A method for track smoothness adjustment based on 3D coordinates and multi-wavelength technology

Abstract

This invention discloses a track smoothness adjustment method based on 3D coordinates and multi-wavelength technology, aiming to solve the problems of accumulated adjustment errors caused by reliance on approximate models in existing technologies, and low efficiency due to the inability to simultaneously handle long and short wave irregularities caused by the single wavelength. The method includes: acquiring the designed and measured three-dimensional coordinates of the track; directly calculating the lateral and vertical versine deviations for each wavelength based on the three-dimensional coordinates using the moving string method according to a preset wavelength list; directly correcting the three-dimensional coordinates using a predetermined proportion of these deviations as a correction amount; completing a single-round adjustment by traversing the wavelength list, and performing multiple rounds of iterative optimization based on the updated coordinates to achieve multi-wavelength gradient smoothness of the track's three-dimensional curve. This invention eliminates approximation errors at their source, significantly improving adjustment accuracy and linear continuity; it can simultaneously correct long and short wave irregularities in one go, greatly improving operational efficiency; and through iteration, it converges the deviations, meeting millimeter-level high smoothness standards, and has strong versatility.

Description

Technical Field

[0001] This invention relates to the field of railway track technology, and in particular to a method for adjusting track smoothness based on 3D coordinates and multi-wavelength technology. Background Technology

[0002] Track smoothness is crucial for ensuring the safety, comfort, and economy of train operation. Among these, lateral (track alignment) and vertical (rail alignment) smoothness are two key indicators, forming the geometric basis of wheel-rail contact and being the primary cause of wheel-rail dynamic interactions. Track alignment deviations or abrupt changes in verticality lead to stress concentration, causing train vibration and swerving instability, affecting not only comfort and accelerating component wear but also threatening operational safety. Therefore, industry standards are constantly tightening. For example, high-speed ballastless tracks are required to have lateral and vertical deviations of no more than 2 millimeters over a 10-meter chord length, with stringent requirements for both long-wave (≥30 meters) and short-wave (10 meters, 20 meters) smoothness. Millimeter-level deviations are amplified at high speeds, making high smoothness a core technological bottleneck for high-speed rail.

[0003] Maintaining smoothness during construction and operation is challenging. Construction errors, foundation deformation, wheel and rail wear during operation, changes in the condition of the track bed and fasteners, and environmental loads can all lead to deviations that accumulate, resulting in dynamic irregularities that are extremely difficult to control. Current mainstream adjustment methods are based on point-by-point adjustments using fixed-wavelength alignment and elevation data, which have two inherent drawbacks: First, the approximate model of "single-point adjustment amount superimposed with half the amount of adjacent points" is used to simulate the coupling effect between points, which introduces fundamental errors, and these errors accumulate with iterations, making it difficult to achieve millimeter-level precision control. Second, the wavelength coverage is limited, making it impossible to simultaneously process long-wavelength and short-wavelength irregularities, requiring multiple operations, which is inefficient and prone to secondary deviations. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies by proposing a method for adjusting track smoothness based on three-dimensional coordinates and multi-wavelength technology.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A method for adjusting track smoothness based on three-dimensional coordinates and multi-wavelength technology includes the following steps:

[0007] S1. Obtain the three-dimensional coordinate data of the track carrying mileage markers. The coordinate data includes the designed three-dimensional coordinates of the track and the measured three-dimensional coordinates.

[0008] S2. Determine the current wavelength according to the preset wavelength list, set the adjustment parameters, and use the chord method to calculate the lateral and vertical versine deviations of the track under the current wavelength based on the design three-dimensional coordinates and the measured three-dimensional coordinates.

[0009] S3. The measured three-dimensional coordinates of S1 are corrected by using a predetermined proportion of the versine deviation parameter as a correction adjustment amount, and the measured three-dimensional coordinates of S1 are corrected by using the correction adjustment amount to obtain the corrected measured three-dimensional coordinates. S4. Switch to the next calculation wavelength according to the wavelength list order, and repeat steps S2 to S3 until all wavelengths in the wavelength list have been traversed and their coordinates corrected, thus completing a single round of simulation adjustment.

