Large machine tamping data processing method and large machine tamping data measuring device

Abstract

The embodiment of the invention relates to the field of railway detection, and discloses a large machine tamping data processing method and a large machine tamping data measuring device, and the method comprises the steps: obtaining the thickness data of an under-rail elastic cushion layer, the geometric dimension of a rail, the distance between adjacent lines, and the absolute three-dimensional coordinates of the rail; correcting height data in the geometric dimension of the track by using the thickness data, and generating a track direction correction control quantity by using a distance between adjacent lines, a preset limit value and track direction data in the geometric dimension of the track; correcting the absolute three-dimensional coordinates of the track by using the running mileage information of the tamping data measuring device of the target large machine, the horizontal data in the geometric dimension of the track, the track gauge, the corrected height data and the track direction correction control quantity; and based on the corrected absolute three-dimensional coordinates of the track and in combination with railway design data, calculating to obtain the geometric state adjustment amount of the track. According to the method, the splitting problem of manual input and step-by-step calculation in a traditional method is avoided, and the tamping operation analysis and evaluation efficiency is improved.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of railway detection, and in particular to a method for processing large-scale machine tamping data and a large-scale machine tamping data measuring device. Background Art

[0002] Tamping operations are an important way to maintain the condition of ballasted track. However, existing analysis and evaluation of the geometric condition of the ballasted track bed before and after tamping operations are mostly carried out through manual inspections. The efficiency and accuracy are far from meeting the operational requirements of large-scale tamping machines, thereby delaying the speed of tamping operations.

[0003] In view of the shortcomings of low efficiency and poor accuracy of manual inspection at this stage, there is an urgent need for a fast and high-precision track geometry data collection method to improve the efficiency of tamping operation analysis and evaluation, thereby improving the operation efficiency of large-scale tamping. Summary of the Invention

[0004] The purpose of the present invention is to at least provide a method for processing large-scale machine tamping data and a large-scale machine tamping data measuring device, which can at least solve the problem of low efficiency and poor accuracy of manual inspection, and at least achieve the effect of improving the efficiency of tamping operation analysis and evaluation.

[0005] To solve the above technical problems, at least one embodiment of the present application provides a method for processing large-scale tamping data, comprising:

[0006] Acquiring track status data, including thickness data of the elastic pad under the rail, track geometry, spacing between adjacent lines, and absolute three-dimensional coordinates of the track;

[0007] Using the thickness data to correct the height data in the track geometric dimensions, and using the adjacent line spacing, the preset limit value and the track direction data in the track geometric dimensions to generate a track direction correction control value;

[0008] The absolute three-dimensional coordinates of the track are corrected using the mileage information of the target large-scale machine tamping data measuring device, the horizontal data of the track geometric dimensions, the track gauge, the corrected height data and the track direction correction control amount;

[0009] Obtaining a measured line shape based on the corrected absolute three-dimensional coordinates of the track;

[0010] generating a desired alignment based on the corrected absolute three-dimensional coordinates of the track in combination with railway design data, wherein the railway design data includes design specifications and historical record data;

[0011] The track geometry adjustment amount is calculated based on the difference between the expected alignment and the measured alignment.

[0012] At least one embodiment of the present application further provides a large-scale tamping data measuring device, comprising a data acquisition module and a computing center.

[0013] The data acquisition module is used to acquire track status data, which includes thickness data of the elastic pad under the rail, track geometry, spacing between adjacent lines, and absolute three-dimensional coordinates of the track;

[0014] The computing center is used to execute the method for processing the large-scale machine tamping data according to the track status data.

[0015] At least one embodiment of the present application further provides a device for processing large-scale machine tamping data, comprising:

[0016] Track state data acquisition module, used to acquire track state data, the track state data including thickness data of the elastic pad under the rail, track geometric dimension data, spacing between adjacent lines and absolute three-dimensional coordinates of the track;

[0017] A first correction module is configured to correct the height data in the track geometric dimensions using the thickness data, and generate a track direction correction control value using the adjacent line spacing, a preset limit value, and the track direction data in the track geometric dimensions;

[0018] The second correction module is used to correct the absolute three-dimensional coordinates of the track using the mileage information of the target large-scale tamping data measuring device, the horizontal data of the track geometric dimensions, the track gauge, the corrected height data and the track direction correction control amount;

[0019] A measured line shape generation module, configured to obtain a measured line shape based on the corrected absolute three-dimensional coordinates of the track;

[0020] a desired alignment generation module, configured to generate a desired alignment based on the corrected absolute three-dimensional coordinates of the track and in combination with railway design data, wherein the railway design data includes design specifications and historical record data;

[0021] The adjustment value generation module is used to calculate the track geometry state adjustment value according to the difference between the expected alignment and the measured alignment.

[0022] At least one embodiment of the present application further provides a large-scale tamping vehicle, comprising the large-scale tamping data measuring device.

[0023] At least one embodiment of the present application further provides a computer-readable storage medium storing a computer program, which implements the above-mentioned method for processing large-scale machine tamping data when executed by a processor.

