Ballast bed side slope shaping method for ballast track

Abstract

The invention provides a ballast bed side slope shaping method for a ballast track, and relates to the technical field of ballast bed side slope shaping, whether friction energy consumption is higher than a threshold value or not is judged by calculating the friction energy consumption of ballast bed ballast, and when the friction energy consumption is higher than the threshold value, ballast supplementing shaping is carried out; and when the friction energy consumption is lower than a threshold value, a side slope section graph is obtained, the area similarity and the area overflow degree of the side slope section graph and a standard side slope graph are calculated, and whether ballast collection shaping or compaction shaping needs to be carried out or not is judged according to the calculation result.

Description

Technical Field

[0001] The invention provides a method for shaping a ballast track bed slope, and relates to the technical field of ballast track bed slope shaping. Background Art

[0002] my country has a long total railway mileage, among which ballasted tracks are widely used. However, under the cyclic dynamic load of the train, the ballast will shift, dent, and other phenomena, which will lead to safety hazards such as uneven track surface and failure to meet the cross-section load-bearing design requirements. Therefore, the railway slopes need regular maintenance.

[0003] Ballast on railways is an indispensable and important material in railway construction and operation. It undertakes multiple functions such as support, drainage, buffering, slope adjustment and track fixing, providing a solid foundation and guarantee for railway transportation. Figure 1 The figure shows the structural diagram of ballasted track (unit: mm). The ballast of ballasted track plays an important role in bearing train loads. The roadbed is the main factor affecting the stability of the foundation. The ballast (also called "ballast") laid on the roadbed keeps the track in good elasticity and isolates the roadbed from external erosion. However, in order to keep it working continuously, it is necessary to regularly clean up the debris on the railway and maintain the shape of the ballast pile. However, the current cleaning method relies entirely on manual labor, which is time-consuming and labor-intensive.

[0004] The ballast-shaping machine can efficiently complete this task. Its principle is to use advanced sensors to scan the height and slope of the ballast bed, and then adjust the working device of the machine to achieve uniform ballast laying and shaping. The ballast-shaping machine can integrate track ballast laying, ballast shaping, and track quality control. It plays a vital role in railway construction, improves construction efficiency, optimizes quality control, and lays the foundation for the safety and reliability of railway transportation.

[0005] The development prospects of ballast shaping methods in the field of railway construction are very broad. With the continuous development of automation technology, ballast shaping methods will become more intelligent and automated. The new generation of shaping methods can use more accurate sensors and data analysis to make the work easier and more efficient.

[0006] Intelligent operation and maintenance of the ballast shaping method will become a further update direction. Through monitoring and data analysis, real-time modulation, prediction and remote control of the shaping method can be realized in order to achieve unmanned control and automatic operation. During the regular maintenance of the railway slope, the ballast shaping of the ballast bed requires multiple operations such as ballast replenishment, ballast collection, and compaction for different industrial and mining problems. At present, the ballast shaping vehicle lacks a systematic automated judgment and guidance method during the shaping process, and it is urgent to establish a comprehensive intelligent operation and maintenance system for ballast shaping. Summary of the invention

[0007] In order to solve the above technical problems, the present invention proposes 1. a method for shaping the slope of a ballast track, comprising the following steps:

[0008] Step 1, detecting the pressure generated by the train on the roadbed, the displacement increment of the track along the pressure direction after the train passes, and the average deformation gradient of the ballast along the pressure direction when the train passes;

[0009] Step 2, calculating the friction energy consumption of the track bed and ballast, and determining whether the friction energy consumption is higher than a threshold value;

[0010] Step 3: Determine whether the roadbed slope needs shaping:

[0011] When the friction energy consumption is higher than the threshold, ballast filling and shaping are performed;

[0012] When the friction energy consumption is not higher than the threshold, the slope cross-section diagram is obtained, and the area similarity and area overflow between the slope cross-section diagram and the standard slope diagram are calculated. According to the calculation results, it is determined whether ballast collection or compaction shaping is required.

[0013] Furthermore, in step 3, when the friction energy consumption is not higher than the threshold, the specific judgment process of performing ballast shaping or compaction shaping includes:

[0014] Assume A 1 is the number of grids that overlap the slope cross-section and the standard slope graph, A 2 is the number of grids occupied by the standard slope figure, and the area similarity I (A) between the slope cross-section and the standard slope figure is calculated using the following formula: 2 , A 1 ):

[0015]

[0016] When the area similarity I(A 2 , A 1 ) is less than the similarity threshold, ballast shaping is performed.

