Automatic design method, device, equipment and storage medium for railway station bridge spans

Abstract

This application discloses a method, device, equipment, and storage medium for automatically designing spans of railway station bridges, relating to the technical field of railway station bridge design, including: obtaining station track design data and a digital elevation model of the station area; obtaining a mainline span scheme based on the station track design data combined with the digital elevation model; obtaining a station line span scheme based on the mainline points of the mainline span scheme; determining whether the mainline span scheme and the station line span scheme meet the requirements of the span control elements; if not, adjusting the mainline span scheme and the station line span scheme until they meet the requirements, and saving the obtained overall span scheme according to a preset data structure. By integrating station design and terrain data, span schemes are automatically generated and optimized, improving design efficiency and accuracy.

Description

Technical Field

[0001] This invention relates to the field of railway station bridge design technology, and in particular to an automatic design method, device, equipment and storage medium for railway station bridge spans. Background Technology

[0002] The span design of railway station bridges is a core component of station design, directly impacting the safety, efficiency, and construction costs of railway transportation. With the continuous expansion and increasing complexity of railway networks, station design faces growing challenges, including complex and varied terrain, dense track layouts, and coordination with other infrastructure. Designers must ensure bridge structural safety and compliance with regulations while also considering economic efficiency and construction feasibility, placing higher demands on the precision and flexibility of the design.

[0003] Currently, the design of bridge spans in railway stations is primarily based on the track distribution and terrain conditions within the station area. Designers rely on experience to individually design the span, placement, and angle of each beam. The design process begins by determining the approximate layout of the bridge based on the station's topography. Then, considering track alignment, equipment locations, and control factors, the dimensions, placement, and angle of each beam are precisely determined. CAD drawings are then used to verify and deliver the design results. This involves extensive geometric calculations and numerous CAD command calls, resulting in repetitive work and low design efficiency. Furthermore, some station areas have poor terrain conditions. Due to the limitations of traditional technology, bridge designs within these areas still rely on a single ground line as a terrain control condition. However, because station areas have a certain width laterally, the ground line cannot accurately reflect the true topography of the entire station area. This leads to suboptimal designs in some cases, resulting in changes during construction, increased construction costs, and the need for track adjustments and redesign when the designed bridge spans fail to meet specifications or construction conditions. Summary of the Invention

[0004] The main objective of this application is to provide an automatic design method, device, equipment, and storage medium for railway station bridge spans, aiming to solve the technical problem of how to improve the design efficiency and quality of station bridges.

[0005] To achieve the above objectives, this application proposes an automatic design method for the span of railway station bridges, the method comprising:

[0006] Acquire station track design data and digital elevation model of the station area;

[0007] Based on the station track design data and the digital elevation model, the main line span scheme is obtained;

[0008] Based on the main line point locations of the main line span scheme, the station line span scheme is obtained;

[0009] Determine whether the main line crossing scheme and the station line crossing scheme meet the requirements of the crossing control elements;

[0010] If the requirements are not met, the main line span scheme and the station line span scheme are adjusted until the requirements are met, and the resulting overall span scheme is saved according to the preset data structure.

[0011] Optionally, obtaining the station track design data further includes:

[0012] Obtain station layout design data, which consists of straight line segments, transition curve segments, and circular curve segments connected in sequence;

[0013] Obtain the longitudinal profile design data of the station, which consists of a combination of straight lines and vertical curves;

[0014] Based on the station layout design data and the station longitudinal profile design data, the three-dimensional coordinates of the preset track positions are calculated.

[0015] Optionally, calculating the three-dimensional coordinates of the preset track position based on the station's planar data and longitudinal profile design data includes:

[0016] Obtain a preset point outside the track and project it onto the track at a preset angle to obtain the intersection point with the preset position of the track;

[0017] Based on the intersection point, combined with the station's planar data and longitudinal profile design data, the three-dimensional coordinates of the track's preset position are obtained.

[0018] Optionally, obtaining the three-dimensional coordinates of the preset position of the track based on the intersection point and the station layout data further includes:

[0019] Select a preset point and project it onto the track at a preset angle to obtain a directed line segment;

[0020] Select the starting and ending points of the transition curve track, and record the mileage of the corresponding points as the first mileage and the second mileage;

[0021] Based on the first mileage and the second mileage, the corresponding first mileage point and second mileage point are obtained;

[0022] Based on the first mileage point and the second mileage point, the first distance and the second distance from the directed line segment are calculated respectively. When the mileage point is to the left of the directed line segment, the distance is negative; when the mileage point is to the right of the directed line segment, the distance is positive; and when the mileage point is on the directed line segment, the distance is a preset value.

[0023] If the first mileage point and the second mileage point are on the same side, it is determined that the directed line segment and the transition curve do not intersect.

[0024] If the first mileage point and the second mileage point are on different sides, and the absolute value of the first distance is close to the preset value, then the intersection of the directed line segment and the transition curve is determined to be the first mileage point; if the absolute value of the second distance is close to the preset value, then the intersection of the directed line segment and the transition curve is determined to be the second mileage point.

[0025] If none of the conditions are met, the midpoint between the first mileage and the second mileage is selected as the third mileage, and the third distance between the corresponding point on the transition curve and the directed line segment is calculated.

[0026] If the first and third mileage points are on the same side, the third mileage point will be used as the new first mileage point; if the first and third mileage points are on different sides, the third mileage point will be used as the new second mileage point.

[0027] The mileage is iteratively updated until the intersection of the directed line segment and the transition curve is found.

[0028] Optionally, obtaining the mainline span scheme based on the station track design data and the digital elevation model includes:

[0029] The starting mileage point of the station is obtained based on the station track design data;

[0030] Based on the starting mileage points of the station, a set of several points is obtained at preset intervals, and the corresponding rail surface elevations are recorded.

[0031] The ground elevation corresponding to the plurality of points is obtained according to the digital elevation model, and the elevation difference is obtained according to the rail surface elevation and the corresponding ground elevation.

[0032] When the height of the road and bridge excavation pit is less than the elevation difference, the corresponding point will be marked as the bridge construction point.

