A method of adjusting an operating railway track to control linear geometric properties

Abstract

The application discloses a kind of operating railway track adjustment methods of controlling linear geometric characteristics, it is related to railway engineering technical field, the application is first to limit curve radius, gradient, slope length and so on Parameter carries out multiple constraint fitting reconstruction to operating line, form fitting line shape, and the deviation between the measured line position is calculated with the fitting line shape, then the line shape deviation is applied to combined chord smoothness and linear geometric continuity constraint, the double control model of combined chord smoothness and slope change rate is established, the total sum minimum objective function of adjustment amount is solved, the reference line shape of controlling different wave band line unevenness, controlling linear geometric change rate is obtained, the optimization and adjustment work of existing line are carried out, solve the problem that the existing railway adjustment method may face the adjustment amount exceeding operation capacity when adjusting according to original design position, which is not conducive to the recovery of line smoothness after operation.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway engineering, in particular to a railway track adjustment method for controlling linear geometric characteristics. BACKGROUND

[0002] In the initial design of railway line engineering, the complex and variable topographic restrictions are fully considered, and various longitudinal combinations such as curves and longitudinal slopes are adopted. After completion, the line will inevitably undergo various types of uneven settlement deformation during the operation period, causing track irregularities within a certain range, affecting wheel-rail contact performance, and inducing vertical acceleration of the car body to exceed the warning limit, thereby reducing the comfort of passengers. Reasonable, accurate and scientific adjustment of existing lines is the key to ensuring operation quality and restoring track smoothness and geometric continuity.

[0003] The deformation of existing railways presents a large random characteristic, and the line shape parameters of some sections after deformation are significantly different from the design parameters. Completely adjusting according to the original design position may face an adjustment amount that exceeds the operation capacity, which is not conducive to the recovery of line smoothness after operation. At the same time, the traditional line smoothness recovery model effectively controls the line smoothness as a whole, but some lines still repeatedly appear disease warnings under the premise of meeting the smoothness requirements. SUMMARY

[0004] In view of the above shortcomings in the prior art, the present application provides a railway track adjustment method for controlling linear geometric characteristics, which solves the problem that the existing railway adjustment method may face an adjustment amount that exceeds the operation capacity when adjusting according to the original design position, which is not conducive to the recovery of line smoothness after operation.

[0005] In order to achieve the above-mentioned application purposes, the technical scheme adopted by the present application is as follows:

[0006] The present application provides a railway track adjustment method for controlling linear geometric characteristics, which includes the following steps:

[0007] S1, selecting measurement points and railway track adjustment points, and taking the measurement data at the measurement points as basic data;

[0008] S2, fitting the basic data by a multi-constraint reconstruction model to obtain a railway fitting line shape; calculating the longitudinal section deviation between the measured railway line shape and the fitting line shape;

[0009] S3, based on the longitudinal section deviation, establishing a combined chord smoothness and slope change rate double control model to calculate the adjustment amount of the line at each measurement point in a single adjustment section;

[0010] S4, according to the adjustment amount of the line at each measuring point of the single section to be adjusted and the positional relationship between the measuring point and the adjustment point, the adjustment amount of the corresponding adjustment point is obtained through the interpolation method, and the adjustment of the operating railway is completed.

[0011] The method has the beneficial effects that: the method firstly limits the parameters such as curve radius, slope, slope length, etc. to perform multi-constraint fitting reconstruction on the operating line to form an initial target line position (fitting line shape), and calculates the deviation between the measured line position and the line position as the reference, then applies combined chord smoothness and line shape geometric continuity constraints to the line shape deviation, establishes a combined chord smoothness and slope change rate double control model, solves the total adjustment amount minimum objective function, obtains the reference line shape for controlling different wave band line irregularities and controlling line shape geometric change rate, carries out the optimization and adjustment of the existing line, and solves the problem that the existing railway adjustment method may face the adjustment amount exceeding the operation capacity when adjusting based on the original design position, which is not conducive to the line shape smoothness recovery after operation. BRIEF DESCRIPTION OF DRAWINGS

[0012] Figure 1 It is a flowchart of the method;

[0013] Figure 2 It is a logic diagram of the method;

[0014] Figure 3 It is the line shape deviation of the section to be adjusted and the calculation of the adjustment amount;

[0015] Figure 4 It is the recommended slope change rate threshold under different radii;

[0016] Figure 5 It is the slope change rate r of the disease section before and after optimization i Comparison;

[0017] Figure 6 It is the processing method of the intersection point exceeding the range of the vertical curve measuring point in the embodiment;

[0018] Figure 7 It is the processing method of the too short straight slope section in the embodiment;

[0019] Figure 8 It is the processing method of the slightly short straight slope section in the embodiment;

[0020] Figure 9 It is the processing method of the too large deviation of the upper part of the long straight slope section in the embodiment;

[0021] Figure 10 It is the processing method of the "full pond" section in the embodiment. DETAILED DESCRIPTION

[0022] The specific embodiments of the present application are described below to facilitate the understanding of the present application for those skilled in the art, but it should be clear that the present application is not limited to the scope of the specific embodiments, and for those skilled in the art, it is obvious that various changes are within the spirit and scope of the present application defined and determined by the appended claims, and all the inventions utilizing the concept of the present application are within the scope of protection.

