Railway line longitudinal section optimization device and tamping vehicle

Abstract

The application discloses a railway line longitudinal section optimization device and a tamping vehicle. The device comprises a data acquisition module, which acquires the mileage of a measuring point on a railway line longitudinal section at a certain distance and the corresponding elevation value at the mileage; a slope change point search module, which determines a slope change point by iteratively searching for a maximum vector distance through dichotomy according to the mileage of the measuring point and the corresponding elevation value at the mileage; a judgment module, which judges whether the maximum vector distance is less than a maximum ramping amount or whether the length of a slope section adjacent to the slope change point is less than a minimum slope section length. If not, the slope change point is continuously searched for and determined. If yes, the measuring elevation value at the slope change point and the geometric parameters of the adjacent slope section are output. An elevation calculation module calculates the elevation value at the slope change point according to the measuring elevation value at the slope change point, the geometric parameters of the adjacent slope section and the minimum ramping amount. The application can solve the technical problem that the existing longitudinal section optimization method has low precision, needs a large amount of manual intervention and cannot meet the efficient measurement demand.

Description

Technical Field

[0001] This application relates to the field of railway engineering technology, and in particular to a railway line longitudinal profile optimization device based on the bisection iteration method and a tamping machine including the device. Background Technology

[0002] With the increasing speed of passenger transport and the heavy-hauling of freight transport, railway transportation has entered a new era. However, this has also made railway lines more susceptible to deformation, placing greater pressure on railway operation and maintenance. Railway line deformation is divided into two types: horizontal curve deformation and longitudinal profile deformation. Currently, the technology for optimizing and correcting horizontal curve deformation is relatively mature, and the optimization results, when used in conjunction with tamping machines, have shown excellent effectiveness, leading to their widespread use across various railway bureaus. However, research on longitudinal profile optimization during railway overhauls started relatively late in my country, especially in the application of tamping machines during the overhaul and maintenance of existing lines, which is still in its initial stages. With the rapid growth of my country's railway mileage, the task of overhauling existing lines is becoming increasingly arduous, making further in-depth research in this area of ​​great practical significance.

[0003] The alignment of a railway line's longitudinal profile is determined by the gradient change points, and the mileage and elevation of these points are the basis for determining their spatial location. The optimization of the longitudinal profile in railway line engineering essentially involves finding the set of points with optimal gradient change locations in space. This requires improving the algorithm by incorporating constraints that satisfy the railway line's requirements and establishing a mathematical model. Domestic and international research on railway line longitudinal profile optimization design mainly employs analytical methods, enumeration methods, latitude reduction methods, cubic splines, least squares methods, augmented function methods, and genetic algorithms. Among these, the augmented function method is a commonly used algorithm with relatively good optimization results.

[0004] As attached Figure 1 As shown, the railway longitudinal profile consists of a series of gradient sections, specifically including a series of gradient change points P, straight sections L1, and vertical curve sections L2. Gradient change point P is the intersection of the extensions of two adjacent straight sections L1. Deformation of the railway longitudinal profile after long-term use can be categorized as follows: 1) changes in the mileage and elevation of gradient change points; 2) unevenness in straight sections; 3) changes in the radius and start / end points of vertical curves, etc. The main purpose of longitudinal profile optimization is to address the location and elevation of gradient change points. These two design tasks should meet the requirements of the "Railway Line Design Code" while minimizing engineering costs and other expenses.

[0005] Among the existing technologies, the following technical solutions are mainly related to this application:

[0006] Prior art 1 is a Chinese invention application filed by China Railway Third Survey and Design Institute Group Co., Ltd. on April 12, 2012, and published on September 12, 2012, with publication number CN102663192A. This application discloses an automatic design and optimization method for railway longitudinal profiles. The method includes the following steps: smoothing the original ground line; fitting an initial slope to the smoothed ground line; processing the initial slope with longitudinal profile design constraints to form an automatic longitudinal profile slope design scheme; optimizing the longitudinal profile based on a differential evolution algorithm; setting optimization control parameters; initializing a population based on the automatic longitudinal profile slope design scheme; using an objective function as an evaluation of the merits of individual longitudinal profile schemes; calculating individual objective function values; and using mutation, crossover, repair, bridge / tunnel setting, and selection operations to evolve the population until the evolution termination condition is met, outputting a longitudinal profile diagram and a specification checklist. This method is characterized by high automation, strong practicality, and fast calculation speed, and has great application value in railway longitudinal profile design and optimization.