[0033] According to the preset spacing, simply supported beams are laid out sequentially at the bridge locations. When the bridge location is a turnout area, a turnout continuous beam is laid out and adjacent turnout continuous beams are merged. The starting and ending positions of the continuous beams are adjusted according to the minimum distance requirement between the front and rear ends of the turnout and the beam joint to meet the turnout beam layout requirements, thus obtaining the mainline bridge construction scheme.

[0034] The main line bridge design schemes are integrated to obtain the main line span scheme, and then saved according to the preset data structure.

[0035] Optionally, obtaining the station track span scheme based on the mainline point locations of the mainline span scheme includes:

[0036] Obtain the bridge locations and track elevations on the main line, and project the bridge locations vertically onto the station lines to obtain a number of corresponding station line locations;

[0037] Obtain the ground elevation corresponding to the plurality of points, and obtain the elevation difference based on the rail surface elevation and the corresponding ground elevation;

[0038] When the height of the road and bridge excavation pit is less than the elevation difference, the corresponding station point will be marked as the bridge construction point.

[0039] Based on the principle of aligning the span with the main line, simply supported beams are laid out sequentially at the bridge locations according to the preset spacing. When encountering a turnout area, a turnout continuous beam is laid out and adjacent turnout continuous beams are merged. According to the minimum distance requirement between the front and rear ends of the turnout and the beam joint, the starting and ending positions of the continuous beams are adjusted by merging adjacent simply supported beams to meet the turnout beam layout requirements.

[0040] By comparing the beam layout of the station track with that of the main line, identify and eliminate beam segments that overlap with the already laid turnout beams or other structures to obtain the bridge design scheme for the station track.

[0041] The station-line bridge design schemes are integrated to obtain the station-line span scheme, and then saved according to the preset data structure.

[0042] Optionally, adjusting the mainline span scheme and the station track span scheme until the requirements are met includes:

[0043] Based on the crossing requirements of the control elements, several preset beam lengths are obtained;

[0044] Select one of the preset beam lengths, calculate the horizontal distance from the bridge starting point to the beam starting point above the control element, and obtain the minimum offset by traversing the beam lengths.

[0045] If the minimum offset is equal to the preset value, no adjustment is required. If the minimum offset is not equal to the preset value, the first beam of the layout beam is moved towards the starting point by the minimum offset. If the requirement of crossing the control element is still not met after the movement, the next preset beam length is selected for calculation until the requirement of the control element is met.

[0046] Calculate the horizontal distance from the end point of the bridge to the end point of the beam above the control element, and obtain the minimum adjustment amount by traversing the beam length;

[0047] If the minimum adjustment amount is equal to the preset value, no adjustment is required. If the minimum adjustment amount is not equal to the preset value, the last beam of the layout beam is moved to the endpoint by the minimum adjustment amount. If the requirement of crossing the control element is still not met after the movement, the next preset beam length is selected for calculation until the requirement of the control element is met.

[0048] After adjusting the main line span scheme and the station line span scheme, the following is also included:

[0049] If the schemes that have been traversed through all the preset beam lengths fail to meet the requirements of the control elements, the track layout of the station should be readjusted and then recalculated.

[0050] Furthermore, to achieve the above objectives, this application also proposes an automatic span design device for railway station bridges, the automatic span design device for railway station bridges comprising:

[0051] The acquisition module is used to acquire station track design data and station area digital elevation model;

[0052] The calculation module is used to obtain the main line span scheme based on the station track design data and the digital elevation model;

[0053] The calculation module is also used to obtain the station track span scheme based on the main line point locations of the main line span scheme;

[0054] The judgment module is used to determine whether the main line crossing scheme and the station line crossing scheme meet the requirements of the crossing control elements;

[0055] The adjustment module is used to adjust the main line span scheme and the station line span scheme until the requirements are met if the requirements are not met, and save the overall span scheme according to the preset data structure.

[0056] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the automatic design method for the span of railway station bridges as described above.

[0057] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the automatic design method for the span of railway station bridges as described above.

[0058] This application obtains station track design data and a digital elevation model of the station area; based on the station track design data and the digital elevation model, it obtains the main line span scheme; based on the main line points of the main line span scheme, it obtains the station line span scheme; it determines whether the main line span scheme and the station line span scheme meet the requirements of the crossing control elements; if they do not meet the requirements, it adjusts the main line span scheme and the station line span scheme until they do, and saves the overall span scheme according to a preset data structure. By integrating station design and topographic data, the span scheme is automatically generated and optimized, reducing manual intervention and improving design efficiency and accuracy. Attached Figure Description

[0059] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0060] Figure 1 This is a flowchart illustrating the first embodiment of the automatic design method for railway station bridge spans in this application;

[0061] Figure 2 This is a schematic diagram of the station layout of the first embodiment of the automatic design method for bridge spans in railway stations according to this application;

[0062] Figure 3 This is a schematic diagram of the longitudinal section of a railway station, representing the first embodiment of the automatic design method for the span of bridges in this application.

[0063] Figure 4 This is a flowchart illustrating the second embodiment of the automatic design method for railway station bridge spans in this application;

[0064] Figure 5 This is a flowchart illustrating the third embodiment of the automatic design method for railway station bridge spans in this application;

[0065] Figure 6 This is a schematic diagram of the mainline points in the third embodiment of the automatic design method for railway station bridge spans in this application;

[0066] Figure 7 This is a schematic diagram of the bridge location in the third embodiment of the automatic design method for railway station bridge spans in this application;

[0067] Figure 8 This is a schematic diagram of the continuous beam layout for mainline turnouts in the third embodiment of the automatic design method for railway station bridge spans in this application.

[0068] Figure 9 This is a schematic diagram of the adjusted mainline turnout layout continuous beam according to the third embodiment of the automatic design method for railway station bridge spans in this application.

[0069] Figure 10 This is a flowchart illustrating the fourth embodiment of the automatic design method for railway station bridge spans in this application;

[0070] Figure 11 This is a schematic diagram of the continuous beam layout for station track turnouts in the fourth embodiment of the automatic design method for railway station bridge spans in this application.

[0071] Figure 12This is a schematic diagram of the adjusted continuous beam layout for station track turnouts, based on the fourth embodiment of the automatic design method for railway station bridge spans in this application.

[0072] Figure 13 This is a schematic diagram of the module structure of the automatic span design device for railway station bridges according to an embodiment of this application;

[0073] Figure 14 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the automatic design method for the span of railway station bridges in this application embodiment.