[0023] As shown in Figure 1 and Figure 2 The control line geometric characteristic operation railway track adjustment method comprises the following steps:

[0024] S1, selecting a measurement point and a railway track adjustment point, and taking the measurement data at the measurement point as the basic data;

[0025] S2, fitting the basic data by a multi-constraint reconstruction model to obtain a railway fitting line; and calculating the longitudinal section deviation between the measured railway line and the fitting line;

[0026] S3, based on the longitudinal section deviation, establishing a combined chord smoothness and slope change rate double control model, and calculating the adjustment amount of the line at each measurement point in a single adjustment section;

[0027] S4, according to the adjustment amount of the line at each measurement point in a single adjustment section and the positional relationship between the measurement point and the adjustment point, the adjustment amount of the corresponding adjustment point is obtained by interpolation method, and the adjustment of the operation railway track is completed.

[0028] The specific method for selecting the railway track adjustment point in step S1 is:

[0029] The measurement starting point is selected, and the adjustment points of the ballast track are determined at intervals of 5 meters from the measurement starting point as the starting point, and the adjustment points of the non-ballast track are determined at intervals of 2.5 meters from the measurement starting point as the starting point;

[0030] Or the measurement starting point is selected, and the adjustment points of the double-track track are selected as the positions of the fasteners at intervals of 0.625 m on one side of the reference track of the double-track.

[0031] The specific method for taking the measurement data at the measurement point as the basic data in step S1 comprises the following sub-steps:

[0032] S1-1, calculating the vertical height at each railway track adjustment point position, and dividing the railway track into straight slope sections and vertical circular curve sections according to the vertical height calculation results;

[0033] S1-2, for the straight slope section, the slope and intercept are fitted by the orthogonal least square principle based on the measurement point data in the straight slope section, and then the deviation value and the 3 times mean square deviation of each measurement point in the straight slope section are calculated; the expression is:

[0034]

[0035] wherein d i is the deviation value of each measurement point in the straight slope section; is the average value of the deviation value of each measurement point in the straight slope section; I is the total number of measurement points in the straight slope section; σ is 3 times the mean square deviation; k is the slope of the straight slope section; b is the intercept; (x i ,y i ) is the coordinate of the i-th measurement point in the straight slope section;

[0036] S1-3, eliminating the measurement point in the straight slope section whose deviation value exceeds 3 times the mean square deviation;

[0037] S1-4, repeating steps S1-2 and S1-3 until the deviation value of each measurement point remaining in the straight slope section is less than 3 times the mean square deviation, and taking the measurement data at the measurement points remaining in the straight slope section as the basic data.

[0038] In step S2, the basic data is fitted by the multi-constraint reconstruction model to obtain the railway fitted linear form; the specific method for calculating the longitudinal section deviation between the measured railway linear form and the fitted linear form includes the following sub-steps:

[0039] S2-1, fitting the straight slope of the straight slope section based on the basic data to obtain the current best fitting straight linear form, and calculating the deviation, slope, slope section length, variable slope point coordinate and slope section angle of each measurement point of the best fitting straight linear form;

[0040] S2-2, for a vertical circular curve section, the angle bisector slope k of the vertical circular curve section is calculated according to the straight slope of the best fitting straight linear form before and after the vertical circular curve section, and the expression is:

[0041]

[0042] wherein k i-1 is the straight slope of the best fitting straight linear form before the vertical circular curve section; k i+1 is the straight slope of the best fitting straight linear form after the vertical circular curve section;

[0043] S2-3, the angle bisector descending unit gradient vector is calculated according to the angle bisector slope k, and then the fitting center coordinate expression integrating the gradient constraint of the angle bisector is obtained:

[0044]

[0045] wherein (X 0i ,Y 0i ) is the fitted center coordinate; M BPD is the variable slope point mileage; H BPDis the elevation of the variable slope point; R is the radius of the vertical curve; a is the included angle of the slope section; (dx, dy) is the unit gradient vector of the included angle bisector; csc represents the cosecant function; J is the radius of the vertical curve; a is the included angle of the slope section; (dx, dy) is the unit gradient vector of the included angle bisector; csc represents the cosecant function;