[0024] The embodiments of the present application provide a method for processing large-scale tamping data and a device for measuring large-scale tamping data. By introducing the thickness data of the elastic cushion layer under the rail, the track height data is dynamically corrected, effectively compensating for the track sinking error caused by cushion aging or compression deformation. For example, when the cushion thickness decreases, the system automatically adjusts the height calculation model to avoid measurement deviations caused by changes in the properties of the elastic material. The track correction amount is generated in combination with the spacing between adjacent lines and the limit value, which can prevent the risk of boundary encroachment caused by the dynamic displacement of parallel tracks. For example, in curved sections, the lateral displacement of the track is constrained in real time through the track correction control amount to ensure that the safety distance between the two tracks always meets the specifications. Based on the mileage of the tamping device, the level, gauge, corrected height and other parameters are integrated to realize the dynamic calibration of the absolute coordinates of the track. It helps to eliminate the cumulative errors caused by equipment vibration or environmental interference in traditional measurements, and improve the consistency of the long-distance track line shape. When generating the expected alignment, not only the design specifications (such as rigid indicators such as minimum curve radius and maximum slope) are used, but also historical maintenance records (such as existing track settlement trends and local adjustment records) are introduced to make the expected alignment closer to actual operational needs and avoid the disconnection between "idealized design" and "real conditions". The adjustment amount is calculated by the difference between the expected alignment and the measured alignment, and the geometric deviation (such as height unevenness, track deviation, etc.) is directly located, and the required tamping amount is quantified. This application forms a complete closed loop from data collection, correction to adjustment amount calculation, avoiding the fragmentation problem of manual entry and step-by-step calculation in traditional methods. Through multi-dimensional data fusion, dynamic correction mechanism and difference analysis, high-precision diagnosis and maintenance of track geometry are achieved, taking into account both economy and safety, and improving the efficiency of tamping operation analysis and evaluation.

[0025] In some optional embodiments, generating a track direction correction control value by using the adjacent line spacing, a preset limit value, and the track direction data in the track geometric dimensions includes:

[0026] Obtaining a track shifting control amount according to a difference between the limit value and the distance between adjacent lines;

[0027] The track direction correction control amount is generated based on the track shifting control amount and the track direction data in the track geometric dimensions.

[0028] Traditional methods rely solely on the geometry of the line itself for track correction, which can easily lead to error transmission due to displacement of adjacent lines. In this embodiment, the combination of track shifting control variables (reflecting the spatial constraints of adjacent lines) and measured track data (reflecting the geometry of the line itself) achieves dual control of both "macro-safety margins" and "micro-linear quality." For example, if the track deviation in a certain section is +5mm, a track shift of -5mm would be required based solely on the track data. However, calculations based on the line spacing difference reveal that an additional -2mm shift is required to meet the limit. This ultimately generates a track correction control variable of -7mm, avoiding the inadequate correction caused by a single data dimension.

[0029] In some optional embodiments, the use of the mileage information of the target large-scale tamping data measuring device, the horizontal data of the track geometric dimensions, the track gauge, the corrected height data and the track direction correction control amount to correct the absolute three-dimensional coordinates of the track includes:

[0030] Determine the theoretical coordinates (x0, y0, z0) of the current operating point based on the satellite positioning module;

[0031] Using the mileage information of the target large-scale machine tamping data measuring device, x0 is corrected, using the track gauge data and the track direction correction control amount, y0 is corrected, and using the horizontal data in the track geometric dimensions and the corrected height data, z0 is corrected to obtain the corrected theoretical coordinates;

[0032] A weighted calculation is performed on the absolute three-dimensional coordinates of the track and the corrected theoretical coordinates to obtain the corrected absolute three-dimensional coordinates of the track.

[0033] In this embodiment, the theoretical coordinates determined by the satellite positioning module are corrected by combining mileage information, orbital geometry, and trajectory correction control, thereby improving the error problem of satellite positioning in complex environments. Weighted calculations can combine the advantages of different data sources to achieve high-precision calibration of orbital spatial position.

[0034] In some optional embodiments, after calculating the track geometry adjustment amount, the method further includes:

[0035] Comparing and verifying whether the track geometry adjustment amount is correct based on the requirements of the preset track constraint conditions;

[0036] If the track geometry adjustment amount is incorrectly verified, the track geometry adjustment amount is corrected and recalculated and verified until the track constraint condition is satisfied;

[0037] A tamping operation plan is output based on the corrected track geometry adjustment amount.

[0038] In this embodiment, the preset track restriction conditions serve as insurmountable red lines, constructing a "digital ruler" for track maintenance, converting manual experience into quantifiable decision-making rules, realizing automatic interception of over-limit solutions, and avoiding risks such as trackbed instability caused by excessive track lifting.

[0039] In some optional embodiments, the preset track restriction conditions include at least one of the maximum track starting amount, track shifting amount limit, original track design plan, line maintenance rules, historical ledger data and line design specifications, and the verified track geometry state adjustment amount includes at least one of the track starting control amount, track shifting control amount and adjusted track geometry deviation.

[0040] In this embodiment, a multi-level safety line is constructed by integrating design specifications, historical experience, real-time data and other information to ensure that the adjusted track meets the design compliance requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] One or more embodiments are exemplarily described by the figures in the corresponding drawings, and these exemplified descriptions do not constitute limitations on the embodiments.

