Intercity railway coordinate system establishment method, device, equipment, storage medium and product

Abstract

The invention discloses an inter-city railway coordinate system establishment method, device, equipment, storage medium and product, and the method comprises the steps: segmenting an inter-city railway according to the terrain of the place where the inter-city railway is located, obtaining different sub-railway segments, calculating the terrain complexity of each sub-railway segment, and calculating the terrain complexity of each sub-railway segment according to the terrain complexity of each sub-railway segment; the actual length of each sub-railway section is obtained according to the terrain complexity; determining a central meridian and a compensation elevation plane of each sub-railway section according to the actual length of each sub-railway section; and establishing an independent engineering coordinate system of each sub-railway section according to the central meridian and the compensation elevation plane. The inter-city railway is divided into different sub-railways according to the terrain complexity, a proper central meridian and a compensation elevation plane are selected for each sub-railway, and an independent inter-city railway coordinate system for each sub-railway is established, so that the problem that errors and conflicts in data conversion are easily caused due to different references and different calculation methods adopted by the coordinate systems is solved; and the consistency of each coordinate system is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of intercity railways, and in particular to a method, device, equipment, storage medium and product for establishing an intercity railway coordinate system. Background Art

[0002] With the rapid development of intercity railway networks, accurate management and analysis of information such as railway lines, stations, and train operation status have become increasingly important. At present, railway projects often use coordinate systems in different regions or different engineering stages. These coordinate systems use different benchmarks and calculation methods, which can easily lead to errors and conflicts in data conversion. Therefore, the existing railway coordinate system has certain limitations in cross-regional and cross-system data integration and conversion, which can easily lead to information inconsistency and reduced data processing efficiency. This not only affects the accuracy of railway construction and the safety and reliability during operation, but also increases the complexity of management and maintenance. Summary of the invention

[0003] The present invention provides a method, device, equipment, storage medium and product for establishing an intercity railway coordinate system. The intercity railway is divided into different sub-railways according to the complexity of the terrain. Each sub-railway selects a suitable central meridian and a compensation elevation surface, and an independent intercity railway coordinate system is established for each sub-railway to solve the problem that different datums and calculation methods used in various coordinate systems are different, which easily lead to errors and conflicts in data conversion, and improve the consistency of various coordinate systems and data processing efficiency.

[0004] In order to achieve the above object, an embodiment of the present invention provides a method for establishing an intercity railway coordinate system, comprising:

[0005] The intercity railway is segmented according to the terrain where the intercity railway is located to obtain different sub-railway sections, the terrain complexity of each sub-railway section is calculated, and the actual length of each sub-railway section is obtained according to the terrain complexity;

[0006] According to the actual length of each sub-railway section, determine the central meridian and compensation elevation surface of each sub-railway section;

[0007] An independent engineering coordinate system is established for each sub-railway section based on the central meridian and the compensation elevation surface.

[0008] As an improvement of the above scheme, the intercity railway is segmented according to the terrain where the intercity railway is located to obtain different sub-railway sections, the terrain complexity of each sub-railway section is calculated, and the actual length of each sub-railway section is obtained according to the terrain complexity, including:

[0009] According to the terrain of the intercity railway location, the maximum segment length of the intercity railway is set, and the intercity railway is segmented according to the maximum segment length to obtain different sub-railway segments;

[0010] Obtaining a reference point of each sub-railway section, and calculating an average elevation change rate, an average slope change rate, and a density of terrain feature points of each sub-railway section according to the geodetic coordinates of the reference point;

[0011] Calculating the terrain complexity of each sub-railway section according to the average elevation change rate, the average slope change rate and the density of terrain feature points;

[0012] The actual length of each sub-railway section is determined according to the complexity of the terrain.

[0013] As an improvement of the above scheme, the method of determining the central meridian and the compensation elevation surface of each sub-railway section according to the actual length of each sub-railway section includes:

[0014] According to the actual length of each sub-railway section, determine the two end points and average elevation of each sub-railway section;

[0015] Determine the central meridian of each railway segment according to the Gaussian projection coordinates of the two end points;

[0016] The compensation elevation surface of each sub-railway section is determined according to the Gaussian projection coordinates of the two end points and the average elevation.