[0007] Prior art 2 is a Chinese invention application filed by North China University of Technology on September 14, 2015, and published on December 30, 2015, with publication number CN105205240A. This application discloses a method for automatic fitting, automatic optimization, and interactive design of subway longitudinal profiles. It uses relevant elevation constraints to automatically fit and optimize the subway longitudinal profile design, employing the least squares method for automatic slope fitting. This method can quickly and conveniently generate a relatively reasonable initial slope design scheme, providing rapid reference and guidance for longitudinal profile design and optimization. Based on the automatically fitted slope design, this application performs automatic longitudinal profile optimization to form a design scheme that meets the longitudinal profile slope design requirements. The application's use of relevant elevation constraints, automatic fitting, automatic design optimization, and automatic checking of specification requirements can improve the quality, efficiency, and compliance of longitudinal profile design.

[0008] Both of the above applications propose a longitudinal profile optimization method, but the technical solutions proposed in these two applications use the least squares and objective function methods. These two methods are not only low in accuracy, but also require a lot of manual intervention, which cannot meet the needs of efficient measurement. Summary of the Invention

[0009] In view of this, the purpose of this application is to provide a railway line longitudinal profile optimization device and a tamping machine to solve the technical problems of low accuracy and the need for a large amount of manual intervention in existing longitudinal profile optimization methods, which cannot meet the requirements of efficient measurement.

[0010] To achieve the aforementioned objectives, this application specifically provides a technical implementation scheme for a railway line longitudinal profile optimization device, which includes:

[0011] The data acquisition module acquires the mileage of measurement points on the longitudinal profile of the railway line at certain intervals, as well as the corresponding elevation values ​​at those mileages.

[0012] The slope change point search module uses the mileage of the measurement point output by the data acquisition module and the corresponding elevation value data at that mileage to find the maximum vector distance through a bisection method to determine the slope change point.

[0013] The judgment module determines whether the maximum vector distance obtained by the slope change point search module is less than the maximum starting amount, or whether the length of the slope segment adjacent to the slope change point is less than the minimum slope segment length. If not, the slope change point search module continues to search for and determine the slope change point. If so, the measured elevation value at the slope change point and the geometric parameters of the adjacent slope segment are output.

[0014] The elevation calculation module calculates the elevation value at the slope change point based on the measured elevation value at the slope change point, the geometric parameters of the adjacent slope sections, and the minimum track lifting volume.

[0015] Furthermore, the starting point on the longitudinal profile of the railway line is designated as the first marker point A, and the ending point is designated as the second marker point B. The elevation between the first marker point A and the second marker point B is a solid curve. The gradient change point search module constructs a chord between the first marker point A and the second marker point B, and finds the point on curve AB with the largest distance to chord AB, which is designated as gradient change point C and recorded as the third marker point. The distance from the gradient change point to the corresponding chord is the maximum moment. A chord is constructed between the first marker point A and the third marker point C, and finds the point on curve AC with the largest distance to chord AC, which is designated as gradient change point D and recorded as the fourth marker point. A chord is constructed between the second marker point B and the second marker point C, and finds the point on curve BC with the largest distance to chord BC, which is designated as gradient change point E and recorded as the fifth marker point. The process iteratively searches for gradient change points between all adjacent marker points until the distance from the point to the chord is less than the maximum constraint value for track starting or the slope length is less than the minimum constraint value, at which point the iteration stops, thus finding all gradient change points.

[0016] Furthermore, the judgment module calculates the minimum slope length L according to the following formula. min :

[0017] L min ≤x k+1 -x k

[0018] Where, x k+1 Let x be the mileage of the (k+1)th gradient change point. k Let be the mileage of the kth gradient change point.

[0019] Furthermore, the railway line longitudinal profile has N slope sections and N+1 slope change points, with an elevation measurement point at intervals l, for a total of M elevation measurement points. The judgment module calculates the maximum track lifting volume H according to the following formula. max :

[0020]

[0021] Wherein, the mileage of the kth gradient change point is x k The theoretical elevation value is H k The mileage of the (k+1)th gradient change point is x. k+1 The theoretical elevation value is H k+1 The measured elevation value at the current measurement point j is h. j , where i is the number of measurement points between the k-th slope change point and the (k+1)-th slope change point.