[0042] Figure 1 This is the process of a method for processing large-scale tamping data provided by an embodiment of the present application. Figure 1 ;

[0043] Figure 2 is a structural diagram of a data acquisition module provided by an embodiment of the present application;

[0044] Figure 3 This is the process of a method for processing large-scale tamping data provided by another embodiment of the present application. Figure 2 ;

[0045] Figure 4 is a preset track restriction condition provided by an embodiment of the present application;

[0046] Figure 5 This is a schematic diagram of the system structure of a large-scale tamping vehicle provided by another embodiment of the present application;

[0047] Figure 6 It is a schematic diagram of a large-scale machine tamping data processing device provided by another embodiment of the present application. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, each embodiment of the present application will be described in detail below with reference to the accompanying drawings. However, it will be understood by those skilled in the art that in each embodiment of the present application, many technical details are proposed to enable the reader to better understand the present application. However, even without these technical details and various changes and modifications based on the following embodiments, the technical solutions claimed in the present application can be implemented. The division of the following embodiments is for convenience of description and should not constitute any limitation on the specific implementation of the present application. The various embodiments can be combined and referenced with each other under the premise of no contradiction.

[0049] In order to solve the above-mentioned technical problems of low efficiency and poor accuracy in analyzing and evaluating the geometric status of the ballasted track bed before and after tamping operations by manual inspection, the present invention proposes a method for processing large-scale machine tamping data. The implementation details of the method for processing large-scale machine tamping data of this embodiment are specifically described below. The following content is only the implementation details provided for easy understanding and is not necessary for the implementation of this solution.

[0050] Example 1:

[0051] The method for processing large-scale machine tamping data of this embodiment can be applied to electronic devices with communication, computing and data storage capabilities. The specific process can be as follows: Figure 1 As shown, including:

[0052] Step 110, obtaining track state data, wherein the track state data includes thickness data of the elastic pad under the rail, track geometry, spacing between adjacent lines, and absolute three-dimensional coordinates of the track;

[0053] In this embodiment, the railbed refers to a cushioning material installed under the rails to provide elastic support. Its main function is to buffer the impact force generated during train operation, reduce vibration and noise, and also help protect the track structure.

[0054] Track geometry typically includes parameters such as height, track alignment, level, and gauge. Height refers to the vertical smoothness of the track; track alignment refers to the horizontal straightness of the track, directly reflecting the track's orientation; level refers to the relative height difference between the top surfaces of the left and right rails; and gauge refers to the distance between the inner edges of the rail heads. These parameters are important indicators of track quality and can be obtained through Beidou / GNSS positioning, total stations, or track surveying instruments.

[0055] The distance between the centerlines of two adjacent railway lines is called the inter-line spacing. On multi-track railways, it is used to ensure a safe gap between trains when they pass each other, preventing intrusion accidents.

[0056] Absolute 3D track coordinates represent the precise location of a point on a track in three-dimensional space, typically expressed in a geodetic or engineering coordinate system. They include the point's horizontal (X and Y axes) and vertical (Z axis) coordinate information.

[0057] Step 120: Using the thickness data to correct the height data in the track geometry, and using the adjacent line spacing, a preset limit value, and the track direction data in the track geometry to generate a track direction correction control value;

[0058] In this embodiment, changes in the thickness of the elastic pad under the rail can affect the height of the track. During the correction process, the height data can be corrected using a corresponding mathematical model based on the change in pad thickness. For example, the corrected height data = the measured height data + the thickness of the elastic pad under the rail.

[0059] Track direction correction control variables are control parameters used to adjust track directional deviations. They reflect the deviation between the current track direction and the intended direction and provide the control variables required to adjust this deviation. In railway transportation, track directional stability is crucial for safe train operation. Track direction deviations can occur due to various factors, necessitating regular inspection and adjustment.

[0060] When generating track alignment corrections based on the distance between adjacent tracks, preset limits, and track alignment data, various factors must be considered. For example, when the distance between adjacent tracks is small or the limits are strict, the track alignment correction should be appropriately increased to ensure safe train operation. Specifically, the distance between adjacent tracks determines the amount of space available between the tracks. When the distance between tracks is small, the lateral space between the tracks is limited, and external disturbances (such as lateral wind and airflow from passing trains on adjacent tracks) during train operation are relatively large, increasing the risk of lateral track displacement and train derailment. Therefore, in this situation, a larger track alignment correction is required to proactively adjust the track alignment and provide sufficient safety margin to ensure sufficient lateral space for safe train operation. Preset limits are a key criterion for ensuring train safety, defining the boundaries of objects that are not allowed to intrude within the track, above the track, and to the sides of the track. Stricter limits mean a lower tolerance for track alignment deviations. Even small track alignment deviations can cause train components (such as pantographs and bogies) to exceed their limits and collide with adjacent track infrastructure. Therefore, it is necessary to appropriately increase the track direction correction control amount to ensure that the track direction strictly meets the limit requirements.