[0046] S2-4, the center coordinate expression fitted in step S2-3 is brought into the center orthogonal least squares fitting expression, and a vertical curve radius calculation function is optimized to obtain a vertical curve radius R J Fitting expression:

[0047]

[0048] where (x j ,y j ) is the coordinate of the jth measurement point in the vertical curve section; J is the total number of measurement points in the vertical curve section;

[0049] S2-5, according to the vertical curve radius R J , the linear deviation value at each measurement point in the vertical curve section is calculated, and the expression is:

[0050]

[0051] where d j is the linear deviation value at the jth measurement point in the vertical curve section;

[0052] S2-6, design parameter constraint is performed:

[0053] Whether the vertical curve radius, slope and slope length fitted at present meet the industry related specifications is verified, if yes, step S2-7 is entered; otherwise, the relevant indicators in the industry related specifications are used to adjust the corresponding fitting results until the vertical curve radius, slope and slope length fitted meet the industry related specifications, and step S2-7 is entered;

[0054] S2-7, linear deviation amount constraint is performed, the vertical curve radius of the vertical curve section is optimized, and is recorded as the final fitting radius;

[0055] S2-8, the linear shape is fitted according to the current final fitting radius, and the linear element division point is updated; wherein the linear shape fitted according to the current final fitting radius is the best vertical curve linear shape;

[0056] S2-9, according to the current linear element division point coordinate, the same method as step S1-1 is used to re-segment the line, and the same method as steps S1-2 to S1-4 and steps S2-1 to S2-8 is used to calculate the best linear shape and linear element division point coordinate again; wherein the best linear shape includes the best fitted straight line shape and the best vertical curve linear shape;

[0057] S2-10, judge whether the difference between the two line element division point coordinates is greater than the threshold value, if yes, update the line element attribution and calculate the best line shape and new line element division point coordinates again by the same method as step S2-9, until the difference between the two line element division point coordinates is less than or equal to the threshold value, the current best line shape, line element division point coordinates and the longitudinal profile deviation between the measured railway line shape and the best line shape are obtained; wherein the longitudinal profile deviation between the measured railway line shape and the best line shape is the longitudinal profile deviation between the measured railway line shape and the fitting line shape.

[0058] The specific method of line shape deviation amount constraint in step S2-7 is: according to the current vertical circular curve radius fitting line shape, the deviation of the fitting line shape and the measured railway line shape at each measurement point is calculated; the fitting line shape is adjusted by specifying the deviation of the adjustment point whose single deviation exceeds the deviation threshold value as the deviation threshold value; the adjusted fitting line shape is back calculated to obtain the vertical circular curve radius that satisfies the adjusted fitting line shape; all measurement points are traversed, and the back calculated maximum vertical circular curve radius of each measurement point is taken as the final fitting radius of the vertical circular curve section based on the deviation of each measurement point being within the maximum deviation range.

[0059] In step S3, a combined chord smoothness and slope change rate double control model is established based on the longitudinal profile deviation, and the specific method of calculating the adjustment amount of the line at each measurement point of the single adjustment section includes the following sub-steps:

[0060] S3-1, the line adjustment target is constructed with the minimum total adjustment amount of the current adjustment section, and its expression is:

[0061]

[0062] Wherein f represents the line adjustment target; t(x n ) is the adjustment amount at measurement point n; d'(x n ) represents the vertical deviation of the line after adjustment at measurement point n; d(x n ) represents the vertical deviation of the line before adjustment at measurement point n; min represents the minimum value; N is the total number of measurement points in the current adjustment section; xn represents the mileage at measurement point n in the current adjustment section; the adjustment section is a single straight line slope section or a single vertical circular curve section;

[0063] S3-2, according to the wavelength range of the controlled high-low irregularity, the corresponding length chord is selected and matched, and the midpoint vector distance at a single measurement point is calculated, and its expression is:

[0064]

[0065] Wherein p n is the midpoint vector distance at measurement point n; denotes the start position of the base chord with the measuring point n as the midpoint denotes the vertical deviation of the adjusted line at the start position of the base chord containing the measuring point n denotes the end position of the base chord with the measuring point n as the midpoint denotes the vertical deviation of the adjusted line at the end position of the base chord containing the measuring point n; L denotes the length of the base chord

[0066] S3-3, the vector distance difference between the start and end points of the detection chord l of different lengths within the base chord L, i.e., the vector distance difference at each measuring point, is calculated, and the expression is:

[0067]

[0068] where q n denotes the vector distance difference at the measuring point n; d'(x n+l ) denotes the vertical deviation of the adjusted line at the end position of the detection chord l containing the measuring point n; d'(x s ) denotes the vertical deviation of the adjusted line at the start position of the base chord containing the measuring point n; d'(x s+L ) denotes the vertical deviation of the adjusted line at the end position of the base chord containing the measuring point n

[0069] S3-4, the slope change rate of the line shape at the measuring point n is calculated, and the expression is:

[0070]

[0071] where r n denotes the slope change rate of the line shape at the measuring point n, r n = 0 when the current section to be adjusted is a straight line slope segment; x n , denote the mileages of the measuring points at the measuring point n and the interval distance before and after the current section to be adjusted, respectively; y n , denote the elevations of the measuring points at the measuring point n and the interval distance before and after the current section to be adjusted, respectively

[0072] S3-5, constraint conditions are applied to p n , q n and r n to establish a constraint inequality equation group, and combined with the line adjustment target f , a combined chord smoothness and slope change rate dual control model is obtained

[0073] S3-6, based on the longitudinal section deviation, the combined chord smoothness and slope change rate dual control model is solved by a nonlinear programming algorithm to obtain the adjustment amount of the line at each measuring point of the single section to be adjusted.

[0074] The expression of the combined string smoothness and slope change rate double control model in step S3-5 is as follows:

[0075] f = C 1×N X N

[0076] D 6×N X N ≤ d 6×1

[0077] C 1×N = [1,...,1,...,1]

[0078] X N = [t(x1),...,t(x n ),...,t(x N )] T

[0079] D 6×N = [A 2×N ,B 2×N ,C 2×N ]

[0080] d 6×1 = [a 2×1 ,b 2×1 ,c 2×1 ] T

[0081] wherein X N represents a set of adjustment amounts of all measurement points in a single to-be-adjusted section;

[0082]

[0083] ε is a midpoint vector distance smoothness threshold value; δ is a vector distance difference smoothness threshold value; ω is a slope change rate threshold value; H(x n ) is a vertical deviation of the line before adjustment at the position of measurement point n; H(x n+l ) is a vertical deviation of the line before adjustment at the position of the end point of the detection string l containing measurement point n; H(x s ) is a vertical deviation of the line before adjustment at the position of the start point of the base string L containing measurement point n; H(x s+L ) is a vertical deviation of the line before adjustment at the position of the end point of the base string L containing measurement point n. The midpoint vector distance smoothness threshold value and the vector distance difference smoothness threshold value are selected with reference to TG / GW 115—2012 “High-speed Railway Line Maintenance Rules (Trial)” and “High-speed Railway Track Engineering Construction Quality Acceptance Standard” (TB10754—2018).

[0084] The slope change rate threshold ω is obtained by calculating the longitudinal profile slope change rate of different slope algebra difference vertical curves in different curve radius change intervals, and the expression is:

[0085]

[0086] wherein respectively represent the theoretical elevation of the measurement point n and each interval distance before and after the measurement point n of different slope algebra difference vertical curves under different radius combinations without the influence of track deformation; respectively represent the theoretical mileage of the measurement point n and each interval distance before and after the measurement point n of different slope algebra difference vertical curves under different radius combinations without the influence of track deformation.

[0087] In the specific implementation process, in step S3-6, when the combined chord smoothness and slope change rate double control model is solved by a nonlinear programming algorithm, the 60m reference chord is selected as the longest control chord, first to ensure that the linear smoothness meets the 60m / 10mm control standard. Then the 10m reference chord is moved point by point in the 60m chord measurement unit, to meet the 10m / 2mm smoothness and 10m chord slope change rate control standard. Finally, the 30m reference chord is moved point by point in the 60m reference chord unit, and the linear smoothness is controlled according to the 30m / 5m / 2mm chord difference standard. The 60m reference chord is moved point by point to traverse all measurement points, and the adjustment amount of the track at each measurement point of the to-be-adjusted vertical circular curve section is obtained by superimposing the adjustment amount of each calculation. The optimized linear will meet the linear long-wave smoothness and geometric continuity at the same time.

[0088] In the specific implementation process, when guiding the ballast track tamping operation, considering that the track deformation degree is generally large, the longitudinal slope and vertical curve linear parameters are fitted by the method, the linear parameter Geo file of the large machine is made, the corresponding adjustment amount of each adjustment point is calculated by the method, the tamping scheme Ver file is made, the Geo and Ver files are input into the digital tamping large machine ALC operation system, and the large machine is guided to complete the track tamping operation.