[0022] Furthermore, once all slope change points are found, when calculating the elevation value at the slope change points, if the elevation calculation module determines that the slope difference between adjacent slope segments is greater than a set value, then a vertical curve is set, and the elevation value at the slope change point after setting the vertical curve is calculated.

[0023] Furthermore, the elevation calculation module calculates the elevation value H at the slope change point after setting the vertical curve according to the following formula:

[0024]

[0025] Among them, H 测 R is the measured elevation value at the slope change point, R is the radius of the vertical curve, β = α / 2, and α is the angle formed between adjacent slope segments.

[0026] Furthermore, if no vertical curve is set, the elevation calculation module calculates the elevation at the slope change point as the measured elevation value plus the minimum track lifting amount.

[0027] Furthermore, the maximum starting volume H max The minimum slope length L is set to 0.03m. min The value is set to 200m, and the set value is set to 2‰.

[0028] This application also provides a specific technical implementation scheme for a tamping machine, including: a railway line longitudinal profile optimization device as described above installed thereon.

[0029] Furthermore, the tamping machine also includes a working mechanism. After calculating the elevation values ​​at all slope change points, the railway line longitudinal profile optimization device generates line ledger data. When the tamping machine needs to maintain the section of the line, the working mechanism lifts the corresponding position of the railway line to the calculated elevation value, that is, the railway line is restored to the theoretical alignment.

[0030] By implementing the technical solution of the railway line longitudinal profile optimization device and tamping machine provided in this application, the following beneficial effects are achieved:

[0031] (1) The railway line longitudinal profile optimization device and tamping machine of this application effectively improve the efficiency of railway line longitudinal profile optimization. It is not only easy to operate, but also greatly saves the manpower and time costs of data optimization, and can well meet the needs of efficient measurement.

[0032] (2) The railway line longitudinal profile optimization device and tamping machine of this application use a bisection iterative method to calculate the track lifting amount which is much smaller than the track lifting amount calculated using an augmented function. The optimized longitudinal profile is closer to the actual measured value, which greatly reduces the amount of manual intervention in the later stage. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the structural composition of a railway longitudinal section;

[0035] Figure 2 This is a schematic diagram illustrating the principle of slope change point search in a specific embodiment of the railway line longitudinal profile optimization device of this application;

[0036] Figure 3 This is a schematic diagram illustrating the principle of slope change point elevation calculation in a specific embodiment of the railway line longitudinal profile optimization device of this application;

[0037] Figure 4 This is a structural block diagram of a specific embodiment of the railway line longitudinal profile optimization device of this application;

[0038] Figure 5 This is a flowchart of a specific embodiment of the railway line longitudinal profile optimization method based on the device of this application.

[0039] Figure 6 This is a schematic diagram comparing the railway line longitudinal profile optimization method used in this application with the currently commonly used augmented function method in terms of track lifting volume calculation.

[0040] Figure 7 This is a schematic block diagram of the structure of a specific embodiment of the railway line longitudinal profile optimization device applied to a tamping machine;

[0041] In the diagram: 1-Data acquisition module, 2-Slope change point search module, 3-Judgment module, 4-Elevation calculation module, 100-Railway line longitudinal profile optimization device, 200-Tamming machine, 300-Operating mechanism. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] As attached Figure 1 To be continued Figure 7 As shown, specific embodiments of the railway line longitudinal profile optimization device and tamping machine of this application are given. The application will be further described below with reference to the accompanying drawings and specific embodiments.

[0044] This application presents a railway line longitudinal profile (elevation) optimization device 100 based on the bisection iteration method to find the location of the slope change point in the elevation data. Compared with the slope change point and the optimized track lifting volume calculated by the augmented function method currently used, the slope change point calculated by the elevation optimization algorithm based on the bisection iteration method of this application has a smaller track lifting volume, is closer to the actual measurement value, and is more in line with the needs of practical application. At the same time, the operation is simpler and more efficient.