[0061] In other words, the distance between adjacent lines serves as an important reference for determining whether track direction is deviating. By comparing the distance between the current track and the adjacent track, a preliminary assessment can be made as to whether there is a problem with the track direction. Preset limits define the maximum allowable range of track direction deviation. When the track direction deviation exceeds this range, correction is required. A track direction correction control variable is generated based on the distance between adjacent lines, the preset limits, and the track direction data contained in the track geometry. This control variable guides subsequent track adjustments to ensure that the track direction is restored to the predetermined range.

[0062] Step 130, using the mileage information of the target large-scale machine tamping data measurement device, the horizontal data of the track geometry, the track gauge, the corrected height data, and the track direction correction control value, the absolute three-dimensional coordinates of the track are corrected;

[0063] In this embodiment, the target large-scale tamping data measurement device is a device specifically designed to measure railway track status data, typically installed on a large-scale tamping vehicle. Using sensors and other technical means, the target large-scale tamping data measurement device can acquire real-time information such as the track's geometric dimensions and absolute three-dimensional coordinates, providing data support for track tamping operations. The mileage information collected by the target large-scale tamping data measurement device can be used to determine the position of various points on the track. When correcting the absolute three-dimensional coordinates of the track, the measured data can be matched and correlated based on the mileage information to improve the accuracy of the coordinate correction.

[0064] In the absolute three-dimensional coordinates (X, Y, Z) of a track, the X direction typically represents the track's mileage; the Y direction typically represents the track's lateral position, which involves track alignment corrections; and the Z direction typically represents the track's elevation, which involves elevation corrections. By comprehensively correcting the absolute three-dimensional coordinates of the track using mileage information from the target large-scale tamping data measurement device, horizontal data from track geometry, track gauge, corrected elevation data, and track alignment correction control variables, this eliminates dynamic changes in track status and the limitations of test data, enabling a more accurate depiction of the track's actual alignment and reflecting its true geometry.

[0065] Step 140, obtaining a measured line shape based on the corrected absolute three-dimensional coordinates of the track;

[0066] In this embodiment, the corrected absolute three-dimensional track coordinates include the absolute coordinates of each measurement point on the track. When calculating the measured alignment, all coordinates are based on the same reference (such as the geodetic coordinate system or the track design coordinate system). When performing linear fitting, the three-dimensional coordinates (X, Y, Z) can be used to generate the track trajectory line, which intuitively displays the track spatial form, that is, the measured alignment.

[0067] Step 150: generating a desired alignment based on the corrected absolute three-dimensional track coordinates and in combination with railway design data, wherein the railway design data includes design specifications and historical record data;

[0068] In this embodiment, the desired alignment is an ideal track shape obtained through calculation and analysis based on railway design data and actual track usage requirements. It represents the geometric shape and position that the track should achieve under the design state and is the target of track geometry adjustment.

[0069] When generating a desired alignment, the requirements of railway design specifications must be strictly adhered to. For example, the desired absolute three-dimensional coordinates of the track cant, curve radius, and other parameters specified in the design specifications can be calculated. Historical records can provide information on track design and construction over different periods. By analyzing this historical data, we can understand the evolution and current status of the track, providing a reference for generating the desired alignment. For example, historical maintenance records can be used to prioritize weak links in the track.

[0070] Step 160: Calculate the track geometry adjustment amount based on the difference between the desired alignment and the measured alignment.

[0071] In this embodiment, based on the difference between the desired alignment and the measured alignment, vector operations or numerical calculation methods can be used to calculate the track geometry adjustment amount. The adjustment amount may include height adjustment amount, track direction adjustment amount, horizontal adjustment amount, and track gauge adjustment amount. Based on the calculated track geometry adjustment amount, a corresponding tamping operation plan can be formulated. When formulating an adjustment strategy, factors such as the use requirements of the track, the performance of the tamping equipment, and construction conditions should be considered. For example, for areas with larger adjustment amounts, multiple tamping methods can be used for gradual adjustment; for areas with smaller adjustment amounts, a single tamping method can be used for adjustment.

[0072] Compared with the existing large-scale tamping operation scheme, the core improvements of the technical solution of this embodiment are as follows:

[0073] 1. For the first time, the elastic pad thickness data is incorporated into the technical process of generating a large-scale tamping operation plan, which is an improvement and innovation to the existing technical solutions;

[0074] 2. The technical condition of track shifting quantity control has been changed from the original plan verification to real-time acquisition through laser radar measured data, and incorporated into the calculation process of generating large-scale tamping operation plans. This improves the accuracy of the data and optimizes the existing operation plan.