[0089] When guiding the track fine adjustment operation of the ballastless track, considering that the track deformation degree is generally small, first, the original design parameters are taken as the reference to design the linear, the track vertical deviation is calculated, and whether the fastener adjustable amount limit is met is judged. Otherwise, the longitudinal slope and vertical curve are fitted by the method, the vehicle body dynamics model simulation analysis is carried out, the fitting parameter rationality is verified according to the vehicle body dynamic response parameters, the curve radius is rounded considering the limiting conditions, the linear deviation value is calculated. And the corresponding adjustment amount of each adjustment point is calculated by the method, the track fine adjustment operation guidance scheme is made, the types of the pads at each adjustment point are selected according to the adjustment amount, and the ballastless track is adjusted per sleeper.

[0090] In the fitting of the linear slope section of the longitudinal profile, the intersection point of the two linear slope sections before and after the fitting may be out of the range of the vertical curve measuring points (measuring points), and the main reason may be that one of the linear slope sections before and after is shorter or the slope difference between the linear slope sections before and after is too small, the fitting intersection point is dislocated, and the accurate fitting of the linear slope section cannot be realized. The solution method given in the embodiment is to combine the two linear slope sections into one linear slope section for fitting, as shown in Figure 6 .

[0091] In the fitting of the linear slope section of the longitudinal profile, when the length of a linear slope section is much smaller than the minimum linear slope section length limit value specified in the specification, the linear slope section and the adjacent smaller linear slope section are combined into one linear slope section, as shown in Figure 7 .

[0092] In the fitting of the linear slope section of the longitudinal profile, when the length of a linear slope section is slightly smaller than the minimum linear slope section length limit value specified in the specification, the adjacent break point (BPD) is moved to the direction of the longer linear slope section, as shown in Figure 8 .

[0093] In the fitting of the linear slope section of the longitudinal profile, when the deviation of the upper part of the measuring point of a long linear slope section is too large, exceeding the longitudinal profile linear adjustment limit value required by the engineering department, a break point can be added at the maximum deviation position, as shown in Figure 9 .

[0094] As shown in Figure 10 (d 1max and d 2max are the deviations of the two technical solutions at the maximum settlement point), when a large range of "full pond" disease occurs on the ballast track bed of the load line and the high-density general-speed passenger line, if the sum of the squares of the deviations of each measuring point is minimized as the target in the fitting of the orthogonal least squares method, the maximum settlement point (middle) will be lifted, and the two side sections will be lowered, which cannot provide the maximum lifting amount for improving the subsidence at the maximum settlement point. After the operation, the improvement effect of the line smoothness is extremely limited. The embodiments propose the following two technical solutions to solve the above problems:

[0095] Technical solution one:

[0096] 1) According to the treatment requirements put forward by the engineering department on site, first, design the linear slope section according to the original design slope value, select and match the corresponding intercept, and calculate the deviation of each point in the section; determine whether the deviation value at the maximum settlement point is less than the maximum lifting amount;

[0097] ​2) If the deviation value at the maximum settlement point exceeds the maximum ramping amount, it cannot be adjusted to the original design position at one time. At this time, the deletion point set is determined step by step by extending to both sides with a certain step length centered on the maximum settlement point, the deletion point set is removed from all the measurement point sets, only the key measurement points representing normality on the slope segments on both sides are reserved, and the fitting slope and intercept are obtained again by orthogonal least squares fitting;

[0098] 3) Repeat the above steps until the final fitting result of the line is obtained, the deviation value at the maximum settlement point is calculated, and the slope segment fitting is completed.

[0099] Technical solution two:

[0100] According to the need, a new variable slope point is added, whether the lengths of the front and rear straight line slope segments after adding the new variable slope point are greater than 200m is calculated, whether the maximum linear deviation is less than the maximum ramping amount is verified, otherwise the position of the variable slope point is adjusted again to re-fit the front and rear straight line slope segments.

[0101] In an embodiment of the present application, the vertical curve sample is a section of K873+100-K873+700 on an unballasted track, 1120 sleepers are taken, a total of 62.462m, and the basic parameters of the line are shown in Table 1. The vertical curve range is K873+327-K873+389, the pre-warning frequency decreases by 68.95% after the first adjustment, but the cumulative number of wobbling cars in the rear uphill straight line section is still 50, and the curve is adjusted again.