[0045] Example 1

[0046] As attached Figure 4 As shown, an embodiment of the railway line longitudinal profile optimization device 100 of this application specifically includes:

[0047] Data acquisition module 1 acquires the mileage of measurement points on the longitudinal profile of the railway line at certain intervals, as well as the corresponding elevation values ​​at those mileages; it then organizes the measured elevation data into an Excel spreadsheet with one column for mileage and one column for elevation, which can be directly imported.

[0048] The slope change point search module 2, based on the mileage of the measurement point output by the data acquisition module 1 and the corresponding elevation value at that mileage, uses a bisection method to iteratively find the maximum vector distance to determine the slope change point (i.e., the point where the slope changes, as shown in the attached diagram). Figure 2 As shown in the diagram, points C, D, E, F, G, and H are all points where the slope changes.

[0049] The judgment module 3 determines whether the maximum vector distance obtained by the slope change point search module 2 is less than the maximum track start amount, or whether the length of the slope segment adjacent to the slope change point (the slope segment is a section of the line with the same slope, as shown in the attached figure, AC is a slope segment and CB is a slope segment) is less than the minimum slope segment length. If not, the slope change point search module 2 continues to search for and determine the slope change point. If it is, the measured elevation value at the slope change point and the geometric parameters of the adjacent slope segment are output.

[0050] Elevation calculation module 4 calculates the elevation value at the slope change point based on the measured elevation value at the slope change point, the geometric parameters of the adjacent slope section, and the minimum road lifting volume.

[0051] The railway line longitudinal profile optimization device 100 described in Example 1 optimizes the longitudinal profile of existing lines during major overhauls. The device takes as input the elevation measurements of rail surface points spaced 10 meters apart, and outputs elevation data for use by tamping machines when correcting the railway. The aim is to ensure that the overhauled railway meets all requirements of the "Railway Line Design Code" in its longitudinal profile. To achieve the above-mentioned objectives, this example sets two quantifiable constraints:

[0052] First, there is a minimum constraint on the length of the slope segment, which means that the length of a slope segment between adjacent slope change points should generally be greater than the length of a train. In this embodiment, this value is set to 200m.

[0053] Secondly, there is a maximum constraint on track lifting volume. Since the elevation optimization data obtained in this application is mainly used in conjunction with track engineering vehicles (such as tamping machines), and the tamping machine has a maximum track lifting volume, this value is set to 0.03m in this embodiment.

[0054] As attached Figure 2 As shown, the starting point on the longitudinal profile of the railway line is the first marker point A, and the ending point is the second marker point B. The elevation between the first marker point A and the second marker point B is a solid curve. The gradient change point search module 2 constructs a chord between the first marker point A and the second marker point B, and finds the point on curve AB with the largest distance to chord AB, which is the gradient change point C, denoted as the third marker point. The distance from the gradient change point to the corresponding chord is the maximum moment. A chord is constructed between the first marker point A and the third marker point C, and finds the point on curve AC with the largest distance to chord AC, denoted as the gradient change point D, denoted as the fourth marker point. A chord is constructed between the second marker point B and the second marker point C, and finds the point on curve BC with the largest distance to chord BC, denoted as the fifth marker point. The process iterates repeatedly to find gradient change points between all adjacent marker points until the distance from the point to the chord is less than the maximum constraint value for track starting or the slope length is less than the minimum constraint value, at which point the iteration stops, thus finding all gradient change points.

[0055] Module 3 further calculates the minimum slope length L according to the following formula. min :

[0056] L min ≤x k+1 -x k

[0057] Where, x k+1 Let x be the mileage of the (k+1)th gradient change point. k Let be the mileage of the kth gradient change point.

[0058] The railway line has N slope sections and N+1 slope change points on its longitudinal profile. There is an elevation measurement point at intervals of l (e.g., 10 meters), for a total of M elevation measurement points. Module 3 further calculates the maximum track lifting volume H using the following formula. max :

[0059]

[0060] Wherein, the mileage of the kth gradient change point is x k The theoretical elevation value is H k The mileage of the (k+1)th gradient change point is x. k+1 The theoretical elevation value is H k+1 The measured elevation value at the current measurement point j is h. j , where i is the number of measurement points between the k-th slope change point and the (k+1)-th slope change point.