[0017] As an improvement of the above solution, before segmenting the intercity railway according to the terrain where the intercity railway is located, the method further includes:

[0018] A reference ellipsoid of an intercity railway in a target area and the geodetic coordinates of the intercity railway in the reference ellipsoid are obtained, and the terrain of a location of the intercity railway is determined according to the geodetic coordinates.

[0019] As an improvement of the above scheme, after establishing an independent engineering coordinate system for each sub-railway section, it includes:

[0020] Common points between every two adjacent sub-railway sections are obtained, and a coordinate conversion model of the independent engineering coordinate system is established according to the common points.

[0021] As an improvement of the above solution, the step of obtaining the common points of every two adjacent sub-railway sections and establishing the coordinate transformation model of the independent engineering coordinate system according to the common points includes:

[0022] Acquire common points of every two adjacent sub-railway sections, wherein the common points include CPI points, CPII points and characteristic points of every two adjacent sub-railway sections;

[0023] Selecting a plurality of target points at the common point, and calculating the coordinate transformation relationship between every two adjacent sub-railway sections according to the coordinates of the target points;

[0024] The parameters of the coordinate transformation relationship of the remaining common points are optimized to obtain a coordinate transformation model of the independent engineering coordinate system.

[0025] In order to achieve the above object, an embodiment of the present invention provides a device for establishing an intercity railway coordinate system, comprising:

[0026] An intercity railway segmentation module is used to segment the intercity railway according to the terrain where the intercity railway is located, obtain different sub-railway segments, calculate the terrain complexity of each sub-railway segment, and obtain the actual length of each sub-railway segment according to the terrain complexity;

[0027] The elevation plane determination module is used to determine the central meridian and compensation elevation plane of each sub-railway section according to the actual length of each sub-railway section;

[0028] The railway coordinate establishment module is used to establish an independent engineering coordinate system for each railway sub-section according to the central meridian and the compensation elevation surface.

[0029] In order to achieve the above-mentioned purpose, an embodiment of the present invention provides a device for establishing an intercity railway coordinate system, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and the processor implements the above-mentioned intercity railway coordinate system establishment method when executing the computer program.

[0030] In order to achieve the above-mentioned purpose, an embodiment of the present invention further provides a computer-readable storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the above-mentioned intercity railway coordinate system establishment method.

[0031] To achieve the above objectives, an embodiment of the present invention further provides a computer program product, which is stored in a storage medium and is executed by at least one processor to implement the steps of the above-mentioned method for establishing an intercity railway coordinate system.

[0032] Compared with the prior art, the embodiment of the present invention discloses a method, device, equipment, storage medium and product for establishing an intercity railway coordinate system. The intercity railway is segmented according to the terrain of the location of the intercity railway to obtain different sub-railway sections, and the terrain complexity of each sub-railway section is calculated. The actual length of each sub-railway section is obtained according to the terrain complexity; the central meridian and compensation elevation surface of each sub-railway section are determined according to the actual length of each sub-railway section; and an independent engineering coordinate system of each sub-railway section is established according to the central meridian and compensation elevation surface. The intercity railway is divided into different sub-railways according to the terrain complexity, and each sub-railway section selects a suitable central meridian and compensation elevation surface, and an independent intercity railway coordinate system is established for each sub-railway section to solve the problem that the different benchmarks and calculation methods used in each coordinate system are different, which easily lead to errors and conflicts in data conversion. The two coordinate systems are directly converted, which saves the complicated conversion between multiple coordinate systems, reduces the accumulation of system errors, and improves the efficiency of coordinate conversion. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a flow chart of a method for establishing an intercity railway coordinate system provided by an embodiment of the present invention;

[0034] Figure 2 It is a structural schematic diagram of an intercity railway coordinate system establishment device provided by an embodiment of the present invention;

[0035] Figure 3 It is a structural block diagram of an intercity railway coordinate system establishment device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0036] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0037] It should be noted that the terms "comprises" and "specifically" and any variations of the present invention are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or inherent to these processes, methods, products or apparatuses.