[0074] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0075] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0076] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0077] The main solution of this application embodiment is as follows: by acquiring the station track design data and the station area digital elevation model; by combining the station track design data with the digital elevation model, a main line span scheme is obtained; by the main line points of the main line span scheme, a station line span scheme is obtained; it is determined whether the main line span scheme and the station line span scheme meet the requirements of the crossing control elements; if they do not meet the requirements, the main line span scheme and the station line span scheme are adjusted until they meet the requirements, and the obtained overall span scheme is saved according to a preset data structure.

[0078] Based on this, the embodiments of this application provide an automatic design method for the span of railway station bridges, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the automatic design method for railway station bridge spans in this application.

[0079] In this embodiment, the automatic design method for the span of railway station bridges includes steps S10 to S50:

[0080] Step S10: Obtain the station track design data and the station area digital elevation model;

[0081] It should be noted that the station track design data includes station plan design data and station longitudinal profile design data. The station plan design data is obtained by sequentially connecting straight sections, transition curve sections, and circular curve sections, as shown below. Figure 2The station layout plan shown is illustrated. Track layout design data typically consists of a series of intersection points. The coordinates of these intersection points are described using a two-dimensional engineering coordinate system, where x represents the east coordinate of the intersection and y represents the north coordinate. When an intersection point is not the starting or ending point, a combination of preceding, circular, and following transition curves must be used as the actual alignment at the intersection. The curve coordinates are calculated based on curve parameters and the coordinates of the preceding and following intersection points. The station longitudinal profile design data is obtained by combining straight sections and vertical curve sections, such as... Figure 3 The schematic diagram of the station's longitudinal profile shown illustrates that track longitudinal profile design data typically consists of a series of gradient change points. The coordinates of these gradient change points are described using a two-dimensional coordinate system, where x represents the actual horizontal mileage of the gradient change point, and y represents its elevation. When a gradient change point is not the starting or ending point, a circular curve must be used as the actual alignment at that point, and the curve coordinates are calculated based on curve parameters and the coordinates of the preceding and following gradient change points. Based on the station's horizontal and vertical profile design data, the three-dimensional coordinates of the track's predetermined location are calculated.

[0082] It is important to understand that Digital Elevation Models (DEMs), as digital carriers of terrain information, play a crucial role in bridge span design. High-tech methods such as aerial photogrammetry, using large aircraft or drones, efficiently capture surface information and store it in TIFF format. This file format uniquely encodes three-dimensional geospatial information into a two-dimensional image. Each pixel not only represents a geographical location but also contains precise elevation data for that location. This characteristic greatly improves the accuracy and efficiency of terrain analysis. DEM TIFF files utilize their built-in geographic coordinate information and resolution parameters to achieve rapid conversion from geographic coordinates to image pixel coordinates, thereby extracting elevation values ​​for specific locations and providing bridge designers with intuitive and accurate terrain references. This process is crucial for evaluating the appropriate bridge span, optimizing pier layout, ensuring bridge structural safety and adaptation to terrain, and predicting construction difficulty and cost. Specifically, by selecting any location on the track, the ground elevation at that location can be obtained from the DEM using the aforementioned method. The difference between this elevation value and the track surface elevation at that location can determine whether a bridge needs to be built there.

[0083] Step S20: Based on the station track design data and the digital elevation model, obtain the main line span scheme;

[0084] It should be noted that, using the horizontal and vertical alignment data of the main line, combined with the digital elevation model and control elements, the preliminary span scheme of the main line is calculated according to the standard span. The beams at the turnout locations are replaced with turnout beams, and the scheme is fine-tuned according to the turnout location and the distance requirements between the beam ends and the front and rear of the turnout to form the final span scheme of the main line.

[0085] Step S30: Based on the main line point locations of the main line span scheme, obtain the station line span scheme;

[0086] It should be noted that the main line points are projected onto each station line, the preliminary span scheme of the station line is calculated, the beams at the turnout locations on the station line are replaced with turnout beams, and the scheme is fine-tuned according to the turnout location and the distance requirements between the beam end and the front and rear of the turnout (generally not less than 18m) to form the final span scheme of the station line.

[0087] Step S40: Determine whether the main line span scheme and the station line span scheme meet the requirements of the crossing control elements;

[0088] It should be noted that the control factors include natural terrain features, hydrological conditions, transportation facilities, and pipelines. Natural terrain features include mountains, rivers, lakes, wetlands, gullies, and other natural landforms. The design must consider the impact of terrain undulations on the bridge span, height, and foundation type to ensure the bridge structure adapts to the terrain without damaging the ecological environment. Hydrological conditions include river water level changes, flow velocity, and flood frequency. The design must consider the highest flood level to ensure the bridge has sufficient clearance and flood resistance, while also considering the scouring effect of water flow on the piers. Transportation facilities include intersections with roads, railways, and waterways. The design must avoid or minimize interference with existing traffic, ensuring safe distances and clearances between the bridge and these facilities; sometimes, grade-separated intersections are required. Pipelines include underground pipelines, cables, oil and gas pipelines, etc. These must be investigated beforehand and avoided or protected to prevent damage during construction and ensure the normal operation of public facilities.

[0089] Step S50: If the requirements are not met, adjust the main line span scheme and the station line span scheme until the requirements are met, and save the overall span scheme according to the preset data structure.

[0090] It should be noted that if the designed span scheme does not meet the requirements of the crossing control element, the designed span scheme needs to be adjusted. Based on the crossing requirements of the control element, several preset beam lengths are obtained. One of the preset beam lengths is selected, and the horizontal distance from the bridge starting point to the starting point of the beam above the control element is calculated. The minimum offset is obtained by traversing the beam lengths. If the minimum offset equals the preset value, no adjustment is needed. If the minimum offset does not equal the preset value, the first beam of the beam is moved towards the starting point by the minimum offset. If the crossing control element requirements are still not met after the movement, the next preset beam length is selected for calculation until the requirements of the control element are met. Specifically, in this embodiment, the preset beam lengths are selected in priority order as 32m, 24m, 28m, 40m, and 48m standard simply supported beams until the requirements are met. The currently selected beam length is... Obtain the distance from the starting point of the bridge to the starting point of the beam above the control element; the current distance is denoted as [missing information]. Let m (with values ​​of 0-) / 32.6 (rounded down) and n (values ​​from 0 to n) Substituting / 24 (rounded down) into the following formula:

[0091]

[0092] Get the minimum offset ,like =0, indicating that the beam placement distance from the bridge starting point to the control element meets the control element requirements, and adjustments are made from the beam placement end point to the bridge end point. If If the value is not 0, then move the first beam of the beam directly above the control element towards the starting point. If the crossing requirement is still not met after the adjustment, select the next standard simply supported beam length and repeat the same steps until... A value of 0 or a move that satisfies the crossing requirement.