[0061] Once all slope change points are found, when calculating the elevation values ​​at these points, if the elevation calculation module 4 determines that the slope (algebraic) difference between adjacent slope segments (i.e., the slope difference between adjacent slope segments) is greater than a set value, then a vertical curve is set (because there will be inflection points at the intersection of two straight lines, resulting in unevenness on the route, therefore a vertical curve needs to be set, as shown in the attached diagram). Figure 3 The arc between the included angles shown is the vertical curve, and the elevation value at the slope change point after setting the vertical curve is calculated.

[0062] As attached Figure 3 As shown, the elevation calculation module 4 further calculates the elevation value H at the slope change point after setting the vertical curve according to the following formula:

[0063]

[0064] Among them, H 测 R is the measured elevation value at the slope change point, R is the radius of the vertical curve, β = α / 2, and α is the angle formed between adjacent slope segments.

[0065] Once all slope change points are found, when calculating the elevation value at the slope change points, if no vertical curve is set, the elevation calculation module 4 calculates the elevation value at the slope change points as the measured elevation value plus the minimum track lifting amount.

[0066] As a typical embodiment of this application, the maximum starting volume H max Specifically, the minimum slope length L is set to 0.03m. min Specifically, it is set to 200m, and the set value is specifically set to 2‰.

[0067] After obtaining elevation data through the railway line longitudinal profile optimization device 100 described in Example 1, it will be used as a line operation log. If maintenance is required on this section of the line in the future, the line only needs to be raised to the calculated elevation, which means that the section of the line has been restored to the theoretical alignment.

[0068] As attached Figure 6 As shown, the commonly used augmented function method and the bisection iteration method used in the railway line longitudinal profile optimization device 100 of this application embodiment were compared and calculated. Specifically, the track lifting volume was calculated for the gradient change points and elevations obtained by the two algorithms. (See attached diagram) Figure 6 Curve I in the figure represents the track lifting amount calculated using the augmented function method, while curve J represents the track lifting amount calculated using the bisection iteration method in this application. The data comparison in the figures shows that the track lifting amount calculated using the bisection iteration method in this application is significantly smaller than that calculated using the existing augmented function method. This fully demonstrates that the railway line longitudinal profile optimized by the bisection iteration method in this application is closer to the actual measured value, which greatly reduces the workload and difficulty of subsequent manual intervention.

[0069] Example 2

[0070] As attached Figure 7 As shown, an embodiment of a tamping machine 200 specifically includes a railway line longitudinal profile optimization device 100 as described in Embodiment 1, mounted thereon. The tamping machine 200 also includes a working mechanism 300. After calculating the elevation values ​​at all gradient change points, the railway line longitudinal profile optimization device 100 generates track operation log data. When the tamping machine 200 needs to perform maintenance on a section of track, the working mechanism 300 raises the corresponding position of the railway line to the calculated elevation value, thus restoring the railway line to its theoretical alignment.

[0071] Example 3

[0072] As attached Figure 5 As shown, an embodiment of the railway line longitudinal profile optimization method of this application specifically includes the following steps:

[0073] S101) Obtain the mileage of the measurement points on the longitudinal profile of the railway line at certain intervals, and the corresponding elevation data at that mileage;

[0074] S102) Based on the mileage of the measurement point and the corresponding elevation data at that mileage, the maximum vector distance is found iteratively using the bisection method to determine the slope change point;

[0075] S103) Determine whether the maximum vector distance is less than the maximum starting amount. If yes, proceed to step S105; otherwise, proceed to step S104.

[0076] S104) Determine whether the length of the slope segment near the slope change point is less than the minimum slope segment length. If yes, execute step S104); otherwise, jump to step S102.

[0077] S105) Calculate the elevation value at the slope change point.

[0078] As attached Figure 2 As shown, the starting point on the longitudinal profile of the railway line is the first marker point A, and the ending point is the second marker point B. The elevation between the first marker point A and the second marker point B is a solid curve. Step S102) further includes:

[0079] Draw a chord between the first marker point A and the second marker point B. Find the point on the curve AB with the largest distance from the chord AB, which is the point of change of slope C, and mark it as the third marker point. The distance from the point of change of slope to the corresponding chord is the maximum vector distance.