[0017] Furthermore, when the area similarity I(A 2 , A 1 ) is equal to 1, calculate the area overflow D(A 2 , A 1 ):

[0018] D(A 2 , A 1 )=A 2 -(A 2 ∩A 1 )

[0019] Assume D T is the overflow threshold, when I(A 2 , A1 ) = 1 and 0 ≤ D(A 2 , A 1 ) ≤ D T , no shaping operation is required;

[0020] When I(A 2 , A 1 ) = 1 and D(A 2 , A 1 ) > D T , compaction and shaping are performed.

[0021] Furthermore, in step 2, the calculation method of the frictional energy consumption is as follows:

[0022] With the long-term action of the train load, calculate the cumulative frictional energy consumption ΔE of the ballast after N trains pass. s The calculation formula is as follows:

[0023]

[0024] where F i is the pressure generated by the i-th train on the ballast bed; Δμ i is the displacement increment of the track along the pressure direction after the i-th train passes, and g i is the average deformation gradient of the ballast along the pressure direction when the i-th train passes.

[0025] Furthermore, the average deformation gradient g i of the ballast bed when the i-th train passes is calculated as:

[0026]

[0027] where M points are uniformly selected along the pressure direction of the ballast, D j is the deformation value at the j-th point; D j+1 and D j-1 are the deformation values of the points before and after the j-th point respectively; S j+1,j-1 is the distance between the points before and after the j-th point.

[0028] Furthermore, after ballast collection and shaping or ballast replenishment and shaping or compaction and shaping, post-shaping inspection is carried out, including: slope gradient inspection, ballast bed top surface inspection, and ballast distribution inspection.

[0029] Furthermore, in step 1, the pressure generated by the train on the ballast bed and the displacement increment of the track along the pressure direction after the train passes are detected by sensors installed on the ballast bed.

[0030] Furthermore, in step 1, the slope cross-section diagram is obtained by using UAV photography technology or laser scanning technology.

[0031] Compared with the prior art, the present invention has the following beneficial technical effects:

[0032] (1) By calculating the friction energy consumption of the ballast of the track bed and comparing it with the threshold, the stability of the track bed can be effectively judged. When the friction energy consumption is higher than the threshold, ballast filling and shaping are performed, which helps to enhance the stability and bearing capacity of the track bed.

[0033] (2) By monitoring the friction energy consumption, measures can be taken before problems occur, thus avoiding railway operation interruptions or accidents caused by unstable ballast bed.

[0034] (3) When the friction energy consumption is lower than the threshold, the stability of the slope can be evaluated by obtaining the slope cross-section and calculating its area similarity with the standard figure. If the similarity is lower than the threshold, ballast shaping is performed, which helps to adjust the slope structure in time. Through detailed monitoring and analysis of the roadbed and slopes, refined management of railway infrastructure can be achieved, improving maintenance efficiency and reducing costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0036] Figure 1 It is a structural schematic diagram of ballasted track;

[0037] Figure 2 It is a schematic flow chart of a method for shaping a ballast track bed slope according to Embodiment 1 of the present invention;

[0038] Figure 3 It is a schematic diagram of a slope cross-section that meets the size requirements and is obtained according to a predetermined shooting distance according to the present invention;

[0039] Figure 4 It is a schematic diagram of the ballast shaping vehicle of the present invention;

[0040] Figure 5 It is a schematic diagram of the size parameters of the complete cube of the ballast of the present invention. DETAILED DESCRIPTION

[0041] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0042] In the drawings of the specific embodiments of the present invention, in order to better and more clearly describe the working principles of the various components in the system, the connection relationship of the various parts in the device is shown, which only clearly distinguishes the relative position relationship between the various components, and cannot constitute a limitation on the signal transmission direction, connection sequence and structural size, size and shape of each part within the component or structure.

[0043] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The term "in one embodiment" that appears in different places in this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive with other embodiments.

[0044] Example 1

[0045] As a loose material, the mutual displacement between ballast particles under load will lead to the sparseness of the roadbed, which manifests as the settlement of the roadbed on a macro scale. In addition, the particles will deform, slide, and roll over due to extrusion, and these processes are accompanied by changes in friction energy consumption.

[0046] The friction coefficient of ballast is an important parameter for the contact between ballasts, where the friction coefficient is an indicator of the relative sliding difficulty between particles. With the long-term effect of train loads, the mutual wear between ballast particles and the small particles filling the gaps between particles caused by the crushing of ballast will lead to a decrease in the contact friction coefficient between particles, thus affecting the mechanical properties of the roadbed.