[0093] Calculate the horizontal distance from the bridge endpoint to the endpoint of the beam above the control element. Obtain the minimum adjustment amount by traversing the beam lengths. If the minimum adjustment amount equals a preset value, no adjustment is needed. If the minimum adjustment amount does not equal the preset value, move the last beam of the deployed beam towards the endpoint by the minimum adjustment amount. If the requirement to cross the control element is still not met after moving, select the next preset beam length for calculation until the requirement of the control element is met. Specifically, obtain the distance from the bridge endpoint to the endpoint of the beam above the control element; the current distance is denoted as [missing information]. Let m (with values ​​of 0-) / 32.6 (rounded down) and n (values ​​from 0 to n) Substituting / 24 (rounded down) into the following formula:

[0094]

[0095] Get the minimum adjustment amount ,like =0, which means that the beam placement distance from the bridge end point to the control element also meets the control element requirements. In this case, the overall span scheme is saved according to the preset data structure. If the value is not 0, then move the last beam of the beam directly above the control element towards the endpoint. If the crossing requirement is still not met after the adjustment, select the next standard simply supported beam length and repeat the same steps until... A value of 0 or a move that satisfies the crossing requirement.

[0096] If the schemes that have traversed all standard simply supported beam lengths cannot meet the requirements of the control elements, then the track layout of the station should be readjusted, and the main line span scheme and the station track span scheme should be recalculated and adjusted.

[0097] This embodiment provides an automatic design method for railway station bridge spans. It acquires station track design data and a digital elevation model (DEM) of the station area; based on the track design data and the DEM, a mainline span scheme is obtained; based on the mainline points of the mainline span scheme, a station track span scheme is obtained; it determines whether the mainline and station track span schemes meet the requirements of the crossing control elements; if not, it adjusts the mainline and station track span schemes until they meet the requirements, and saves the overall span scheme according to a preset data structure. By integrating station design and topographic data, the method automatically generates and optimizes span schemes, reducing manual intervention and improving design efficiency and accuracy.

[0098] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 4 The automatic design method for the span of railway station bridges, step S10, further includes steps S101 to S102:

[0099] Step S101: Obtain a preset point outside the stock track and project it onto the stock track at a preset angle to obtain the intersection point with the preset position of the stock track;

[0100] It should be noted that obtaining a point outside the track and projecting it onto the track at a preset angle to obtain the intersection point with the preset position of the track is mainly used when it is necessary to accurately measure, locate, or plan the starting point of a bridge or the access point of a road, and this intersection point can be used as the starting point of the bridge.

[0101] Step S102: Based on the intersection point, combined with the station's planar data and longitudinal profile design data, obtain the three-dimensional coordinates of the track's preset position;

[0102] It should be noted that the three-dimensional coordinates and direction of the track at any location can be obtained based on the track's horizontal and vertical design data, providing a basis for bridge span design. The key is to calculate the intersection point of any point outside the track projected onto it at any angle. For straight lines and circular curves, this can be easily converted into finding the intersection points of line segments with each other or with a circle. However, for transition curves, calculating the intersection points using spatial geometry is more difficult. Therefore, an iterative method is used. Specifically, a preset point is selected and projected onto the track at a preset angle to obtain a directed line segment. The starting and ending points of the transition curve track are selected, and the mileage of the corresponding points is recorded as the first mileage. Second Mile ,

[0103] according to Second Mile To obtain the corresponding first mileage point Second Mileage Point Based on the first and second mileage points, the first distance to the directed line segment is calculated. Second distance Wherein, when the mileage point is to the left of the directed line segment, the distance is negative; when the mileage point is to the right of the directed line segment, the distance is positive; and when the mileage point is on the directed line segment, the distance is 0.

[0104] like and On the same side, that is If so, it is determined that the directed line segment and the transition curve do not intersect;

[0105] like and On different sides, and at this time If the absolute value is close to a preset value, and the preset value is a decimal close to 0, then the intersection of the directed line segment and the transition curve is determined as the first mileage point. and return to the first mile. If at this time If the absolute value is close to the preset value, and the preset value is a decimal close to 0, then the intersection of the directed line segment and the transition curve is determined as the second mileage point. and return to the second mile. ;

[0106] If none of the conditions are met, select the midpoint between the first and second mileages. As the third mile Calculate the third distance from the corresponding point on the transition curve at the third mileage to the directed line segment. ;

[0107] like Then the third mile will be taken as the new first mile; if If the third mileage is found, then the second mileage is taken as the third mileage. Repeat the above steps to iteratively update the mileage until the intersection of the directed line segment and the transition curve is found.

[0108] This embodiment obtains a preset point outside the track and projects it onto the track at a preset angle to obtain the intersection point with the preset position of the track. Based on the intersection point, combined with the station's plan data and longitudinal profile design data, the three-dimensional coordinates of the preset position of the track are obtained. By accurately projecting the intersection point and combining it with the station's plan and longitudinal profile data, the three-dimensional coordinates of the preset position of the track are determined, thereby improving engineering efficiency and safety.

[0109] Based on the first embodiment of this application, in the third embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 5The automatic design method for the span of railway station bridges, step S20, further includes steps S201 to S206:

[0110] Step S201: Obtain the starting mileage point of the station based on the station track design data;

[0111] Step S202: Based on the starting mileage point of the station, obtain a set of several points at preset intervals, and record the corresponding rail surface elevation;

[0112] like Figure 6 The diagram showing the main line locations indicates that, starting from the initial mileage point of the station yard, if it is a single-track railway, the points are located at intervals along the track (for double-track railways, the left track). To obtain a point, if it is a double-track railway, offset the point vertically to the inside of the track by half a track spacing (usually 2.5m) to obtain a set of points, and obtain the track surface elevation of the corresponding points.