[0038] See also Figure 1 , Figure 11 is a flow chart of a method for establishing an intercity railway coordinate system provided by an embodiment of the present invention. The method for establishing an intercity railway coordinate system includes:

[0039] S1, segmenting the intercity railway according to the terrain where the intercity railway is located to obtain different sub-railway sections, calculating the terrain complexity of each sub-railway section, and obtaining the actual length of each sub-railway section according to the terrain complexity;

[0040] S2, according to the actual length of each sub-railway section, determine the central meridian and compensation elevation surface of each sub-railway section;

[0041] S3, establishing an independent engineering coordinate system for each sub-railway section according to the central meridian and the compensation elevation surface.

[0042] Exemplarily, the intercity railway coordinate system establishment method described in the embodiment of the present invention can be implemented by an intercity coordinate system management server, and the intercity coordinate system management server can exchange information with users. The intercity coordinate system management server obtains terrain data along the intercity railway in the target area, including elevation data, slope data, etc. These data can be obtained in a variety of ways, such as aerial photogrammetry, satellite remote sensing, ground leveling, and total station measurement. For example, a high-precision digital elevation model (DEM) can be obtained using high-precision aerial laser radar (LiDAR) technology to obtain detailed elevation information along the line. According to the standards and accuracy requirements of railway construction, the maximum allowable segment length is predetermined. The determination of this length should take into account factors such as the convenience of measurement and construction (topography), precision control, etc. According to the length of the railway, the intercity railway is segmented to obtain different sub-railway sections, and the average elevation change rate, average slope change rate and terrain feature point density of each sub-railway section are calculated to obtain the terrain complexity of each sub-railway section. The length of each sub-railway section is adjusted according to the terrain complexity to obtain the actual length of each sub-railway section; according to the actual length of each sub-railway section, the central meridian and compensation elevation surface of each sub-railway section are determined; according to the central meridian and compensation elevation surface, an independent engineering coordinate system of each sub-railway section is established. The intercity railway can be divided into different sub-railways according to the complexity of the terrain, and each sub-railway section selects a suitable central meridian and compensation elevation surface, and an independent intercity railway coordinate system is established for each sub-railway section to improve the accuracy of the intercity railway coordinate system.

[0043] Specifically, the step S1 includes:

[0044] S11, according to the terrain of the intercity railway location, setting the maximum segment length of the intercity railway, and segmenting the intercity railway according to the maximum segment length to obtain different sub-railway segments;

[0045] S12, obtaining a reference point of each sub-railway section, and calculating an average elevation change rate, an average slope change rate, and a density of terrain feature points of each sub-railway section according to the geodetic coordinates of the reference point;

[0046] S13, calculating the terrain complexity of each sub-railway section according to the average elevation change rate, the average slope change rate and the density of terrain feature points;

[0047] S14, determining the actual length of each sub-railway section according to the complexity of the terrain.

[0048] For example, first, according to the length of the intercity railway, the railway is divided into n sections according to the maximum allowed length. For the i-th section, its measured section length is S i , calculate the key information such as the average elevation change rate, average slope change rate, and density of terrain feature points for each section. For example, the total number of points with obvious characteristics such as the top of the mountain, the bottom of the valley, and the steep slope in the i-th measurement section is counted, and their density is calculated to obtain the density of terrain feature points. The average elevation change rate, the average slope change rate, and the density of terrain feature points are normalized to reach the same magnitude, and weighted values ​​are assigned to them (for example, the three can be considered equal or can be adjusted according to the actual needs of the project), and the terrain complexity of the sub-railway section is obtained. The actual length of each sub-railway section is determined according to the terrain complexity. For the remaining part after segmentation, if it is less than the maximum allowed length, it is directly regarded as a section. If it is greater than the maximum length, the above steps are repeated for segmentation.

