 2, 3, 4:

when Ti is less than or equal to T1, Jk is not adjusted;

when T1 is more than Ti and less than or equal to T2, Jk is adjusted to Jk ', Jk' is Jk-1;

when T2 is more than Ti and less than or equal to T3, Jk is adjusted to Jk ', Jk' is Jk-2;

when T3 < Ti ≦ T4, Jk is adjusted to Jk', Jk ═ Jk-3.

Specifically, when the railway ballast is paved, a preset compactness matrix Q0 and a railway ballast preset thickness matrix W0 are established; for the preset compactness matrix Q0, Q0(Q1, Q2, Q3, Q4), wherein Q1 is a first preset compactness, Q2 is a second preset compactness, Q3 is a third preset compactness, Q4 is a fourth preset compactness, and the preset compactness increases gradually in sequence; for the preset thickness matrix W0, W0(W1, W2, W3 and W4) of the railway ballast, wherein W1 is the first preset thickness of the railway ballast, W2 is the second preset thickness of the railway ballast, 3 is the third preset thickness of the railway ballast, W4 is the fourth preset thickness of the railway ballast, and the preset thicknesses of the railway ballast are gradually reduced in sequence;

when the steel rail is laid on the ith line, detecting the compactness Mi of the ground in the ith line in advance and comparing the Mi with the parameters in the Q0 matrix:

when the Mi is less than or equal to the Qi, setting the paving thickness of the railway ballast as W1;

when the Q1 is more than Mi and less than or equal to Q2, setting the paving thickness of the ballast as W2;

when the Q2 is more than Mi and less than or equal to Q3, setting the paving thickness of the ballast as W3;

when the Q3 is more than Mi and less than or equal to Q4, setting the paving thickness of the ballast as W4;

after the pavement thickness of the railway ballast is determined, paving the steel rail, detecting the thickness of the railway ballast in the paving process, and filling the railway ballast when the thickness of the railway ballast is lower than the determined preset thickness; and when the thickness of the railway ballast is higher than the determined preset thickness, removing the redundant railway ballast.

Specifically, a preset flow matrix N0 and a preset maintenance time matrix Z0 are established when the i-th paved line is maintained; for the preset flow rate matrixes N0, N0(N1, N2, N3, N4), where N1 is a first preset flow rate, N2 is a second preset flow rate, N3 is a third preset flow rate, and N4 is a fourth preset flow rate, each preset flow rate is gradually increased in sequence; for the preset curing time matrix Z0, Z0(Z1, Z2, Z3, Z4), wherein Z1 is a first preset curing time, Z2 is a second preset curing time, Z3 is a third preset curing time, Z4 is a fourth preset curing time, and the preset curing times are gradually reduced in sequence;

when the ith line which is laid is maintained, detecting the average traffic flow N of the peripheral line of the bus line to be laid, comparing the average traffic flow N with each parameter in the N0 matrix, and determining the single maximum maintenance time aiming at the ith line according to the comparison result:

when N is less than or equal to N1, setting the single maximum maintenance time for the ith line as Z1;

when N1 is more than or equal to N2, setting the single maximum maintenance time for the ith line as Z2;

when N2 is more than or equal to N3, setting the single maximum maintenance time for the ith line as Z3;

and when N3 is more than or equal to N4, setting the single maximum maintenance time for the ith line as Z4.

Specifically, when the ith line is maintained, the traffic flow of the peripheral line of the main line on the current day is counted, the difference value delta N between the traffic flow on the current day and the average traffic flow is calculated, and a preset traffic flow difference matrix delta N0 and a preset maintenance time correction coefficient matrix z0 are established; for the preset traffic flow difference matrix Δ N0, Δ N0(Δ N1, Δ N2, Δ N3, Δ N4), wherein Δ N1 is a first preset difference, Δ N2 is a second preset difference, Δ N3 is a third preset difference, Δ N4 is a fourth preset difference, and the preset differences are gradually increased in sequence; for the preset maintenance time length correction coefficient matrix z0, z0(z1, z2, z3, z4), wherein z1 is a first preset maintenance time length correction coefficient, z2 is a second preset maintenance time length correction coefficient, z3 is a third preset maintenance time length correction coefficient, z4 is a fourth preset maintenance time length correction coefficient, z4 < z3 < z2 < z1 < 1; when the calculation of the delta N is completed, comparing the delta N with each parameter in a delta N0 matrix and correcting the single maximum curing time Zj of the following day according to the comparison result, wherein j is 1, 2, 3, 4:

when the delta N is less than or equal to the delta N1, not correcting the single maximum curing time of the next day;

when the actual traffic flow is larger than the average traffic flow and delta N1 is larger than the average traffic flow and is less than or equal to delta N2, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj z 1;

when the actual traffic flow is larger than the average traffic flow and delta N2 is larger than the average traffic flow and is less than or equal to delta N3, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj z 2;

when the actual traffic flow is larger than the average traffic flow and delta N3 is larger than the average traffic flow and is less than or equal to delta N4, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj z 3;

when the actual traffic flow is larger than the average traffic flow and delta N is larger than delta N4, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' is Zj × z 4;

when the actual traffic flow is smaller than the average traffic flow and the delta N is more than the delta N1 and less than or equal to the delta N2, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' ═ Zj (2-z 1);

when the actual traffic flow is smaller than the average traffic flow and the delta N is more than the delta N2 and less than or equal to the delta N3, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' ═ Zj (2-z 2);

when the actual traffic flow is smaller than the average traffic flow and the delta N is more than the delta N3 and less than or equal to the delta N4, correcting the single maximum maintenance time of the next day, wherein the corrected single maximum maintenance time Zj' ═ Zj (2-z 3);

and when the actual traffic flow is smaller than the average traffic flow and the delta N is larger than the delta N4, correcting the single maximum maintenance time length of the next day, wherein the corrected single maximum maintenance time length Zj' ═ Zj (2-z 4).

So far, the technical solutions of the present invention have been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of the present invention is obviously not limited to these specific embodiments. Equivalent changes or substitutions of related technical features can be made by those skilled in the art without departing from the principle of the invention, and the technical scheme after the changes or substitutions can fall into the protection scope of the invention.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention; various modifications and alterations to this invention will become apparent to those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.