[0080] Draw a chord between the first marker point A and the third marker point C. Find the point on the curve AC with the largest distance from the chord AC, which is the point of change of slope D, and denote it as the fourth marker point.

[0081] Draw a chord between the second marker point B and the second marker point C. Find the point on curve BC with the largest distance from the chord BC, which is the point of change of slope E, and mark it as the fifth marker point.

[0082] Repeat the above steps to find all slope change points between adjacent marked points. Stop iterating when the distance from a point to the chord is less than the maximum constraint value of the starting amount or the slope length is less than the minimum constraint value. All slope change points have been found.

[0083] In step S104), the minimum slope length L min Further calculations are performed using the following formula:

[0084] L min ≤x k+1 -x k

[0085] Where, x k+1 Let x be the mileage of the (k+1)th gradient change point. k Let be the mileage of the kth gradient change point.

[0086] Suppose there are N slope sections and N+1 slope change points on the longitudinal profile of the railway line, with an elevation measurement point at intervals l, for a total of M 10-meter elevation measurement points. In step S103), the maximum track lifting volume H... max Further calculations are performed using the following formula:

[0087]

[0088] Wherein, the mileage of the kth gradient change point is x k The theoretical elevation value is H k The mileage of the (k+1)th gradient change point is x. k+1 The theoretical elevation value is H k+1 The measured elevation value at the current measurement point j is h. j , where i is the number of measurement points between the k-th slope change point and the (k+1)-th slope change point.

[0089] In step S105), if the slope difference between adjacent slope segments is greater than the set value, a vertical curve needs to be set, and the elevation value at the slope change point after setting the vertical curve is calculated.

[0090] As attached Figure 3 As shown, in step S105), the elevation value H at the slope change point is further calculated according to the following formula:

[0091]

[0092] Among them, H 测 R is the measured elevation value at the slope change point, R is the radius of the vertical curve, β = α / 2, and α is the included angle formed between adjacent slope segments. The included angle α is calculated by the algebraic difference of the slopes of adjacent slope segments.

[0093] In step S105), after all the slope change points are found, when calculating the elevation value at the slope change point, if no vertical curve is set, the elevation value at the slope change point is the measured elevation value plus the minimum track lifting amount.

[0094] As a typical embodiment of this application, the maximum starting amount H in step S103) max Specifically, it is set to 0.03m, and the minimum slope length L in step S104) is... min Specifically, the value is set to 200m, and the setting value in step S105 is specifically set to 2‰.

[0095] In the description of this application, it should be noted that when an element is referred to as being "fixed to" or "set on" another element, it may be directly or indirectly set on another element; when an element is referred to as being "connected to" another element, it may be directly or indirectly connected to another element.

[0096] It should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0097] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" or "several" means two or more, unless otherwise explicitly specified.

[0098] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and purposes that this application can produce, should still fall within the scope of the technical content disclosed in this application.

[0099] By implementing the technical solutions of the railway line longitudinal profile optimization device and tamping machine described in the specific embodiments of this application, the following technical effects can be achieved:

[0100] (1) The railway line longitudinal profile optimization device and tamping machine described in the specific embodiments of this application effectively improve the efficiency of railway line longitudinal profile optimization. They are not only easy to operate, but also greatly save the manpower and time costs of data optimization, and can well meet the needs of efficient measurement.

[0101] (2) The railway line longitudinal profile optimization device and tamping machine described in the specific embodiments of this application use a binary iterative method to calculate the track lifting amount, which is much smaller than the track lifting amount calculated using an augmented function. The optimized longitudinal profile is closer to the actual measured value, which greatly reduces the workload of manual intervention in the later stage.

[0102] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0103] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has been disclosed above with reference to preferred embodiments, it is not intended to limit this application. Any person skilled in the art can make many possible variations and modifications to the technical solutions of this application using the methods and techniques disclosed above, or modify them into equivalent embodiments with equivalent changes, without departing from the spirit and technical essence of this application. Therefore, any simple modifications, equivalent substitutions, equivalent changes, and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solutions of this application shall still fall within the protection scope of the technical solutions of this application.