[0049] The expression of the average elevation change rate is:

[0050]

[0051] The expression of the average slope change rate is:

[0052]

[0053] The expression of the density of the terrain feature points is:

[0054]

[0055] The expression of the terrain complexity is:

[0056]

[0057] The actual length of the i-th railway section The expression is:

[0058]

[0059] In the formula, R i，His the average elevation change rate of the ith railway section; H i，max , H i，min are the maximum and minimum elevation values ​​in the i-th railway section respectively; R i，G is the average slope change rate of the i-th sub-railway section; G j , is the slope between the jth pair of adjacent reference points in the i-th sub-railway section; m is the mth pair of adjacent reference points in the i-th sub-railway section; R i，ρ N is the density of terrain feature points of the i-th railway section; t is the total number of characteristic points in the i-th railway section (characteristic points include points with obvious characteristics such as mountain tops, valley bottoms, steep slopes, etc., which are one type of reference points); C i is the terrain complexity of the i-th railway section; and are respectively the normalized average elevation change rate, average slope change rate, and terrain feature point density of the ith sub-railway section; ω 1 ,ω 2 and ω 3 is the corresponding weight, where ω 1 +ω 2 +ω 3 =1; C i，max is the maximum value of the terrain complexity within the i-th railway section; α is an empirical value and can be determined according to actual needs.

[0060] It is worth noting that the intercity railway is segmented based on the complexity of the terrain. The complexity of the terrain is introduced as the basis for segmentation. Differentiated treatment is performed according to the terrain characteristics of different sections, which solves the problem of the magnitude difference of different terrain factors. It can also flexibly adjust the importance of different terrain factors, making the segmentation more adaptable and flexible. The length of each section is dynamically adjusted so that the segmentation plan can be closer to the actual terrain conditions and has strong adaptability. This dynamic adjustment method not only improves the efficiency of measurement and construction, but also more reasonably allocates measurement and construction resources, ensures the measurement and construction quality of each section, and greatly improves the accuracy and reliability of measurement.

[0061] Specifically, the step S2 includes:

[0062] S21, determining two end points and an average elevation of each sub-railway section according to the actual length of each sub-railway section;

[0063] S22, determining the central meridian of each railway segment according to the Gaussian projection coordinates of the two end points;

[0064] S23, determining the compensation elevation surface of each sub-railway section according to the Gaussian projection coordinates of the two end points and the average elevation.

[0065] For example, according to the actual length of each sub-railway segment, the two end points of each sub-railway segment (e.g., the westernmost and easternmost points) are determined, and the Gaussian projection coordinates (x l ,y l )、(x r ,y r ), set the central meridian to That is, the central meridian is selected in the middle of the intercity railway line, and its intersection with the railway (x 0 ,y 0 ) is used as the origin of the coordinate system of the sub-railway section. The horizontal coordinate values ​​of its east and west edges relative to the new central meridian are equal in size and opposite in sign, which is half of the east-west span distance value of the sub-railway section; according to the Gaussian projection coordinates of the two end points and the average elevation, the Gaussian projection distance and the elevation normalization are offset to determine the compensation elevation surface of each sub-railway section. For example, according to the elevation normalization correction formula and the Gaussian projection distance correction formula, try to find an elevation surface so that the two deformations offset each other. A trial algorithm can be used to first assume a compensation elevation surface, such as taking the average elevation as the initial value, and calculate the Gaussian projection deformation and the elevation normalization deformation on this elevation surface. If the deformation does not achieve the effect of offsetting each other, adjust the initial value (such as increasing or decreasing), and calculate the deformation again until a compensation elevation surface is found that makes the two deformations close to offsetting each other, which is the compensation elevation surface H′ of the sub-railway section. m The coordinates (x′, y′) of the reference point in the intercity railway coordinate system are used as the starting data for coordinate transformation, and the transformation relationship between the coordinates (x, y) and its Gaussian projection coordinates is as follows:

[0066]

[0067] Among them, the elevation normalization correction ΔS 1 The formula is:

[0068]

[0069] Gaussian projection distance correction ΔS 2 The formula is:

[0070]

[0071] In the formula, S 0 is the distance from the Earth’s surface, H m is the average elevation of the sub-railway section, R is the radius of curvature of the reference ellipsoid, y m is the average value of the horizontal coordinates of the two end points of the measuring edge.