[0075] In summary, this embodiment introduces the thickness data of the elastic cushion layer under the rail and dynamically corrects the track height data, thereby effectively compensating for the track sinking error caused by aging or compression deformation of the cushion layer. For example, when the cushion layer thickness decreases, the system automatically adjusts the height calculation model to avoid measurement deviations caused by changes in the properties of the elastic material. The track correction amount is generated in combination with the line spacing and limit values of adjacent lines to prevent the risk of boundary encroachment caused by the dynamic displacement of parallel tracks. For example, in curved sections, the lateral displacement of the track is constrained in real time through the track correction control amount to ensure that the safety distance between the two tracks always meets the specifications. Based on the mileage of the tamping device, the horizontal, gauge, corrected height and other parameters are integrated to realize the dynamic calibration of the absolute coordinates of the track. It helps to eliminate the cumulative errors caused by equipment vibration or environmental interference in traditional measurements, and improve the consistency of the long-distance track line shape. When generating the expected alignment, not only the design specifications (such as rigid indicators such as minimum curve radius and maximum slope) are used, but also historical maintenance records (such as existing track settlement trends and local adjustment records) are introduced to make the expected alignment closer to actual operational needs and avoid the disconnection between "idealized design" and "real conditions". The adjustment amount is calculated by the difference between the expected alignment and the measured alignment, and the geometric deviation (such as height unevenness, track deviation, etc.) is directly located, and the required tamping amount is quantified. This application forms a complete closed loop from data collection, correction to adjustment amount calculation, avoiding the fragmentation problem of manual entry and step-by-step calculation in traditional methods. Through multi-dimensional data fusion, dynamic correction mechanism and difference analysis, high-precision diagnosis and maintenance of track geometry are achieved, taking into account both economy and safety, and improving the efficiency of tamping operation analysis and evaluation.

[0076] In some optional embodiments, the use of the adjacent line spacing, the preset limit value and the track direction data in the track geometric dimensions to generate the track direction correction control amount includes: obtaining the track shifting control amount based on the difference between the limit value and the adjacent line spacing; and generating the track direction correction control amount based on the track shifting control amount and the track direction data in the track geometric dimensions.

[0077] Specifically, traditional methods for track alignment correction rely solely on the geometric data of the line itself, which can easily lead to error transmission due to displacement of adjacent lines. In this embodiment, the combination of track shifting control (reflecting the spatial constraints of adjacent lines) and measured track alignment data (reflecting the geometric shape of the line itself) achieves dual control of "macro safety margin" and "micro alignment quality":

[0078] Track shifting control amount = limit value - spacing between adjacent lines;

[0079] Track correction control amount = track shifting control amount - track data.

[0080] For example, if the track deviation in a certain section is +5mm, a track shift of -5mm may be required based on track data alone. However, calculations based on the line spacing difference reveal that an additional track shift of -2mm is required to meet the limit. This ultimately generates a track correction control amount of -7mm, thus avoiding the inadequate correction caused by a single data dimension. Specifically, the track shifting reference amount is first determined based on the limit value and line spacing, and then the local deviation is corrected in conjunction with the track data.

[0081] In some optional embodiments, the mileage information of the target large machine tamping data measuring device, the horizontal data in the track geometric dimensions, the gauge, the corrected height data and the track correction control amount are used to correct the absolute three-dimensional coordinates of the track, including: determining the theoretical coordinates (x0, y0, z0) of the current operating point based on the satellite positioning module; correcting x0 using the mileage information of the target large machine tamping data measuring device, correcting y0 using the gauge data and the track correction control amount, and correcting z0 using the horizontal data in the track geometric dimensions and the corrected height data to obtain the corrected theoretical coordinates; performing weighted calculation on the absolute three-dimensional coordinates of the track and the corrected theoretical coordinates to obtain the corrected absolute three-dimensional coordinates of the track.

[0082] In this embodiment, the theoretical coordinates determined by the satellite positioning module are corrected by combining mileage information, orbital geometry, and trajectory correction control, thereby improving the error problem of satellite positioning in complex environments. Weighted calculations can combine the advantages of different data sources to achieve high-precision calibration of orbital spatial position.

[0083] For example, the absolute three-dimensional coordinates of the current work point displayed by satellite positioning are (X = 1025.365m, Y = 4876.224m, Z = 156.802m). However, the satellite signal fluctuates due to obstruction by the surrounding mountains, and coordinate correction is required through multi-source data fusion:

[0084] (1) Mileage information correction X axis

[0085] Input data:

[0086] Odometer reading of the large tamping vehicle: Current cumulative mileage L = 25.3km + 148.756m;

[0087] Check the line design data and determine that the design mileage of this section of line K25+150 corresponds to the absolute coordinate X=1025.380m

[0088] The correction is calculated as follows:

[0089] Mileage deviation ΔL = 148.756m - (25.3km corresponds to the designed mileage) = +0.756m (needs to be converted to coordinate offset);

[0090] Design linear longitudinal gradient: Each meter of mileage corresponds to an X-coordinate increment of 0.9992 (taking into account the curve extension);

[0091] Corrected X coordinate: 1025.380m+0.756m×0.9992=1026.132m;

[0092] (2) Track gauge + track direction control amount correction Y axis

[0093] In and out data:

[0094] Measured track gauge: 1433mm (standard 1435mm, deviation -2mm);

[0095] Track correction control amount: need to shift to the left +3mm (positive direction of Y axis);

[0096] Design gauge corresponding to Y-axis datum: 4876.200m;

[0097] The correction is calculated as follows:

[0098] Gauge deviation compensation: ΔY1 = (1435-1433) / 2 = +1mm (single-side gauge adjustment);

[0099] Total lateral offset ΔY = gauge deviation compensation 1mm + track direction correction control amount 3mm = 4mm = 0.004m;

[0100] Corrected Y coordinate: 4876.200m+0.004m=4876.204m;