[0010] S5. If the preset total number of simulation adjustment rounds is greater than 1, the measured three-dimensional coordinates corrected in this round will be used as the measured three-dimensional coordinates for the next round of iteration. The process will start again from step S2, traversing the wavelength list for iterative adjustment until the preset total number of rounds is reached, thereby achieving multi-wavelength combination gradient smoothing optimization of the orbital three-dimensional space curve.

[0011] Preferably, the specific process of calculating the trajectory and elevation using the moving string method is as follows: taking the current calculation wavelength as the fixed chord length, symmetrically selecting the three-dimensional coordinates of the front and rear chord endpoints with the measurement point mileage as the center, and calculating the theoretical coordinates of the midpoint of the chord; the trajectory is the difference between the measured lateral coordinate of the measurement point and the lateral coordinate of the midpoint of the chord, and the elevation is the difference between the measured vertical coordinate of the measurement point and the vertical coordinate of the midpoint of the chord.

[0012] Preferably, the preset wavelength list includes short-wave wavelengths and long-wave wavelengths, wherein the short-wave wavelengths are below 30m, including 10m and 20m, and the long-wave wavelengths are 30m and above.

[0013] Preferably, the correction adjustment amount is directly applied to the three-dimensional coordinate curve of the track, and the lateral deviation parameter and vertical deviation parameter are calculated and generated synchronously in real time with the correction of the three-dimensional coordinate.

[0014] Preferably, after each round of simulation adjustment is completed, the corrected measured three-dimensional coordinates are used as the measured three-dimensional coordinates for the next round of iteration, so that the track smoothness deviation gradually converges with each iteration.

[0015] A system for adjusting track smoothness based on three-dimensional coordinates and multi-wavelength technology includes the following modules:

[0016] The data input module is used to acquire and input the designed three-dimensional coordinates and measured three-dimensional coordinates of the track carrying mileage markers.

[0017] The versine calculation module is used to select the calculation wavelength based on the preset wavelength list and use the moving string method to calculate the orbital versine and elevation versine of the orbit at each wavelength.

[0018] The coordinate correction module is used to generate correction adjustments based on 50% of the lateral deviation parameters and vertical deviation parameters, and to correct the measured three-dimensional coordinates of the track.

[0019] The iterative control module is used to control the traversal of the wavelength list and multiple rounds of loop iteration, and output the optimized orbital three-dimensional coordinates.

[0020] The beneficial effects of this invention are as follows:

[0021] This invention abandons the traditional indirect processing mode of track alignment and elevation, and uses three-dimensional coordinates as the direct adjustment object to eliminate approximation errors at the source, thereby improving the accuracy of track alignment control during tamping operations. A single operation can complete smoothing processing of multiple wavelengths (70m, 30m, 20m, and 10m) without the need for multiple calculations and repeated tamping, significantly improving operational efficiency. After two rounds of iterative convergence, the track alignment and elevation smoothness deviations are controlled within 1mm, meeting the smoothness control standards for tamping operations on ballasted tracks in conventional railways. The adjusted track spatial alignment is continuous and smooth, effectively improving the stress state of the track bed, reducing the incidence of ballasted track defects, and enhancing driving safety and comfort. Attached Figure Description

[0022] Figure 1 This is a flowchart of the track smoothness adjustment method of the present invention;

[0023] Figure 2 This is a schematic diagram of the versine of a single point in the track smoothness adjustment method of the present invention.