[0113] Step S203: Obtain the ground elevation corresponding to several points based on the digital elevation model, and obtain the elevation difference based on the rail surface elevation and the corresponding ground elevation.

[0114] Step S204: When the height of the road and bridge excavation pit is less than the elevation difference, mark the corresponding point as the bridge construction point.

[0115] Specifically, if Figure 7 The diagram showing the bridge location is as follows. This represents the elevation difference.

[0116] Step S205: According to the preset spacing, simply supported beams are laid out sequentially at the bridge location. When the bridge location is a turnout area, turnout continuous beams are laid out and adjacent turnout continuous beams are merged. The starting and ending positions of the continuous beams are adjusted according to the minimum distance requirement between the front and rear ends of the turnout and the beam joint to meet the turnout beam layout requirements and obtain the main line bridge construction scheme.

[0117] It should be noted that, according to the standard span S, simply supported beams are sequentially arranged at the bridge locations, such as... Figure 8 The diagram shown illustrates the continuous beam layout for mainline turnouts. When encountering turnout areas, continuous beams are installed, such as... Figure 9 The diagram shows the adjusted layout of the continuous beams for the mainline turnouts. Adjacent turnout continuous beams are merged, and the starting and ending positions of the turnout continuous beams are adjusted according to the distance requirements between the front and rear ends of the turnouts and the beam joints, so as to meet the turnout beam layout requirements.

[0118] Step S206: Integrate the main line bridge design schemes to obtain the main line span scheme, and save it according to the preset data structure.

[0119] Specifically, a preset data structure is implemented by inputting code.

[0120] struct BridgeHole{ / / Hole span data structure

[0121] float[] LeftWidthData; / / Width data of the left side of the hole, appearing in pairs. The first number in each pair represents the mileage, and the second number represents the width.

[0122] float[] RightWidthData; / / Width data of the right side of the hole span, appearing in pairs. The first number in each pair represents the mileage, and the second number represents the width.

[0123] string HoleSpan; / / Hole span, e.g., 4-32+3-24

[0124] int HoleType; / / Hole type, 0-simply supported beam, 1-ordinary continuous beam, 2-turnout continuous beam

[0125] }

[0126] struct Bridge{ / / Data structure for bridge span schemes

[0127] int BridgeNo; / / Bridge number

[0128] int AlignmentNo; / / Stock Market Number

[0129] List <bridgehole>BridgeHoles; / / Span

[0130] }

[0131] This embodiment obtains the starting mileage point of the station yard based on the track design data. According to the starting mileage point, several point sets are obtained at preset intervals, and the corresponding rail surface elevations are recorded. The ground elevations corresponding to these points are obtained according to the digital elevation model. The elevation difference is obtained based on the rail surface elevation and the corresponding ground elevation. When the height of the road and bridge excavation pit is less than the elevation difference, the corresponding point is marked as a bridge setting point. Simple supported beams are laid sequentially at the bridge setting points at preset intervals. When the bridge setting point is a turnout area, a turnout continuous beam is laid and adjacent turnout continuous beams are merged. The starting and ending positions of the continuous beams are adjusted according to the minimum distance requirement between the front and rear ends of the turnout and the beam joint to meet the turnout beam layout requirements, thus obtaining the main line bridge setting scheme. The main line bridge setting scheme is integrated to obtain the main line span scheme, which is saved according to a preset data structure. Through automated analysis of the station yard terrain and design requirements, the bridge setting layout of road and bridge and turnout sections is optimized.

[0132] Based on the first embodiment of this application, in the fourth embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 10 The automatic design method for the span of railway station bridges, step S30, further includes steps S301 to S306:

[0133] Step S301: Obtain the bridge locations and track elevation on the main line, and project the bridge locations vertically onto the station line to obtain a number of corresponding station line locations.

[0134] It should be noted that the bridge locations on the main line are vertically projected onto the station line to form the station line locations.

[0135] Step S302: Obtain the ground elevation corresponding to several points, and obtain the elevation difference based on the rail surface elevation and the corresponding ground elevation.

[0136] Step S303: When the height of the road and bridge excavation pit is less than the elevation difference, mark the corresponding station line location as the bridge construction location.

[0137] It should be noted that the difference between the rail surface elevation and the ground elevation at each point is calculated. When the difference is greater than or equal to the height of the road and bridge excavation pit, the point is marked as a bridge construction point.

[0138] Step S304: Based on the principle of aligning the span with the main line, simply supported beams are laid out sequentially at the bridge locations according to the preset spacing. When encountering a turnout area, a turnout continuous beam is laid out and adjacent turnout continuous beams are merged. According to the minimum distance requirement between the front and rear ends of the turnout and the beam joint, the starting and ending positions of the continuous beams are adjusted by merging adjacent simply supported beams to meet the turnout beam layout requirements.

[0139] It should be noted that, as Figure 11 The schematic diagram shown illustrates the continuous beam layout for track turnouts. Following the principle of aligning the span with the main line, simply supported beams are sequentially laid out at bridge locations. Continuous beams are then laid out at turnout areas. Adjacent continuous beams are merged, and the starting and ending positions of the continuous beams are adjusted by merging adjacent simply supported beams according to the required distance between the front and rear ends of the turnout and the beam joint, in order to meet the turnout beam layout requirements.

[0140] Step S305: Compare the beam layout of the station track with that of the main line, identify and remove beam segments that overlap with the already laid turnout beams or other structures, and obtain the bridge design scheme for the station track.

[0141] It should be noted that, as Figure 12 The diagram shows the adjusted layout of continuous beams for the station track turnouts. It determines whether each beam on the station track overlaps with the already laid mainline turnout beams. If they overlap, the overlapping beams are removed from the station track.

[0142] Step S306: Integrate the station track bridge design schemes to obtain the station track span scheme, and save it according to the preset data structure.