Claims

1. A railway line longitudinal profile optimization device, characterized in that, include: The data acquisition module (1) acquires the mileage of the measurement points on the longitudinal profile of the railway line at certain intervals, and the corresponding elevation data at that mileage. The slope change point search module (2) uses the bisection method to iteratively find the maximum vector distance to determine the slope change point based on the mileage of the measurement point output by the data acquisition module (1) and the corresponding elevation value data at that mileage. The judgment module (3) judges whether the maximum vector distance obtained by the slope change point search module (2) is less than the maximum starting amount, or whether the length of the slope segment adjacent to the slope change point is less than the minimum slope segment length. If not, the slope change point search module (2) continues to search for and determine the slope change point. If so, the measured elevation value at the slope change point and the geometric parameters of the adjacent slope segment are output. The elevation calculation module (4) calculates the elevation value at the slope change point based on the measured elevation value at the slope change point, the geometric parameters of the adjacent slope section, and the minimum road lifting volume. The starting point on the longitudinal profile of the railway line is the first marker point A, and the ending point is the second marker point B. The elevation between the first marker point A and the second marker point B is a solid curve. The slope change point search module (2) draws a chord between the first marker point A and the second marker point B, and finds the point on the curve AB with the largest distance to the chord AB as the slope change point C, which is recorded as the third marker point. The distance from the slope change point to the corresponding chord is the maximum vector distance. Draws a chord between the first marker point A and the third marker point C, and finds the point on the curve AC with the largest distance to the chord AC as the slope change point D, which is recorded as the fourth marker point. Draws a chord between the second marker point B and the second marker point C, and finds the point on the curve BC with the largest distance to the chord BC as the slope change point E, which is recorded as the fifth marker point. It iterates repeatedly to find the slope change points between all adjacent marker points until the distance from the point to the chord is less than the maximum constraint value of the starting amount or the slope length is less than the minimum constraint value, and stops the iteration to find all the slope change points.

2. The railway line longitudinal profile optimization device according to claim 1, characterized in that, The judgment module (3) calculates the minimum slope length according to the following formula. : ； in, For the first Mileage of each gradient change point For the first Mileage of each slope change point.

3. The railway line longitudinal profile optimization device according to claim 2, characterized in that, The longitudinal profile of the railway line has Each slope section There are several slope change points, each at intervals of... There is one elevation measurement point, with a total of One elevation measurement point; the judgment module (3) calculates the maximum track lifting volume according to the following formula. : ； Among them, the The mileage of each gradient change point is The theoretical elevation value is , No. The mileage of each gradient change point is The theoretical elevation value is Current measurement point The measured elevation value at that location is , For the first From the first slope change point to the second The number of measurement points between the slope change points.

4. The railway line longitudinal profile optimization device according to claim 3, characterized in that: Once all slope change points are found, when calculating the elevation value at the slope change points, if the elevation calculation module (4) determines that the slope difference between adjacent slope segments is greater than the set value, then a vertical curve is set, and the elevation value at the slope change point after setting the vertical curve is calculated.

5. The railway line longitudinal profile optimization device according to claim 4, characterized in that, The elevation calculation module (4) calculates the elevation value at the slope change point after setting the vertical curve according to the following formula. : ； in, This is the measured elevation value at the slope change point. Let be the radius of the vertical curve. , It is the angle formed between adjacent slope segments.

6. The railway line longitudinal profile optimization device according to claim 4 or 5, characterized in that: If no vertical curve is set, the elevation calculation module (4) calculates the elevation value at the slope change point as the measured elevation value plus the minimum track lifting amount.

7. The railway line longitudinal profile optimization device according to claim 6, characterized in that: The maximum starting volume The minimum slope length is set to 0.03m. The value is set to 200m, and the set value is set to 2‰.

8. A tamping machine, characterized in that, include: The railway line longitudinal profile optimization device (100) as described in any one of claims 1 to 7 is installed thereon.

9. The tamping machine according to claim 8, characterized in that: The tamping machine (200) also includes a working mechanism (300). The railway line longitudinal profile optimization device (100) calculates the elevation values ​​at all slope change points and forms line ledger data. When the tamping machine (200) needs to maintain the section of the line, the working mechanism (300) raises the corresponding position of the railway line to the height of the calculated elevation value, that is, the railway line is restored to the theoretical alignment.

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