[0101] (3) Level + height data correction elevation (Z axis)

[0102] Input data:

[0103] Measured horizontal data: left rail height +2mm (Z-axis compensation required);

[0104] Corrected height data: rail surface elevation needs to be increased by +5mm (due to elastic cushion compression compensation);

[0105] Design elevation: 156.800m;

[0106] The correction is calculated as follows:

[0107] Total elevation offset ΔZ = horizontal data 2mm + corrected height data 5mm = 7mm = 0.007m;

[0108] Corrected Z coordinate: 156.800m+0.007m=156.807m;

[0109] Corrected theoretical coordinates:

[0110] X=1026.132m, Y=4876.204m, Z=156.807m

[0111] The corrected theoretical coordinates and the orbital absolute 3D coordinates are then weighted and merged. The weighting can be determined based on the reliability of the actual data and is not a limitation here. For example, in this implementation, the satellite positioning weight is set to 0.3, and the corrected theoretical coordinate weight is set to 0.7, resulting in the following corrected absolute 3D coordinates: (1025.904m, 4876.210m, 156.806m).

[0112] In some optional embodiments, after the track geometry adjustment amount is calculated, the method further includes: comparing and verifying whether the track geometry adjustment amount is correct based on the requirements of preset track restriction conditions; if the track geometry adjustment amount is verified incorrectly, correcting the track geometry adjustment amount, and recalculating and verifying until the track restriction conditions are met; and outputting a tamping operation plan based on the corrected track geometry adjustment amount.

[0113] In this embodiment, the preset track restriction conditions serve as insurmountable red lines, constructing a "digital ruler" for track maintenance, converting manual experience into quantifiable decision-making rules, realizing automatic interception of over-limit solutions, and avoiding risks such as trackbed instability caused by excessive track lifting.

[0114] For example, to verify the initial track geometry adjustment, the verification input items are as follows:

[0115] Track start control amount: +7mm (need to correct the section length by 30m);

[0116] Track control amount: -5mm;

[0117] The predicted values of track geometry deviation after adjustment are: -3.2mm in track direction and +2.5mm in horizontal direction;

[0118] Based on the preset track constraints, the automatic verification results are as follows:

[0119] Mechanical limit check failed: track lift +7mm > maximum allowable value +6mm (triggers red alarm);

[0120] Design specification verification failed: horizontal deviation +2.5mm> allowable value +2mm (triggering yellow alarm);

[0121] The historical record verification passed: the cumulative track lift amount is 12mm (the cumulative value before the current adjustment is 5mm + the current value is 7mm) <15mm;

[0122] System decision: The track start amount and horizontal deviation need to be corrected.

[0123] In some optional embodiments, the preset track constraints include at least one of a maximum track start, track shift limits, the original track design, line maintenance rules, historical records, and line design specifications. The track geometry adjustment to be verified includes at least one of the track start control value, track shift control value, and adjusted track geometry deviation. In this embodiment, by integrating design specifications, historical experience, real-time data, and other information, a multi-level safety net is established to ensure that the adjusted track meets design compliance requirements.

[0124] Example 2:

[0125] Based on the above embodiment, this embodiment provides a large-scale machine tamping data measuring device, including a data acquisition module and a computing center. The data acquisition module is used to obtain track status data, and the track status data includes thickness data of the elastic pad under the rail, track geometric dimensions, spacing between adjacent lines, and absolute three-dimensional coordinates of the track; the computing center is used to execute the large-scale machine tamping data processing method described in the above embodiment based on the track status data.

[0126] Specifically, if Figure 2 As shown, the data acquisition module includes:

[0127] An encoder for obtaining mileage information A of the large machine tamping data measuring device;

[0128] an inclinometer, for obtaining horizontal data B of the track geometry;

[0129] A 3D camera is used to obtain thickness data C of the elastic cushion under the rail;

[0130] A gyroscope, used to obtain height data D1 and track direction data D2 of the track geometry;

[0131] A satellite positioning module, configured to obtain the absolute three-dimensional coordinates E of the orbit;

[0132] A displacement sensor, used to obtain the track gauge data F in the track geometric dimensions;

[0133] The laser radar is used to obtain the distance G between adjacent lines.

[0134] like Figure 4 As shown, the preset track restriction condition H includes equipment inventory data, technical standards or other parameter requirements corresponding to specifications.

[0135] The flowchart of the method for processing large-scale tamping data in this embodiment is as follows: Figure 3 As shown, specifically including:

[0136] (1) Using data C to correct data D1; using G, a preset limit cutoff, and D2, generating a trajectory correction control variable I. The specific correction process is similar to that in the above-mentioned embodiment 1 and will not be described here in detail to avoid repetition.

[0137] (2) Using data A, B, F and the corrected D1, correct data E;

[0138] (3) Using data H and the corrected data E, generate the required operation plan J and the corresponding track geometry adjustment K

[0139] (4) Adjustment verification: The track geometry adjustment K is compared with the various requirements in the data H. If the requirements of H are met, then the plan J is the final plan. If the requirements of H are not met, K is adjusted and re-entered into the calculation process to obtain a new operation plan J1 and a new track geometry adjustment K1. The verification is repeated until the data K meets the requirements of H.