[0143] This embodiment obtains the bridge locations and rail surface elevations on the main line, and projects these locations vertically onto the station lines to obtain several corresponding station line locations. It then obtains the ground elevations corresponding to these locations. Based on the rail surface elevation and the corresponding ground elevation, it calculates the elevation difference. When the excavation height for the road-bridge is less than the elevation difference, the corresponding station line location is marked as a bridge location. Following the principle of aligning the span with the main line, simply supported beams are sequentially laid out at the bridge locations according to a preset spacing. When encountering turnout areas, continuous turnout beams are laid out and combined with the existing beams. The adjacent turnout continuous beams are combined, and the starting and ending positions of the continuous beams are adjusted according to the minimum distance requirements between the front and rear ends of the turnout and the beam joints to meet the turnout beam layout requirements. The beam layout of the station line and the main line is compared, and beam segments that overlap with the already laid turnout beams or other structures are identified and eliminated to obtain the station line bridge layout scheme. The station line bridge layout scheme is integrated to obtain the station line span scheme, and it is saved according to the preset data structure. The bridge layout of the main line and the station line is optimized simultaneously, reducing structural conflicts and improving the rationality of the overall layout of the station.

[0144] This application also provides an automatic span design device for railway station bridges; please refer to... Figure 13 The device includes:

[0145] Module 10 is used to acquire station track design data and station area digital elevation model;

[0146] Calculation module 20 is used to obtain the main line span scheme based on the station track design data and digital elevation model;

[0147] The calculation module 20 is also used to obtain the station track span scheme based on the main line point location of the main line span scheme;

[0148] Judgment module 30 is used to determine whether the main line span scheme and the station line span scheme meet the requirements of the crossing control elements;

[0149] The adjustment module 40 is used to adjust the main line span scheme and the station line span scheme until the requirements are met if the requirements are not met, and save the overall span scheme obtained according to the preset data structure.

[0150] The automatic design device for railway station bridge spans provided in this application, employing the automatic design method for railway station bridge spans described in the above embodiments, can solve the technical problem of how to improve the design efficiency and quality of station bridges. Compared with the prior art, the beneficial effects of the automatic design device for railway station bridge spans provided in this application are the same as those of the automatic design method for railway station bridge spans provided in the above embodiments, and other technical features in the automatic design device for railway station bridge spans are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0151] In one embodiment, the acquisition module 10 is further configured to acquire station plan design data, which is composed of straight line segments, transition curve segments and circular curve segments connected in sequence; acquire station longitudinal profile design data, which is composed of straight line segments and vertical curve segments; and calculate the three-dimensional coordinates of the preset position of the track based on the station plan design data and the station longitudinal profile design data.

[0152] In one embodiment, the acquisition module 10 is further configured to acquire a preset point outside the track and project it onto the track at a preset angle to obtain the intersection point with the preset position of the track; and obtain the three-dimensional coordinates of the preset position of the track based on the intersection point combined with the station plan data and the station longitudinal section design data.

[0153] In one embodiment, the acquisition module 10 is further configured to select a preset point and project it onto the track at a preset angle to obtain a directed line segment; select the starting point and ending point of the transition curve track, and record the mileage of the corresponding points as a first mileage and a second mileage; obtain the corresponding first mileage point and second mileage point based on the first mileage and the second mileage point; calculate the first distance and the second distance from the directed line segment based on the first mileage point and the second mileage point, wherein when the mileage point is on the left side of the directed line segment, the distance is negative; when the mileage point is on the right side of the directed line segment, the distance is positive; when the mileage point is on the directed line segment, the distance is a preset value; if the first mileage point and the second mileage point are on the same side, it is determined that the directed line segment and the transition curve do not intersect ... first mileage point and the second mileage point are on the same side, it is determined that the first mile If the first and second mileage points are on different sides, and the absolute value of the first distance is close to a preset value, then the intersection of the directed line segment and the transition curve is determined to be the first mileage point. If the absolute value of the second distance is close to the preset value, then the intersection of the directed line segment and the transition curve is determined to be the second mileage point. If neither condition is met, the midpoint between the first and second mileage points is selected as the third mileage point, and the third distance between the corresponding point of the third mileage point on the transition curve and the directed line segment is calculated. If the first and third mileage points are on the same side, then the third mileage point is taken as the new first mileage point. If the first and third mileage points are on different sides, then the third mileage point is taken as the new second mileage point. The mileage is iteratively updated until the intersection of the directed line segment and the transition curve is found.

[0154] In one embodiment, the calculation module 20 is further configured to: obtain the starting mileage point of the station yard based on the track design data; obtain a set of several points at preset intervals based on the starting mileage point of the station yard, and record the corresponding rail surface elevation; obtain the ground elevation corresponding to several points based on the digital elevation model, and obtain the elevation difference based on the rail surface elevation and the corresponding ground elevation; when the road-bridge boundary height is less than the elevation difference, mark the corresponding point as a bridge location; arrange simply supported beams sequentially at the bridge locations at preset intervals; when the bridge location is a turnout area, arrange continuous turnout beams and merge adjacent continuous turnout beams; adjust the starting and ending positions of the continuous beams according to the minimum distance requirement between the front and rear ends of the turnout and the beam joint to meet the turnout beam arrangement requirements, and obtain the main line bridge design scheme; integrate the main line bridge design scheme to obtain the main line span scheme, and save it according to the preset data structure.

[0155] In one embodiment, the calculation module 20 is further configured to acquire the bridge locations and rail surface elevations on the main line, and vertically project the bridge locations onto the station line to obtain a number of corresponding station line locations; acquire the ground elevations corresponding to the number of locations, and obtain the elevation difference based on the rail surface elevation and the corresponding ground elevation; when the road-bridge boundary height is less than the elevation difference, mark the corresponding station line location as a bridge location; according to the principle of aligning the span with the main line, simply supported beams are sequentially laid out at the bridge locations according to a preset spacing; when encountering a turnout area, a turnout continuous beam is laid out and adjacent turnout continuous beams are merged; and according to the minimum distance requirement between the front and rear ends of the turnout and the beam joint, adjacent simply supported beams are merged to adjust the starting and ending positions of the continuous beams to meet the turnout beam layout requirements; compare the beam layout of the station line with that of the main line, identify and remove beam segments that overlap with the already laid turnout beams or other structures to obtain the station line bridge layout scheme; integrate the station line bridge layout scheme to obtain the station line span scheme, and save it according to a preset data structure.