[0072] It is worth noting that selecting the center of the measuring section as the central meridian can ensure the consistency of the projection deformation effect at both ends of the measuring section, and thereby determine the origin of each section of the coordinate system. Selecting the best compensation elevation surface can effectively compensate for Gaussian projection deformation and elevation normalization deformation, reduce deformation errors, and improve the accuracy of the coordinate system.

[0073] Furthermore, before segmenting the intercity railway according to the terrain of the location of the intercity railway, the method further includes:

[0074] S101, obtaining a reference ellipsoid of an intercity railway in a target area and the geodetic coordinates of the intercity railway in the reference ellipsoid, and determining the terrain of a location of the intercity railway according to the geodetic coordinates.

[0075] Exemplarily, the reference ellipsoid and reference points of the intercity railway coordinate system are selected, and the CGCS2000 ellipsoid is used as the reference ellipsoid. CPI points, CPII points and points with large elevation fluctuations are selected as reference points along the intercity railway. The geodetic coordinate system is measured using high-precision GNSS means to obtain longitude, latitude, and geodetic height coordinates, and the measured coordinates are resampled to ensure coverage along the railway and the survey area.

[0076] Furthermore, after establishing an independent engineering coordinate system for each railway sub-section, including:

[0077] S4, obtaining common points between every two adjacent sub-railway sections, and establishing a coordinate transformation model of the independent engineering coordinate system according to the common points.

[0078] Specifically, the step S4 includes:

[0079] S41, obtaining common points between every two adjacent sub-railway sections, wherein the common points include CPI points, CPII points and characteristic points of every two adjacent sub-railway sections;

[0080] S42, selecting a plurality of target points at the common point, and calculating the coordinate transformation relationship between every two adjacent sub-railway sections according to the coordinates of the target points;

[0081] S43, optimizing the parameters of the coordinate transformation relationship of the remaining common points to obtain a coordinate transformation model of the independent engineering coordinate system.

[0082] For example, for the intercity railway coordinate system or Gauss projection coordinate system of each two adjacent measurement sections, N common CPI points, CPII points and feature points are selected, k of which are taken as model establishment points, Nk as verification points, and the corresponding reference point coordinate sequence (x i ,y i ), (x j ,y j), there are translation components dx, dy, rotation components θ and scaling factor m between the two coordinate systems 0 , the coordinate transformation relationship can be established as follows:

[0083]

[0084] The least square method is used to minimize the residual sum of squares for each calculation result, and the model parameters are optimized in an iterative manner until the model meets the accuracy requirements. In the actual engineering conversion, after the coordinate conversion is completed, some points are selected from each measured point and added to the feature points, and the above steps are repeated to further optimize the model to increase the constraints and robustness of the model.

[0085] In the embodiment of the present invention, two coordinate systems are directly converted, which eliminates the need for complicated conversions between multiple coordinate systems, reduces the accumulation of system errors, and improves the efficiency of coordinate conversion.

[0086] The embodiment of the present invention discloses a method for establishing an intercity railway coordinate system. The method divides the intercity railway into sections according to the terrain of the location of the intercity railway to obtain different sub-railway sections, calculates the terrain complexity of each sub-railway section, and obtains the actual length of each sub-railway section according to the terrain complexity; determines the central meridian and compensation elevation surface of each sub-railway section according to the actual length of each sub-railway section; and establishes an independent engineering coordinate system for each sub-railway section according to the central meridian and compensation elevation surface. The intercity railway is divided into different sub-railways according to the terrain complexity, and a suitable central meridian and compensation elevation surface are selected for each sub-railway section, and an independent intercity railway coordinate system is established for each sub-railway section, so as to solve the problem that the different benchmarks and calculation methods used in each coordinate system are different, which easily lead to errors and conflicts in data conversion. The two coordinate systems are directly converted, which saves the complicated conversion between multiple coordinate systems, reduces the accumulation of system errors, and improves the efficiency of coordinate conversion.