[0024] Figure 3 This is a schematic diagram illustrating the calculation of the single-point versine using the moving chord method in the track smoothness adjustment method of the present invention;

[0025] Figure 4 This shows the deviation changes at wavelengths of 70m, 30m, 20m, and 10m before and after vertical adjustment of the track smoothness adjustment method of the present invention;

[0026] Figure 5 This shows the deviation changes at wavelengths of 70m, 30m, 20m, and 10m before and after the lateral adjustment of the track smoothness adjustment method of the present invention. Detailed Implementation

[0027] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0028] Reference Figure 1-5 An embodiment of a track smoothness adjustment method based on three-dimensional coordinates and multi-wavelength technology includes the following steps:

[0029] S1 Acquire Track Data: Prepare the track data to be processed, namely, a three-dimensional coordinate array of the track with mileage information, which includes mileage, designed three-dimensional coordinates (east, north, altitude) and measured three-dimensional coordinates (east, north, altitude). The measured three-dimensional coordinates are:

[0030] S2 Lateral Adjustment: Extract the mileage, measured east coordinates, measured north coordinates, design east coordinates, and design north coordinates from the track data as the basis for subsequent calculations.

[0031] The first step is to set the lateral adjustment parameters: Based on the track smoothness requirements, set the wavelength types that need to be considered laterally, i.e., the lateral wavelength list, and also set the number of iterations required for lateral adjustment.

[0032] The second step is to determine the current chord length type: according to the list of transverse wavelengths, determine the current smooth wavelength type in sequence.

[0033] The third step is to use the measured east and north coordinates of the track as the initial "first coordinates". Then, based on the current wavelength, the first coordinates, and the designed east and north coordinates of the track, the lateral versine deviation (orbital orientation) of all mileage points is calculated.

[0034] The fourth step is to calculate the lateral adjustment: for each mileage point, 50% of the lateral versine deviation obtained in the corresponding mileage point in the third step is used as the lateral adjustment for that point. This process is repeated for all mileage points to calculate the lateral adjustment, which forms the lateral adjustment plan for this smoothing operation.

[0035] Fifth step, update the east and north coordinates: Based on the lateral adjustment amount obtained in the fourth step, combined with the azimuth of the line at the mileage point, calculate its adjustment components in the east and north directions, and superimpose these components onto the current track's east and north coordinates respectively, and update the "first coordinates" accordingly for subsequent calculations.

[0036] Step 6, Smooth single-round iteration: Based on the horizontal wavelength list, repeat steps 2 to 5 until all wavelengths in the wavelength list have been used, which marks the end of this round of iteration.

[0037] Step 7, repeat multiple iterations: Based on the number of horizontal iterations, repeat step 6. Each time an iteration ends and the next iteration begins, the wavelength selection restarts from the first wavelength in the wavelength list until the preset number of iterations is reached.

[0038] S3 Vertical Adjustment: The mileage, measured elevation, and design elevation data are extracted from the track data and used as the necessary basic data for subsequent vertical adjustments. This process is independent of the lateral adjustment process, does not affect each other, and is not sequential.

[0039] The first step is to set the vertical adjustment parameters: based on the track smoothness requirements, set the wavelength types that need to be considered vertically, i.e., the vertical wavelength list, and also set the number of iterations required for vertical adjustment.

[0040] The second step is to determine the current chord length type: according to the vertical wavelength list, determine the current smooth wavelength type in sequence.

[0041] The third step is to calculate the vertical versine deviation (elevation / lower elevation): The measured elevation of the track is used as the initial "first elevation," and the track design elevation is used as the second elevation. Then, based on the current wavelength, the first elevation, and the track design elevation, the vertical versine deviation (elevation / lower elevation) of all mileage points is calculated.

[0042] The fourth step is to calculate the vertical adjustment: for each mileage point, 50% of the vertical versine deviation obtained in the third step is used as the vertical adjustment amount for that point, with the sign of the value opposite to that of the vertical versine deviation, and the adjustment direction opposite to the deviation direction. This process is repeated to calculate the vertical adjustment amount for all mileage points, which forms the vertical adjustment scheme for this smoothing operation.