[0156] In one embodiment, the judgment module 30 is further configured to obtain several preset beam lengths based on the crossing requirements of the control element; select one of the preset beam lengths, calculate the horizontal distance from the bridge starting point to the starting point of the beam above the control element, and calculate the minimum offset by traversing the beam lengths; if the minimum offset is equal to the preset value, no adjustment is needed; if the minimum offset is not equal to the preset value, the first beam of the beam is moved towards the starting point by the minimum offset; if the crossing requirement of the control element is still not met after the movement, the next preset beam length is selected for calculation until the requirement of the control element is met; calculate the distance from the bridge end point to the control element. The horizontal distance to the endpoint of the beam above the element is calculated by traversing the beam lengths to obtain the minimum adjustment amount. If the minimum adjustment amount is equal to the preset value, no adjustment is needed. If the minimum adjustment amount is not equal to the preset value, the last beam of the arrangement is moved towards the endpoint by the minimum adjustment amount. If the requirement of crossing the control element is still not met after the movement, the next preset beam length is selected for calculation until the requirement of the control element is met. After adjusting the main line span scheme and the station line span scheme, the following steps are also included: if the scheme that has traversed all preset beam lengths cannot meet the requirement of the control element, the station track layout is readjusted and then recalculated.

[0157] This application provides an automatic design device for the span of a railway station bridge. The automatic design device for the span of a railway station bridge includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the automatic design method for the span of a railway station bridge in the above embodiment 1.

[0158] The following is for reference. Figure 14 The diagram illustrates a structural schematic suitable for implementing an automatic design device for railway station bridge spans in the embodiments of this application. The automatic design device for railway station bridge spans in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), and vehicle-mounted terminals (e.g., vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 14 The automatic design equipment for the span of railway station bridges shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0159] like Figure 14 As shown, the automatic design equipment for railway station bridge spans may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the automatic design equipment for railway station bridge spans. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the automatic design equipment for railway station bridge spans to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows an automatic design equipment for railway station bridge spans with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0160] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0161] The automatic design equipment for railway station bridge spans provided in this application, employing the automatic design method for railway station bridge spans described in the above embodiments, can solve the technical problem of automatic design of railway station bridge spans. Compared with the prior art, the beneficial effects of the automatic design equipment for railway station bridge spans provided in this application are the same as those of the automatic design method for railway station bridge spans provided in the above embodiments, and other technical features of this automatic design equipment for railway station bridge spans are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0162] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0163] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0164] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the automatic design method for the span of railway station bridges in the above embodiments.

[0165] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0166] The aforementioned computer-readable storage medium may be included in the automatic design equipment for the span of railway station bridges; or it may exist independently and not be assembled into the automatic design equipment for the span of railway station bridges.

[0167] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the automatic design equipment for railway station bridge spans, enable the automatic design equipment to write computer program code for performing the operations of this application in one or more programming languages ​​or a combination thereof. These programming languages ​​include object-oriented programming languages—such as Java, Smalltalk, and C++—and conventional procedural programming languages—such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0168] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0169] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0170] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described automatic design method for railway station bridge spans, thereby solving the technical problem of automatic design of railway station bridge spans. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the automatic design method for railway station bridge spans provided in the above embodiments, and will not be repeated here.

[0171] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described automatic design method for the span of railway station bridges.

[0172] The computer program product provided in this application can solve the technical problem of automatic design of railway station bridge spans. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the automatic design method for railway station bridge spans provided in the above embodiments, and will not be repeated here.

[0173] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.< / bridgehole>

Claims

1. An automatic design method for the span of railway station bridges, characterized in that, The method includes: Acquire station track design data and digital elevation model of the station area; Based on the station track design data and the digital elevation model, the main line span scheme is obtained; Based on the main line point locations of the main line span scheme, the station line span scheme is obtained; Determine whether the main line crossing scheme and the station line crossing scheme meet the requirements of the crossing control elements; If the requirements are not met, the main line span scheme and the station line span scheme shall be adjusted until the requirements are met, and the resulting overall span scheme shall be saved according to the preset data structure. The step of obtaining the mainline span scheme based on the station track design data and the digital elevation model includes: The starting mileage point of the station is obtained based on the station track design data. Based on the starting mileage point of the station, a set of several points is obtained at a preset interval, and the corresponding rail surface elevation is recorded. The ground elevation corresponding to the plurality of points is obtained according to the digital elevation model, and the elevation difference is obtained according to the rail surface elevation and the corresponding ground elevation. When the height of the road and bridge excavation pit is less than the elevation difference, the corresponding point will be marked as the bridge construction point. According to the preset spacing, simply supported beams are laid out sequentially at the bridge locations. When the bridge location is a turnout area, a turnout continuous beam is laid out and adjacent turnout continuous beams are merged. The starting and ending positions of the continuous beams are adjusted according to the minimum distance requirement between the front and rear ends of the turnout and the beam joint to meet the turnout beam layout requirements, thus obtaining the mainline bridge construction scheme. The main line bridge design schemes are integrated to obtain the main line span scheme, and then saved according to a preset data structure. The step of obtaining the station track span scheme based on the mainline point locations of the mainline span scheme includes: Obtain the bridge locations and track elevations on the main line, and project the bridge locations vertically onto the station lines to obtain a number of corresponding station line locations; Obtain the ground elevation corresponding to the plurality of points, and obtain the elevation difference based on the rail surface elevation and the corresponding ground elevation; When the height of the road and bridge excavation pit is less than the elevation difference, the corresponding station point will be marked as the bridge construction point. Based on the principle of aligning the span with the main line, simply supported beams are laid out sequentially at the bridge locations according to the preset spacing. When encountering a turnout area, a turnout continuous beam is laid out and adjacent turnout continuous beams are merged. According to the minimum distance requirement between the front and rear ends of the turnout and the beam joint, the starting and ending positions of the continuous beams are adjusted by merging adjacent simply supported beams to meet the turnout beam layout requirements. By comparing the beam layout of the station track with that of the main line, identify and eliminate beam segments that overlap with the already laid turnout beams or other structures to obtain the bridge design scheme for the station track. The station-track bridge design schemes are integrated to obtain the station-track span scheme, which is then saved according to a preset data structure.

2. The method as described in claim 1, characterized in that, The acquisition of station track design data also includes: Obtain station layout design data, which consists of straight line segments, transition curve segments, and circular curve segments connected in sequence; Obtain the longitudinal profile design data of the station, which consists of a combination of straight lines and vertical curves; Based on the station layout design data and the station longitudinal profile design data, the three-dimensional coordinates of the preset track positions are calculated.