[0140] Example 3:

[0141] Another embodiment of the present application relates to a processing device for large-scale tamping data. The implementation details of the processing device for large-scale tamping data of this embodiment are specifically described below. The following content is only for the convenience of understanding the implementation details, and is not necessary for the implementation of this solution. The schematic diagram of the processing device for large-scale tamping data of this embodiment can be as follows: Figure 6 As shown, it includes a track state data acquisition module 610, a first correction module 620, a second correction module 630, a measured line shape generation module 640, a desired line shape generation module 650 and an adjustment amount generation module 660.

[0142] Track state data acquisition module 610, used to acquire track state data, the track state data including thickness data of the elastic pad under the rail, track geometry data, spacing between adjacent lines and absolute three-dimensional coordinates of the track;

[0143] A first correction module 620 is configured to correct the height data in the track geometry using the thickness data, and generate a track correction control value using the spacing between adjacent lines, a preset limit value, and the track geometry data in the track geometry;

[0144] The second correction module 630 is configured to correct the absolute three-dimensional coordinates of the track using the mileage information of the target large-scale tamping data measuring device, the horizontal data of the track geometric dimensions, the track gauge, the corrected height data, and the track direction correction control value;

[0145] A measured line shape generating module 640 is configured to obtain a measured line shape based on the corrected absolute three-dimensional coordinates of the track;

[0146] The desired alignment generation module 650 is configured to generate the desired alignment based on the corrected absolute three-dimensional track coordinates and railway design data, wherein the railway design data includes design specifications and historical record data;

[0147] The adjustment value generation module 660 is configured to calculate the track geometry adjustment value based on the difference between the desired alignment and the measured alignment.

[0148] It is worth mentioning that all modules involved in this embodiment are logical modules. In actual applications, a logical unit can be a physical unit, a part of a physical unit, or a combination of multiple physical units. In addition, to highlight the innovation of this application, this embodiment does not include units that are not closely related to solving the technical problem proposed by this application. However, this does not mean that other units do not exist in this embodiment.

[0149] In some optional embodiments, the first correction module includes:

[0150] a track shifting control value calculation unit, configured to obtain a track shifting control value according to a difference between the limit value and the distance between adjacent lines;

[0151] The track direction correction control amount calculation unit is used to generate the track direction correction control amount based on the track shifting control amount and the track direction data in the track geometric dimensions.

[0152] In some optional embodiments, the second correction module includes:

[0153] Theoretical coordinate determination unit, used to determine the theoretical coordinates (x0, y0, z0) of the current operating point based on the satellite positioning module;

[0154] a theoretical coordinate correction unit, configured to correct x0 using the mileage information of the target large-scale tamping data measuring device, correct y0 using the track gauge data and the track direction correction control amount, and correct z0 using the horizontal data in the track geometric dimensions and the corrected height data, to obtain the corrected theoretical coordinates;

[0155] The weighted calculation unit is used to perform weighted calculation on the absolute three-dimensional coordinates of the track and the corrected theoretical coordinates to obtain the corrected absolute three-dimensional coordinates of the track.

[0156] In some optional embodiments, the apparatus for processing large-scale tamping data further includes:

[0157] A verification module, configured to compare and verify whether the track geometry adjustment amount is correct based on the requirements of preset track restriction conditions;

[0158] an adjustment module, configured to correct the track geometry adjustment amount if a verification error occurs, and recalculate and verify the track geometry adjustment amount until the track constraint condition is satisfied;

[0159] An operation plan output module is used to output a tamping operation plan based on the corrected track geometry adjustment amount.

[0160] Example 4:

[0161] Another embodiment of the present application relates to a large-scale tamping vehicle, including the above-mentioned large-scale tamping data measuring device. Its system structure is as follows Figure 5 The system comprises: at least one processor; and a memory in communication with the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the method for processing large-scale tamping data in each of the above-mentioned embodiments.

[0162] The memory and processor are connected using a bus, which can include any number of interconnected buses and bridges. The bus connects various circuits of one or more processors and memories. The bus can also connect various other circuits such as peripheral devices, voltage regulators, and power management circuits. These are all well known in the art and are therefore not described further herein. The bus interface provides an interface between the bus and the transceiver. The transceiver can be a single component or multiple components, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by the processor is transmitted over a wireless medium via an antenna. Furthermore, the antenna receives data and transmits it to the processor.

[0163] The processor is responsible for managing the bus and general processing, and can also provide various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory can be used to store data used by the processor when performing operations.

[0164] Embodiment 5:

[0165] Another embodiment of the present application relates to a computer-readable storage medium storing a computer program, which implements the above method embodiment when executed by a processor.

[0166] That is, those skilled in the art will understand that all or part of the steps in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a program, which is stored in a storage medium and includes a number of instructions for causing a device (which may be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of the methods described in each embodiment of the present application. The aforementioned storage medium includes: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc., various media that can store program code.

[0167] Those skilled in the art will appreciate that the above embodiments are specific embodiments for implementing the present application, and that in actual applications, various changes may be made thereto in form and detail without departing from the spirit and scope of the present application.