[0043] Fifth step, update the elevation of the coordinates: The vertical adjustment amount of each mileage point calculated in the fourth step is directly superimposed on the current elevation value of that point, and the corresponding "first elevation" is updated for subsequent calculations.

[0044] Step 6, Single-round iteration smoothing: Based on the vertical wavelength list, repeat steps 2 to 5 until all wavelengths in the wavelength list have been used, which marks the end of this round of iteration smoothing.

[0045] Step 7, Repeat the iteration: Based on the number of vertical iterations, repeat step 6. Each time a round of iteration ends and the next round of iteration begins, the wavelength selection starts again from the first wavelength in the wavelength list, until the number of iterations reaches the preset number of iterations.

[0046] S4 Adjustment Complete: After all lateral and vertical adjustments are completed, the obtained east and north coordinates and elevation of the track are the simulated adjusted measured three-dimensional coordinates. Simultaneously, by summing the adjustment amounts generated in all steps throughout the entire adjustment process at each mileage point, a complete simulation adjustment scheme from the initial measured coordinates to the simulated measured three-dimensional coordinates can be obtained.

[0047] Among them, the latest orbital orientation (lateral versine deviation) and the latest elevation (vertical versine deviation) are calculated in real time using three-dimensional coordinates. The adjustment amount is directly applied to the three-dimensional coordinate curve, skipping the indirect transformation method that relies on approximate models. This eliminates the inherent approximation error from the source and prevents the accumulation of error in iteration, thereby achieving a significant improvement in the accuracy of orbital geometry adjustment.

[0048] By employing a holistic correction method based on three-dimensional coordinate curves, the continuity of the track spatial alignment is fundamentally guaranteed, effectively avoiding local abrupt changes, thereby optimizing wheel-rail dynamic response and improving driving safety and comfort. Furthermore, through the sequential traversal mechanism of the wavelength list, long-wavelength and short-wavelength irregularities can be processed simultaneously in one go, achieving multi-wavelength gradient smoothing. This not only significantly improves adjustment efficiency but also avoids secondary deviations that may occur with multiple adjustments. In addition, the iterative strategy based on updating measured coordinates after each adjustment allows smoothing deviations to gradually converge, achieving a refined smoothing effect. The flexible configurability of the wavelength list and the number of iterations enables it to be widely adapted to smoothing standards for different types of railways, demonstrating strong versatility and engineering practicality.

[0049] Track mileage: It is obtained by superimposing or subtracting the length of the track space curve from the initial mileage value. The superposition or subtraction depends on whether the measurement direction is consistent with the track mileage direction. If they are consistent, the values ​​are superimposed and the sign is positive; otherwise, the values ​​are subtracted and the sign is negative.

[0050] Track alignment and elevation: Track alignment is the difference between the measured lateral versus and the designed lateral versus. The measured lateral versus is calculated using a moving chord method based on a two-dimensional curve composed of the east and north of the measured track's three-dimensional coordinates, according to a predetermined chord length. The designed lateral versus is calculated using a moving chord method based on a two-dimensional curve composed of the east and north of the designed track's three-dimensional coordinates, according to a predetermined chord length.

[0051] The elevation difference is the difference between the measured vertical versine and the designed vertical versine. The measured vertical versine is calculated using a moving chord method based on a two-dimensional curve composed of the mileage and elevation of the measured track's three-dimensional coordinates, according to a predetermined chord length. The designed vertical versine is calculated using a moving chord method based on a two-dimensional curve composed of the mileage and elevation of the designed track's three-dimensional coordinates, according to a predetermined chord length.

[0052] Moving chord (moving chord method) calculation of versine and versine deviation: The versine is a core geometric indicator for evaluating the circularity and vertical smoothness of the track. Physically, it is the versine of a fixed-length chord connecting its two endpoints along the longitudinal direction of the track, where the perpendicular distance from the midpoint of the chord to the actual track alignment is the versine at that location. Lateral versine deviation: reflects the lateral smoothness deviation of the rail. Vertical versine deviation: reflects the vertical smoothness deviation of the rail.