3. The method as described in claim 2, characterized in that, The step of calculating the three-dimensional coordinates of the preset track position based on the station layout design data and the station longitudinal profile design data includes: Obtain a preset point outside the track and project it onto the track at a preset angle to obtain the intersection point with the preset position of the track; Based on the intersection point and the station's planar design data and longitudinal profile design data, the three-dimensional coordinates of the preset track position are obtained.

4. The method as described in claim 3, characterized in that, The step of obtaining the three-dimensional coordinates of the preset track position based on the intersection point and the station layout design data further includes: Select a preset point and project it onto the track at a preset angle to obtain a directed line segment; Select the starting and ending points of the transition curve track, and record the mileage of the corresponding points as the first mileage and the second mileage; Based on the first mileage and the second mileage, the corresponding first mileage point and second mileage point are obtained; Based on the first mileage point and the second mileage point, the first distance and the second distance from the directed line segment are calculated respectively. When the mileage point is to the left of the directed line segment, the distance is negative; when the mileage point is to the right of the directed line segment, the distance is positive; and when the mileage point is on the directed line segment, the distance is a preset value. If the first mileage point and the second mileage point are on the same side, it is determined that the directed line segment and the transition curve do not intersect. If the first mileage point and the second mileage point are on different sides, and the absolute value of the first distance is close to the preset value, then the intersection of the directed line segment and the transition curve is determined to be the first mileage point; if the absolute value of the second distance is close to the preset value, then the intersection of the directed line segment and the transition curve is determined to be the second mileage point. If none of the conditions are met, the midpoint between the first mileage and the second mileage is selected as the third mileage, and the third distance between the corresponding point on the transition curve and the directed line segment is calculated. If the first and third mileage points are on the same side, the third mileage point will be used as the new first mileage point; if the first and third mileage points are on different sides, the third mileage point will be used as the new second mileage point. The mileage is iteratively updated until the intersection of the directed line segment and the transition curve is found.

5. The method as described in claim 1, characterized in that, The adjustment of the main line span scheme and the station line span scheme until the requirements are met includes: Based on the crossing requirements of the control elements, several preset beam lengths are obtained; Select one of the preset beam lengths, calculate the horizontal distance from the bridge starting point to the beam starting point above the control element, and obtain the minimum offset by traversing the beam lengths. If the minimum offset is equal to the preset value, no adjustment is required. If the minimum offset is not equal to the preset value, the first beam of the layout beam is moved towards the starting point by the minimum offset. If the requirement of crossing the control element is still not met after the movement, the next preset beam length is selected for calculation until the requirement of the control element is met. Calculate the horizontal distance from the end point of the bridge to the end point of the beam above the control element, and obtain the minimum adjustment amount by traversing the beam length; If the minimum adjustment amount is equal to the preset value, no adjustment is required. If the minimum adjustment amount is not equal to the preset value, the last beam of the layout beam is moved to the endpoint by the minimum adjustment amount. If the requirement of crossing the control element is still not met after the movement, the next preset beam length is selected for calculation until the requirement of the control element is met. After adjusting the main line span scheme and the station line span scheme, the following is also included: If the schemes that have been traversed through all the preset beam lengths fail to meet the requirements of the control elements, the track layout of the station should be readjusted and then recalculated.

6. An automatic span design device for station bridges, characterized in that, The device includes: The acquisition module is used to acquire station track design data and station area digital elevation model; The calculation module is used to obtain the main line span scheme based on the station track design data and the digital elevation model; The calculation module is also used to obtain the station track span scheme based on the main line point locations of the main line span scheme; The judgment module is used to determine whether the main line crossing scheme and the station line crossing scheme meet the requirements of the crossing control elements; The adjustment module is used to adjust the main line span scheme and the station line span scheme until the requirements are met if the requirements are not met, and save the overall span scheme according to the preset data structure. The calculation module is also used to obtain the starting mileage point of the station yard based on the track design data; obtain a set of several points according to the starting mileage point of the station yard at a preset interval, and record the corresponding rail surface elevation; obtain the ground elevation corresponding to several points according to the digital elevation model, and obtain the elevation difference between the rail surface elevation and the corresponding ground elevation; when the road-bridge boundary height is less than the elevation difference, mark the corresponding point as a bridge location; arrange simply supported beams sequentially at the bridge locations at a preset interval; when the bridge location is a turnout area, arrange continuous turnout beams and merge adjacent continuous turnout beams; and adjust the starting and ending positions of the continuous beams according to the minimum distance requirement between the front and rear ends of the turnout and the beam joint to meet the turnout beam layout requirements, thus obtaining the main line bridge design scheme; integrate the main line bridge design scheme to obtain the main line span scheme, and save it according to the preset data structure. The calculation module is also used to obtain the bridge locations and rail surface elevations on the main line, and to vertically project the bridge locations onto the station lines to obtain several corresponding station line locations; to obtain the ground elevations corresponding to several locations, and to obtain the elevation difference based on the rail surface elevation and the corresponding ground elevation; when the road-bridge boundary height is less than the elevation difference, the corresponding station line location is marked as a bridge location; according to the principle of aligning the span with the main line, simply supported beams are sequentially laid out at the bridge locations according to a preset spacing; when encountering a turnout area, a turnout continuous beam is laid out and adjacent turnout continuous beams are merged; and according to the minimum distance requirement between the front and rear ends of the turnout and the beam joint, adjacent simply supported beams are merged to adjust the starting and ending positions of the continuous beams to meet the turnout beam layout requirements; the beam layout of the station lines is compared with that of the main line, and beam segments that overlap with the already laid turnout beams or other structures are identified and eliminated to obtain the station line bridge layout scheme; the station line bridge layout scheme is integrated to obtain the station line span scheme, and saved according to a preset data structure.

7. An automatic span design device for station bridges, characterized in that, The device includes: a memory, a processor, and an automatic design program for station bridge spans stored in the memory and executable on the processor, the automatic design program for station bridge spans configured to implement the steps of the automatic design method for station bridge spans as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium stores an automatic design program for the span of a station bridge, which, when executed by a processor, implements the steps of the automatic design method for the span of a station bridge as described in any one of claims 1 to 5.

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