Claims

1. A method for processing large-scale tamping data, characterized in that: include: Acquiring track status data, including thickness data of the elastic pad under the rail, track geometry, spacing between adjacent lines, and absolute three-dimensional coordinates of the track; Using the thickness data to correct the height data in the track geometric dimensions, and using the adjacent line spacing, the preset limit value and the track direction data in the track geometric dimensions to generate a track direction correction control value; The absolute three-dimensional coordinates of the track are corrected using the mileage information of the target large-scale machine tamping data measuring device, the horizontal data of the track geometric dimensions, the track gauge, the corrected height data and the track direction correction control amount; Obtaining a measured line shape based on the corrected absolute three-dimensional coordinates of the track; generating a desired alignment based on the corrected absolute three-dimensional coordinates of the track in combination with railway design data, wherein the railway design data includes design specifications and historical record data; The track geometry adjustment amount is calculated based on the difference between the expected alignment and the measured alignment.

2. The method for processing large-scale tamping data according to claim 1, characterized in that: The generating of the track direction correction control amount by utilizing the adjacent line spacing, the preset limit value and the track direction data in the track geometric dimensions includes: Obtaining a track shifting control amount according to a difference between the limit value and the distance between adjacent lines; The track direction correction control amount is generated based on the track shifting control amount and the track direction data in the track geometric dimensions.

3. The method for processing large-scale tamping data according to claim 1, characterized in that: The method of correcting the absolute three-dimensional coordinates of the track by using the mileage information of the target large-scale tamping data measuring device, the horizontal data of the track geometric dimensions, the track gauge, the corrected height data and the track direction correction control amount includes: Determine the theoretical coordinates (x0, y0, z0) of the current operating point based on the satellite positioning module; Using the mileage information of the target large-scale machine tamping data measuring device, x0 is corrected, using the track gauge data and the track direction correction control amount, y0 is corrected, and using the horizontal data in the track geometric dimensions and the corrected height data, z0 is corrected to obtain the corrected theoretical coordinates; A weighted calculation is performed on the absolute three-dimensional coordinates of the track and the corrected theoretical coordinates to obtain the corrected absolute three-dimensional coordinates of the track.

4. The method for processing large-scale tamping data according to any one of claims 1 to 3, characterized in that: After the track geometry adjustment amount is obtained by calculation, the method further includes: Comparing and verifying whether the track geometry adjustment amount is correct based on the requirements of the preset track constraint conditions; If the track geometry adjustment amount is incorrectly verified, the track geometry adjustment amount is corrected and recalculated and verified until the track constraint condition is satisfied; A tamping operation plan is output based on the corrected track geometry adjustment amount.

5. The method for processing large-scale tamping data according to claim 4 is characterized in that: The preset track restriction conditions include at least one of the maximum track starting amount, track shifting amount limit, original track design plan, line maintenance rules, historical ledger data and line design specifications, and the verified track geometry state adjustment amount includes at least one of the track starting control amount, track shifting control amount and adjusted track geometry deviation.

6. A large machine tamping data measuring device, characterized in that: Including data acquisition module and computing center, The data acquisition module is used to acquire track status data, which includes thickness data of the elastic pad under the rail, track geometry, spacing between adjacent lines, and absolute three-dimensional coordinates of the track; The computing center is used to execute the large-scale machine tamping data processing method according to any one of claims 1 to 5 based on the track status data.

7. The large machine tamping data measuring device according to claim 6, characterized in that: The data acquisition module includes: An encoder for obtaining mileage information of the large-scale machine tamping data measuring device; an inclinometer for obtaining horizontal data of the track geometry; A 3D camera is used to obtain thickness data of the elastic cushion under the rail; A gyroscope, for obtaining altitude data and track direction data of the track geometry; A satellite positioning module, configured to obtain the absolute three-dimensional coordinates of the orbit; Displacement sensor for obtaining track gauge data from the track geometry The laser radar is used to obtain the distance between adjacent lines.

8. A large tamping vehicle, characterized in that: It includes the large machine tamping data measuring device as described in claim 6 or 7.

9. A device for processing large-scale tamping data, characterized in that: include: Track state data acquisition module, used to acquire track state data, the track state data including thickness data of the elastic pad under the rail, track geometric dimension data, spacing between adjacent lines and absolute three-dimensional coordinates of the track; A first correction module is configured to correct the height data in the track geometric dimensions using the thickness data, and generate a track direction correction control value using the adjacent line spacing, a preset limit value, and the track direction data in the track geometric dimensions; The second correction module is used to correct the absolute three-dimensional coordinates of the track using the mileage information of the target large-scale tamping data measuring device, the horizontal data of the track geometric dimensions, the track gauge, the corrected height data and the track direction correction control amount; A measured line shape generation module, configured to obtain a measured line shape based on the corrected absolute three-dimensional coordinates of the track; a desired alignment generation module, configured to generate a desired alignment based on the corrected absolute three-dimensional coordinates of the track and in combination with railway design data, wherein the railway design data includes design specifications and historical record data; The adjustment value generation module is used to calculate the track geometry state adjustment value according to the difference between the expected alignment and the measured alignment.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method for processing large-scale machine tamping data according to any one of claims 1 to 5 is implemented.

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