[0047] The ballast track slope shaping method is a comprehensive process, including shaping judgment, slope shaping, leveling and compaction, inspection and acceptance, etc. Each link needs to be carried out strictly in accordance with the construction requirements and operating procedures to ensure the quality and effect of the ballast track slope shaping.

[0048] like Figure 2 FIG. 1 is a flow chart of a method for shaping a ballast track bed slope according to Embodiment 1. The method for shaping a ballast track bed slope comprises the following steps:

[0049] In this embodiment, firstly, the pressure generated by the train on the roadbed, the displacement increment of the track along the pressure direction after the train passes, and the average deformation gradient of the ballast along the pressure direction when the train passes are detected.

[0050] In a preferred embodiment, the pressure exerted on the roadbed by the train and the displacement increment of the track in the direction of the pressure after the train passes are detected by sensors installed on the roadbed.

[0051] In a preferred embodiment, the average deformation gradient of the ballast along the pressure direction when a train passes by may be detected using a synthetic aperture radar interferometry (InSAR) technique.

[0052] Secondly, the friction energy consumption of the track bed and ballast is calculated, and it is determined whether the friction energy consumption is higher than the threshold.

[0053] When the friction energy consumption is higher than the threshold, ballast filling and shaping are carried out.

[0054] With the long-term effect of train load, calculate the cumulative friction energy consumption ΔE of the track bed and ballast after N trains pass. S , friction energy consumption ΔE S The calculation formula is as follows:

[0055]

[0056] Among them, F i is the pressure on the track bed when the i-th train passes by; Δμ i is the displacement increment of the track along the pressure direction after the i-th train passes, g i is the average deformation gradient of the ballast along the pressure direction when the i-th train passes.

[0057] Friction energy consumption ΔE S When a certain threshold is reached, the roadbed cannot support the roadbed anymore and slope ballast filling and shaping are required.

[0058] It should be noted that the friction energy consumption ΔE S The pressure exerted by the train on the roadbed involved in the calculation formula can be obtained through the gravity and load conditions of each train. These parameters can be obtained from the Internet database based on the departure records of each train.

[0059] The displacement increment of the track along the pressure direction after the train passes can be obtained through strain gauge measurement and displacement sensor measurement. The strain gauge measurement method can measure the stress change of the track when the train passes by by sticking strain gauges at specific positions of the track (such as the rail waist). Since there is a certain relationship between stress and displacement, the displacement increment of the track along the pressure direction can be indirectly calculated through stress measurement.

[0060] Among them, the displacement sensor is a device that can directly measure the displacement change of an object. In railway track monitoring, various types of displacement sensors (such as resistive, capacitive, inductive, photoelectric, etc.) can be used to measure the displacement increment of the track along the pressure direction, and can monitor the displacement change of the track along the pressure direction in real time.

[0061] Among them, the friction energy consumption ΔE S In the calculation formula, the average deformation gradient is expressed as the deformation change per unit distance. The average deformation gradient g of the roadbed when the i-th train passes is i The expression is:

[0062]

[0063] Among them, M points are selected along the pressure direction of the ballast, D j is the deformation value at point j; D j+1 and D j-1 are the deformation values ​​of a point before and after point j respectively; S j+1,j-1 is the distance between the points before and after j.

[0064] In a preferred embodiment, M points can be uniformly selected along the pressure direction of the ballast, so S j+1,j-1 This distance is fixed, so we can simply use S to represent this distance.

[0065] Determine whether the friction energy consumption is higher than the threshold value. When the friction energy consumption is higher than the threshold value, perform ballast filling and shaping.

[0066] In specific cases, the setting of thresholds needs to take safety factors into consideration. For example, in railway track maintenance, when the friction energy consumption of the trackbed ballast is calculated to determine whether ballast reshaping is needed, the set threshold should be able to ensure the stability of the track and driving safety.

[0067] When setting thresholds, you can also refer to past experience data and historical records. These data can help you understand the operating rules and potential risks of the system, so that you can set thresholds more accurately.

[0068] When a train travels on the railway, the ballast bed is subjected to pressure and friction from the train. These forces cause the ballast particles to shift and rub against each other, which consumes energy. If this friction energy consumption is too high, it means that the interaction between the ballast particles is too intense and may have reached the edge of breaking. When the ballast particles are on the edge of breaking, their shape and size will change, resulting in a decrease in the contact area between the particles, which will further reduce the friction between the particles and reduce the overall stability of the ballast bed.

[0069] When the friction energy consumption is higher than the threshold, ballast filling and shaping is required. Ballast filling and shaping refers to adding ballast to the roadbed to ensure the stability of the roadbed and the geometry of the track, and to ensure that the ballast in the railway roadbed is full.