[0102] Table 1: Design parameters of K873 vertical curve before and after optimization

[0103]

[0104] By fitting the front and rear slope segments through the multi-constraint reconstruction model, it is ensured that the center is located on the angle bisector of the front and rear slope segments, the maximum adjustment value at each measurement point is considered to be not more than 30mm, the vertical curve radius after deformation is continued to be fitted to be 31820m, the slope algebraic difference of the vertical curve is less than 2.5‰, the deviation amount of the design line shape is calculated when the radius is increased to 35000m in the fitting optimization. The adjustment amount of the measurement point is calculated by using the combined chord smoothness and slope change rate double control model based on the linear deviation, and then the adjustment amount of the adjustment point is obtained. The adjustment amount of the adjustment point and the vertical deviation of the line before and after adjustment are shown in Figure 3 It can be seen from Figure 3 that the adjustment amount of each fastener is between +3mm and -1mm, and the adjustable limit range is between +6mm and -4mm.

[0105] In order to determine the linear geometric continuity control index (slope change rate r n) control condition, calculate the theoretical slope change rate (i.e. slope change rate threshold) of the different slope algebraic difference vertical curve corresponding to the 25000m-35000m radius change interval, and the results are shown in Figure 4 . It can be seen from Figure 4 that the slope change rate threshold is directly related to the curve radius, and the two are negatively linearly related, and the slope change rate threshold is only related to the curve radius, and is not related to the front and rear slopes and the slope algebraic difference. For the vertical curve with a recommended radius of 35000m, the slope change rate threshold calculation value is 1.43x10 -5 As a control standard of geometric continuity, the same applies to other radius curves.

[0106] The comparison results of the overall linear geometric change rate of the fine-tuned sample vertical curve section are shown in Figure 5 . The slope change rate calculation value of the fine-tuned vertical curve section is 1.44x10 -5 , which is approximately equal to the change rate calculation value 1.43x10 -5 corresponding to the 35000m radius, and the straight line section remains near the zero line, and the fine-tuned linear geometric continuity is significantly improved.

[0107] In summary, the present application first limits the curve radius, slope, slope length and other parameters to perform multi-constraint fitting reconstruction on the operating line to form an initial target line position (fitting line shape), and calculates the deviation between the measured line position and the line position based on the line position, and then applies combined chord smoothness and linear geometric continuity constraints to the linear deviation, establishes a combined chord smoothness and slope change rate double control model, solves the minimum target function of the adjustment amount sum, obtains the reference line shape for controlling the unevenness of different slope lines and the linear geometric change rate, carries out the optimization and adjustment work of the existing line, and solves the problem that the existing railway adjustment method may face the adjustment amount exceeding the operation capacity when adjusting based on the original design position, which is not conducive to the smoothness recovery of the line shape after operation.

Claims

1. A method for adjusting the track of an operating railway to control its linear geometry, characterized in that, Includes the following steps: S1. Select measurement points and railway track adjustment points, and use the measurement data at the measurement points as the basic data; S2. Fit the basic data using a multi-constraint reconstruction model to obtain the fitted railway line shape; Calculate the longitudinal profile deviation between the measured railway alignment and the fitted alignment; S3. Based on the longitudinal profile deviation, establish a dual control model for the smoothness of the combined chord and the rate of change of slope, and calculate the adjustment amount of the line at each measurement point in a single section to be adjusted. S4. Based on the adjustment amount of the line at each measurement point of a single section to be adjusted and the positional relationship between the measurement point and the adjustment point, the adjustment amount of the corresponding adjustment point is obtained by interpolation, thus completing the adjustment of the operating railway. Step S3, based on longitudinal profile deviation, establishes a dual control model for combined chord smoothness and slope change rate. The specific method for calculating the adjustment amount of the line at each measurement point in a single section to be adjusted includes the following sub-steps: S3-1. Construct the line adjustment target by minimizing the total adjustment amount of the current section to be adjusted. Its expression is: in Indicates the target of the route adjustment; For measurement points n Adjustment amount at the location; Indicates measurement point n Vertical deviation of the line after adjustment; Indicates measurement point n Vertical deviation of the line before adjustment; min indicates taking the minimum value; N This represents the total number of measurement points in the current section to be adjusted. Indicates the measurement points in the current section to be adjusted. n The mileage at the location; the section to be adjusted is either a single straight slope section or a single vertical circular curve section; S3-2. Select the appropriate length of the fundamental chord based on the controlled range of uneven wavelengths, and calculate the midpoint distance at a single measurement point. The expression for this is: in For measurement points n The midpoint vector distance at the location; Indicated by measurement point n The starting position of the basis chord with the midpoint as the starting point Vertical deviation of the line after adjustment; Indicated by measurement point n The endpoint of the basis chord with the midpoint as its position Vertical deviation of the line after adjustment; L The length of the fundamental chord; S3-3, Calculating the Fundamental Chords L Different length detection strings The difference in vector distance between the first and last points, i.e., the difference in vector distance at each measurement point, is expressed as: in For measurement points n The difference in vector distance at the location; Indicates the inclusion of measurement points n Detection string The vertical deviation of the line was adjusted at the end point; Indicates the inclusion of measurement points n The vertical deviation of the line is adjusted at the starting position of the fundamental chord; Indicates the inclusion of measurement points n The vertical deviation of the line was adjusted at the end position of the fundamental chord. S3-4, Calculate the measurement points n The rate of change of the slope of the line at point is expressed as: in For measurement points n The rate of change of the slope of the line at the point, when the section to be adjusted is a straight slope section. ; , and These represent the measurement points in the current section to be adjusted. n and the front and back intervals The distance to the measurement point; , and Representing the measurement points n and the front and back intervals Elevation of the measurement point at the distance; S3-5, To , and Establish a system of constraint inequalities by imposing constraints, and combine this with the target of line adjustment. A dual control model for the smoothness of the combined chord and the rate of change of slope was obtained; S3-6. Based on the longitudinal profile deviation, the dual control model of combined chord smoothness and slope change rate is solved by nonlinear programming algorithm to obtain the adjustment amount of the line at each measurement point of a single section to be adjusted.