[0087] See also Figure 2 , Figure 2 1 is a schematic diagram of the structure of an intercity railway coordinate system establishment device 10 provided in an embodiment of the present invention. The intercity railway coordinate system establishment device 10 includes:

[0088] The intercity railway segmentation module 11 is used to segment the intercity railway according to the terrain of the intercity railway location to obtain different sub-railway segments, calculate the terrain complexity of each sub-railway segment, and obtain the actual length of each sub-railway segment according to the terrain complexity;

[0089] The elevation plane determination module 12 is used to determine the central meridian and compensation elevation plane of each sub-railway section according to the actual length of each sub-railway section;

[0090] The railway coordinate establishing module 13 is used to establish an independent engineering coordinate system for each railway sub-section according to the central meridian and the compensation elevation surface.

[0091] An intercity railway coordinate system establishment device 10 provided in an embodiment of the present invention can implement all the processes of the intercity railway coordinate system establishment method of the above-mentioned embodiment. The functions of each module in the device and the technical effects achieved are respectively the same as the functions and technical effects achieved by the intercity railway coordinate system establishment method of the above-mentioned embodiment, and will not be repeated here.

[0092] See also Figure 3 , Figure 3 : is a schematic diagram of the structure of an intercity railway coordinate system establishment device 20 provided in an embodiment of the present invention. The intercity railway coordinate system establishment device 20 of this embodiment includes: a processor 21, a memory 22, and a computer program stored in the memory 22 and executable on the processor 21. When the processor 21 executes the computer program, the steps in the above-mentioned intercity railway coordinate system establishment method embodiment are implemented. Alternatively, when the processor 21 executes the computer program, the functions of each module in the above-mentioned intercity railway coordinate system establishment device embodiment are implemented.

[0093] Exemplarily, the computer program may be divided into one or more modules, which are stored in the memory 22 and executed by the processor 21 to complete the present invention. The one or more modules may be a series of computer program instruction segments capable of completing specific functions, and the instruction segments are used to describe the execution process of the computer program in the intercity railway coordinate system establishment device 20.

[0094] The intercity railway coordinate system establishment device 20 can be a computing device such as a desktop computer, a notebook, a PDA, and a cloud server. The intercity railway coordinate system establishment device 20 may include, but is not limited to, a processor 21 and a memory 22. Those skilled in the art can understand that the schematic diagram is only an example of the intercity railway coordinate system establishment device 20, and does not constitute a limitation on the intercity railway coordinate system establishment device 20. It can include more or less components than shown in the figure, or combine certain components, or different components. For example, the intercity railway coordinate system establishment device 20 may also include input and output devices, network access devices, buses, etc.

[0095] The processor 21 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc. The processor 21 is the control center of the intercity railway coordinate system establishment device 20, and uses various interfaces and lines to connect various parts of the entire intercity railway coordinate system establishment device 20.

[0096] The memory 22 can be used to store the computer program and / or module. The processor 21 realizes various functions of the intercity railway coordinate system establishment device 20 by running or executing the computer program and / or module stored in the memory 22 and calling the data stored in the memory 22. The memory 22 can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, an application required for at least one function (such as a sound playback function, an image playback function, etc.), etc.; the data storage area can store data created according to the use of the mobile phone (such as audio data, a phone book, etc.), etc. In addition, the memory 22 can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, a flash card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0097] Wherein, if the module integrated in the intercity railway coordinate system establishment device 20 is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor 21. Wherein, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer-readable medium can be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media does not include electrical carrier signals and telecommunication signals.

[0098] It should be noted that the device embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, in the accompanying drawings of the device embodiments provided by the present invention, the connection relationship between the modules indicates that there is a communication connection between them, which may be specifically implemented as one or more communication buses or signal lines. A person of ordinary skill in the art may understand and implement it without paying any creative effort.

[0099] An embodiment of the present invention further provides a computer-readable storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the intercity railway coordinate system establishment method as described in the above embodiment.

[0100] In addition, an embodiment of the present invention further provides a computer program product, which is stored in a storage medium and is executed by at least one processor to implement the steps of the intercity railway coordinate system establishment method of the above embodiment.