[0070] Secondly, when the friction energy consumption is lower than the threshold, the slope cross-section diagram is obtained, and the area similarity and area overflow between the slope cross-section diagram and the standard slope diagram are calculated, and it is judged whether ballast collection or compaction shaping is needed.

[0071] In a preferred embodiment, the slope cross-sectional image is acquired by using drone photography technology or laser scanning technology.

[0072] First, obtain the standard slope drawing from the railway design specification or related standards, and ensure that the drawing has clear boundaries and accurate dimensions. Create a drawing area with a grid, and the grid spacing should be determined according to the design accuracy. The grid should cover the entire range of the standard slope drawing.

[0073] like Figure 3 As shown, according to the predetermined shooting distance, obtain the slope cross-section that meets the size requirements, align the slope cross-section with the grid with the standard slope graphic, and set the alignment reference points on the grid with the standard slope graphic, such as the track centerline, the edge of the sleeper, etc., to ensure the accuracy and stability of the measurement reference points.

[0074] It should be explained that the predetermined shooting distance and compliance with the size requirements mean that the scale of the slope cross-section diagram obtained by shooting at the predetermined shooting distance meets the size requirements, that is, the scale is consistent with the scale of the standard slope diagram.

[0075] In this embodiment, the number of grids is used as a measure of the area. This method can accurately reflect the proportion of the actual area only when the grid size is small enough and the distribution is uniform. If the grid is large or unevenly distributed, the calculation result may deviate from the actual area ratio.

[0076] Specifically, the area similarity between the actually obtained slope cross-section diagram and the standard slope diagram is calculated using the following formula.

[0077] Assume A 1 is the number of grids that overlap the slope cross-section and the standard slope graph, A 2 is the number of grids occupied by the standard slope figure, and the area similarity I (A) between the slope cross-section and the standard slope figure is calculated using the following formula: 2 , A 1 ):

[0078]

[0079] When the area similarity I(A 2 , A 1)When the similarity is less than the threshold value, it proves that the overlapping area between the slope cross-section diagram and the standard slope diagram is too low, or the matching degree between the slope cross-section diagram and the standard slope diagram is too low. In this case, ballast cleaning and shaping are required, which means collecting the ballast scattered on the road shoulder and in the side ditch and refilling it into the ballast bed to ensure the fullness and uniformity of the ballast bed, so as to ensure the stability of the ballast bed and the flatness of the line.

[0080] When the area similarity I(A 2 , A 1 ) equals 1, further calculate the area overflow degree D(A 2 , A 1 ), and calculate according to the following formula

[0081] D(A 2 , A 1 ) = A 2 - (A 2 ∩ A 1 )

[0082] Let D T be the overflow threshold. When I(A 2 , A 1 ) = 1 and 0 ≤ D(A 2 , A 1 ) ≤ D T , the slope cross-section diagram and the standard slope diagram are completely matched, and no shaping operation is required at this time.

[0083] When I(A 2 , A 1 ) = 1 and D(A 2 , A 1 ) > D T , it proves that the slope cross-section diagram not only completely covers the standard slope diagram but also exceeds the area upper limit. In this case, compaction and shaping are required, which means compacting the ballast in the ballast bed to ensure the fullness and uniformity of the slope of the ballast bed and meet the standards.

[0084] In the preferred embodiment, after the ballast cleaning and shaping or ballast filling and shaping or compaction and shaping according to the present invention, further inspection after shaping is required.

[0085] Check the slope gradient: Use a measuring tool to check whether the slope gradient meets the standard requirements.

[0086] Check the top surface of the ballast bed: Ensure that the top surface of the ballast bed is flat, and the width and thickness meet the standard requirements.

[0087] Check the ballast distribution: Ensure that the ballast is evenly distributed without missing or excessive accumulation.

[0088] Embodiment 2

[0089] Use as Figure 4The ballast shaping vehicle shown adjusts the shape of the roadbed slope of the ballasted track according to the shaping method of Example 1.

[0090] The ballast shaping vehicle has a conveyor belt rake, the angle of which is adjusted by the telescopic device. After it is adjusted to be parallel to the standard roadbed slope (the angle with the horizontal ground is about 30°), it starts working. The conveyor belt rake drives the ballast that is higher than the standard slope to be lifted upward. During the movement, the ballast falls to fill the defects below the height of the standard slope, thus realizing the lifting and shaping operation of the slope ballast.

[0091] In a preferred embodiment, for the ballast collecting and shaping process, the ballast shaping vehicle determines the ballast collecting length and angle of the ballast shaping vehicle according to the ballast collecting width.