2. The method for adjusting the track of an operating railway according to claim 1, characterized in that, The specific method for selecting railway track adjustment points in step S1 is as follows: Select a measurement starting point, and determine the adjustment points for the ballasted track at 5-meter intervals, and determine the adjustment points for the ballastless track at 2.5-meter intervals, using the measurement starting point as the starting point. Alternatively, a measurement starting point can be selected, and the positions of each fastener on one side of the reference rail in the double rail, at intervals of 0.625m, can be used as adjustment points for the double rail.

3. The method for adjusting the track of an operating railway according to claim 1, characterized in that, The specific method for using the measurement data at the measurement point as the basic data in step S1 includes the following sub-steps: S1-1. Calculate the elevation at each railway track adjustment point and divide the railway track into straight slope sections and vertical circular curve sections based on the elevation calculation results. S1-2. For straight slope sections, based on the measurement data within the straight slope section, the slope and intercept are fitted using the orthogonal least squares principle, and then the deviation value of each measurement point within the straight slope section and three times the root mean square error of the deviation value are calculated; the expression is: in This represents the deviation value of each measurement point within the straight slope section; This is the average value of the deviations at each measurement point within the straight slope section; This represents the total number of measurement points within the straight slope section. It is 3 times the standard deviation; The slope of the straight section; The intercept; The first section of the straight slope i The coordinates of the measurement points; S1-3. Eliminate measurement points within straight slope sections whose deviation exceeds 3 times the root mean square error; S1-4. Repeat steps S1-2 and S1-3 until the deviation values ​​of each measurement point retained in the straight slope section are less than 3 times the root mean square error. Use the measurement data of the retained measurement points in the straight slope section as the basic data.