[0101] The above is a preferred embodiment of the present invention. It should be pointed out that a person skilled in the art can make several improvements and modifications without departing from the principle of the present invention. These improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A method for establishing an intercity railway coordinate system, characterized in that: include: The intercity railway is segmented according to the terrain where the intercity railway is located to obtain different sub-railway sections, the terrain complexity of each sub-railway section is calculated, and the actual length of each sub-railway section is obtained according to the terrain complexity; According to the actual length of each sub-railway section, determine the central meridian and compensation elevation surface of each sub-railway section; An independent engineering coordinate system is established for each sub-railway section based on the central meridian and the compensation elevation surface.

2. The method for establishing an intercity railway coordinate system according to claim 1, characterized in that: The intercity railway is segmented according to the terrain of the location of the intercity railway to obtain different sub-railway sections, the terrain complexity of each sub-railway section is calculated, and the actual length of each sub-railway section is obtained according to the terrain complexity, including: According to the terrain of the intercity railway location, the maximum segment length of the intercity railway is set, and the intercity railway is segmented according to the maximum segment length to obtain different sub-railway segments; Obtaining a reference point of each sub-railway section, and calculating an average elevation change rate, an average slope change rate, and a density of terrain feature points of each sub-railway section according to the geodetic coordinates of the reference point; Calculating the terrain complexity of each sub-railway section according to the average elevation change rate, the average slope change rate and the density of terrain feature points; The actual length of each sub-railway section is determined according to the complexity of the terrain.

3. The method for establishing an intercity railway coordinate system according to claim 1, characterized in that: Determining the central meridian and compensation elevation surface of each sub-railway section according to the actual length of each sub-railway section includes: According to the actual length of each sub-railway section, determine the two end points and average elevation of each sub-railway section; Determine the central meridian of each railway segment according to the Gaussian projection coordinates of the two end points; The compensation elevation surface of each sub-railway section is determined according to the Gaussian projection coordinates of the two end points and the average elevation.

4. The method for establishing an intercity railway coordinate system according to claim 1, characterized in that: Before segmenting the intercity railway according to the terrain of the location of the intercity railway, the method further includes: A reference ellipsoid of an intercity railway in a target area and the geodetic coordinates of the intercity railway in the reference ellipsoid are obtained, and the terrain of a location of the intercity railway is determined according to the geodetic coordinates.

5. The method for establishing an intercity railway coordinate system according to claim 1, characterized in that: After establishing the independent engineering coordinate system of each railway sub-section, including: Common points between every two adjacent sub-railway sections are obtained, and a coordinate conversion model of the independent engineering coordinate system is established according to the common points.

6. The method for establishing an intercity railway coordinate system according to claim 5, characterized in that: The step of obtaining common points of every two adjacent sub-railway sections and establishing a coordinate transformation model of the independent engineering coordinate system according to the common points includes: Acquire common points of every two adjacent sub-railway sections, wherein the common points include CPI points, CPII points and characteristic points of every two adjacent sub-railway sections; Selecting a plurality of target points at the common point, and calculating the coordinate transformation relationship between every two adjacent sub-railway sections according to the coordinates of the target points; The parameters of the coordinate transformation relationship of the remaining common points are optimized to obtain a coordinate transformation model of the independent engineering coordinate system.

7. An intercity railway coordinate system establishment device, characterized in that: include: An intercity railway segmentation module is used to segment the intercity railway according to the terrain where the intercity railway is located, obtain different sub-railway segments, calculate the terrain complexity of each sub-railway segment, and obtain the actual length of each sub-railway segment according to the terrain complexity; The elevation plane determination module is used to determine the central meridian and compensation elevation plane of each sub-railway section according to the actual length of each sub-railway section; The railway coordinate establishment module is used to establish an independent engineering coordinate system for each railway sub-section according to the central meridian and the compensation elevation surface.

8. An intercity railway coordinate system establishment device, characterized in that: The method comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, the method for establishing an intercity railway coordinate system as described in any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored computer program, wherein when the computer program is executed, the device where the computer-readable storage medium is located is controlled to execute the method for establishing an intercity railway coordinate system as described in any one of claims 1 to 6.

10. A computer program product, characterized in that The computer program product is stored in a storage medium, and the program product is executed by at least one processor to implement the steps of the method for establishing an intercity railway coordinate system as described in any one of claims 1-6.

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