[0092] According to L being the ballast collection width, the ballast collection rake of the ballast shaping vehicle is perpendicular to the ballast slope when it is extended to the bottom of the ballast, and a complete cube of the ballast is taken.

[0093] like Figure 5 As shown, one side of the cube section is equal to the height a of the ballast rake. 1 , then the other side length a 2 for:

[0094]

[0095] Where θ is the slope of the slope.

[0096] The volume V of the complete cube of ballast is:

[0097] V=a 1 ·a 2 ·L

[0098] Wherein, L is the width of the ballast rake.

[0099] In the specific application process, the standard ballast particle size is 20-50mm, and the average ballast volume V a About 20000mm 3 , suitable for railway construction, overhaul and maintenance, the amount of ballast that can be lifted at a time is

[0100] During the ballast collecting and shaping process, the inclined collecting hydraulic cylinder of the ballast shaping vehicle drives the ballast collecting rake to complete the ballast slope shaping action, the horizontal collecting hydraulic cylinder of the ballast shaping vehicle drives the ballast collecting rake to complete the horizontal ballast collecting action, and the adjustment hydraulic cylinder of the ballast shaping vehicle drives the ballast collecting rake to complete the working angle adjustment.

[0101] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., but are not limited to this.

[0102] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0103] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A method for shaping the slope of a ballast track, characterized in that: The steps include: Step 1, detecting the pressure generated by the train on the roadbed, the displacement increment of the track along the pressure direction after the train passes, and the average deformation gradient of the ballast along the pressure direction when the train passes; Step 2, calculating the friction energy consumption of the track bed and ballast, and determining whether the friction energy consumption is higher than a threshold value; Step 3: Determine whether the roadbed slope needs shaping: When the friction energy consumption is higher than the threshold, ballast filling and shaping are performed; When the friction energy consumption is not higher than the threshold, the slope cross-section diagram is obtained, and the area similarity and area overflow between the slope cross-section diagram and the standard slope diagram are calculated. According to the calculation results, it is determined whether ballast collection or compaction shaping is required.

2. The method for shaping the slope of a ballasted track bed according to claim 1, characterized in that: In step 3, when the friction energy consumption is not higher than the threshold, the specific judgment process of performing ballast shaping or compaction shaping includes: Assume A1 is the number of grids overlapped by the slope cross-section and the standard slope figure, A2 is the number of grids occupied by the standard slope figure, and use the following formula to calculate the area similarity I(A2, A1) between the slope cross-section and the standard slope figure: When the area similarity I(A2, A1) is less than the similarity threshold, ballast shaping is performed.

3. The method for shaping the slope of the ballast track bed according to claim 2, characterized in that: When the area similarity I(A2, A1) is equal to 1, the area overflow D(A2, A1) is calculated: D(A2, A1) = A2 - (A2∩A1) Assume D T is the overflow threshold, when I(A2, A1) = 1 and 0 ≤ D(A2, A1) ≤ D T When , no shaping operation is required; When I(A2, A1)=1 and D(A2, A1)>D T When the surface is compacted and shaped, 4. The method for shaping the slope of a ballasted track bed according to claim 1, characterized in that: In step 2, the calculation method of friction energy is as follows: With the long-term effect of train load, calculate the cumulative friction energy consumption ΔE of the track bed and ballast after N trains pass. S The calculation formula is as follows: Among them, F i is the pressure exerted on the track bed by the i-th train; Δμ i is the displacement increment of the track along the pressure direction after the i-th train passes, g i is the average deformation gradient of the ballast along the pressure direction when the i-th train passes.

5. The method for shaping the slope of the ballast track bed according to claim 4, characterized in that: The average deformation gradient g of the roadbed when the i-th train passes by i The calculation formula is: Among them, M points are evenly selected along the pressure direction of the ballast, D j is the deformation value at point j; D j+1 and D j-1 are the deformation values ​​of a point before and after point j respectively; S j+1,j-1 is the distance between the front and rear points of point j.

6. The method for shaping the slope of a ballast track according to claim 3, characterized in that: After ballast collection, ballast replenishment or compaction, a post-shaping inspection is carried out, including: slope inspection, roadbed top surface inspection, and ballast distribution inspection.

7. The method for shaping the slope of a ballasted track bed according to claim 1, characterized in that: In step 1, the pressure exerted by the train on the track bed and the displacement increment of the track along the pressure direction after the train passes are detected by sensors installed on the track bed.

8. The method for shaping the slope of a ballasted track bed according to claim 1, characterized in that: In step 1, the slope cross-sectional view is obtained by using drone photography technology or laser scanning technology.

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