4. The method for adjusting the track of an operating railway according to claim 3, characterized in that, In step S2, the basic data is fitted using a multi-constraint reconstruction model to obtain the fitted railway alignment. The specific method for calculating the longitudinal profile deviation between the measured railway alignment and the fitted alignment includes the following sub-steps: S2-1. Based on the basic data, fit the slope and intercept of the straight slope segment to obtain the current best fitted straight line shape, and calculate the deviation, slope, slope length, coordinates of the slope change point and the slope angle of each measurement point of the best fitted straight line shape. S2-2. For the vertical circular curve segment, calculate the slope of the angle bisector of the vertical circular curve segment based on the slope of the best-fit straight line before and after the segment. Its expression is: in The slope of the straight line that best fits the shape of the straight line before the vertical circular curve segment; The slope of the straight line that best fits the shape of the straight line after the vertical circular curve segment; S2-3, Based on the slope of the angle bisector Calculate the unit gradient vector of the descent of the angle bisector, and then obtain the fitted circle center coordinate expression incorporating the gradient constraint of the angle bisector: in The coordinates of the center of the circle obtained from the fitting; Mileage of the slope change point; Elevation of the slope change point; The radius of the vertical circle curve; The angle between the slope segments; The unit gradient vector of the descent of the angle bisector; csc represents the cosecant function; S2-4. Substitute the circle center coordinate expression obtained from step S2-3 into the circle center orthogonal least squares fitting expression to optimize the vertical circle curve radius calculation function and obtain the vertical circle curve radius. Fitted expression: in The first segment of the vertical circular curve j The coordinates of the measurement points; This represents the total number of measurement points in the vertical circular curve segment. S2-5, Based on the radius of the vertical circle curve The expression for calculating the linear deviation at each measurement point in the vertical circular curve section is as follows: in The first segment of the vertical circular curve j Linear deviation values ​​at each measurement point; S2-6. Set design parameter constraints: Verify whether the radius, slope, and slope length of the currently fitted vertical circular curve meet the relevant industry standards. If so, proceed to step S2-7; otherwise, adjust the fitting results according to the relevant indicators in the industry standards until the radius, slope, and slope length of the fitted vertical circular curve meet the relevant industry standards, and then proceed to step S2-7. S2-7. Perform linear deviation constraints, optimize the radius of the vertical circle curve in the vertical circle curve section, and record it as the final fitting radius; S2-8. Fit the line shape according to the current final fitting radius and update the line element boundary points; where the line shape obtained by fitting according to the current final fitting radius is the optimal vertical circular curve line shape. S2-9. Based on the current coordinates of the line element boundary points, the line is re-segmented using the same method as in step S1-1, and the optimal alignment and line element boundary point coordinates are calculated again using the same method as in steps S1-2 to S1-4 and steps S2-1 to S2-8; where the optimal alignment includes the optimal fitted straight line alignment and the optimal vertical circular curve alignment. S2-10. Determine whether the difference between the coordinates of the boundary points of the line elements in the previous two steps is greater than the threshold. If so, update the line element assignment and recalculate the optimal alignment and the new line element boundary point coordinates using the same method as in step S2-9, until the difference between the coordinates of the boundary points of the line elements in the previous two steps is less than or equal to the threshold. Obtain the current optimal alignment, the coordinates of the line element boundary points, and the longitudinal profile deviation between the measured railway alignment and the optimal alignment. The longitudinal profile deviation between the measured railway alignment and the optimal alignment is the longitudinal profile deviation between the measured railway alignment and the fitted alignment.

5. The method for adjusting the track of an operating railway according to claim 4, characterized in that, The specific method for optimizing the radius of the vertical circular curve segment by constraining the linear deviation in steps S2-7 is as follows: Based on the current fitted line shape with the vertical circle curve radius, calculate the deviation between the fitted line shape and the measured railway line shape at each measurement point; adjust the fitted line shape by specifying the deviation of the adjustment point where the deviation exceeds the deviation threshold as the deviation threshold; back-calculate the vertical circle curve radius that satisfies the adjusted fitted line shape; traverse all measurement points, and based on the premise that the deviation of each measurement point is within the maximum deviation range, take the back-calculated maximum vertical circle curve radius of each measurement point as the final fitted radius of the vertical circle curve segment.

6. The method for adjusting the track of an operating railway according to claim 5, characterized in that, The expression for the dual control model of combined chord smoothness and slope change rate in step S3-5 is as follows: in This represents the set of adjustment amounts for all measurement points in a single section to be adjusted. , , , , , ; The midpoint vector distance smoothness threshold; The threshold for smoothness of the vector difference; The threshold for the rate of change of slope; For measurement points n Adjust the vertical deviation of the track at the previous location; For including measurement points n Detection string Adjust the vertical deviation of the track at the end point; For including measurement points n fundamental string L Adjust the vertical deviation of the track at the starting position; For including measurement points n fundamental string L Adjust the vertical deviation of the line at the end point.

7. The method for adjusting the track of an operating railway according to claim 6, characterized in that, Slope change rate threshold The expression for the rate of change of the longitudinal slope of the vertical curve with different slopes is obtained by calculating the algebraic difference vertical curve within different curve radius ranges. in , and These represent the measurement points of the algebraic difference vertical curves with different slopes and different radius combinations, assuming no line deformation. n The theoretical elevations at the intervals before and after it; , and These represent the measurement points of the algebraic difference vertical curves with different slopes and different radius combinations, assuming no line deformation. n The theoretical mileage at the interval before and after it.

8. The method for adjusting the track of an operating railway according to claim 5, characterized in that, In step S3-6, when solving the dual control model of combined chord smoothness and slope change rate using a nonlinear programming algorithm, the following operations are performed: A 60m reference chord was selected as the longest control chord, and 60m / 10mm was used as the standard for line smoothness control. Within a 60m chord measurement unit, the reference chord is moved point by point by point, with a smoothness of 10m / 2mm and a chord slope change rate of 10m as the control standard. Within a 60m reference chord unit, move the 30m reference chord point by point, and control the line smoothness according to the 30m / 5m / 2mm distance difference standard. The reference chord is moved 60m point by point to traverse all measuring points, and the adjustment amounts calculated in each step are superimposed to obtain the adjustment amount of the line at each measuring point in a single section to be adjusted.

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