[0053] The solution for the moving chord sine in this embodiment follows a strict spatial geometric relationship throughout the calculation process, as follows:

[0054] refer to Figure 2 , Figure 3 The moving string is a calculation method where the string length is fixed and the string line moves continuously point by point along the track mileage: the string length parameter remains unchanged, and the starting point and ending point of the string line slide forward continuously with the mileage. The versine is calculated once for each measurement point moved. Figure 3This is a schematic diagram for calculating the versine of a single point based on the horizontal or vertical versine.

[0055] Step 1: Determine the calculation benchmark and chord length: Set a fixed chord length L corresponding to the target evaluation wavelength, and use the track mileage as the longitudinal benchmark to traverse the three-dimensional coordinate points of the track.

[0056] Step 2: Locate the coordinates of the two endpoints of the moving chord

[0057] For the current measurement point, two symmetrical endpoints are selected based on the chord length L:

[0058] Front chord point: Mileage = current measuring point mileage − L / 2, corresponding to three-dimensional coordinates P1( , , ); Back chord point: Mileage = current measuring point mileage + L / 2, corresponding to three-dimensional coordinates P2( , , );

[0059] The string length is strictly controlled by the mileage to ensure that the length of the moving string is always equal to the string length corresponding to the set wavelength.

[0060] Step 3: Calculate the theoretical coordinates of the midpoint of the chord: The chord P1P2 is a straight line, and the theoretical coordinates of its midpoint Pm are the arithmetic mean of the coordinates of its two endpoints.

[0061]

[0062] The midpoint Pm mileage is consistent with the currently calculated measurement point mileage and is the geometric center of the chord.

[0063] Step 4: Calculate the versine value: The versine is the perpendicular distance from the actual measured point coordinates on the track to the midpoint of the chord in the evaluation direction.

[0064] Lateral versine deviation (lateral smoothness): This reflects the lateral deviation of the trajectory from the ideal straight line / circular curve; vertical versine deviation (vertical smoothness): This reflects the vertical deviation between the elevation and the ideal alignment.

[0065] Step 5: Continuous movement of the chord line and calculation of the versine of the whole segment: Keep the chord length L constant, move the front chord point and the back chord point continuously along the mileage, traverse all measuring points of the whole line, calculate the versine point by point, and finally obtain the track direction / elevation versine sequence of the whole line, which is continuous and without discontinuity.

[0066] The core features of the moving string method are: ① Fixed chord length and continuous measurement points: no segmented blind spots, complete coverage of the entire line smoothness; ② Pure spatial geometric calculation: the versine is directly calculated from the three-dimensional coordinates, without empirical formulas or approximate models; ③ Multi-wavelength compatibility: changing the chord length L can correspond to different wavelengths (long waves / short waves) without changing the algorithm; ④ Real-time binding with three-dimensional coordinates: coordinate updates and versine updates synchronously, without conversion lag or error.

[0067] Track 3D Coordinate Update: This technology achieves precise updates to the track's 3D coordinates. Specifically, it calculates the east and north coordinate adjustment components by decomposing the lateral adjustment amount corresponding to the track orientation, and then directly updates the elevation by combining the vertical adjustment amount corresponding to the elevation. The entire process is based on rigorous derivation of spatial geometric relationships without any approximations, ensuring that the adjustment accuracy meets the track geometric alignment control requirements. The specific technical details are as follows:

[0068] The azimuth angle of the track at the track measuring point (unit: radians) is obtained by solving the three-dimensional coordinates of the track design. Its core function is to characterize the longitudinal direction of the track. The calculation process strictly follows the design specifications of the track horizontal and vertical sections to ensure complete consistency with the actual track direction. It is a key parameter for the decomposition of the lateral adjustment direction.

[0069] Lateral adjustment amount (unit: mm) is calculated from the track alignment deviation parameter. The correlation rule between its value and the track alignment deviation parameter can be flexibly set according to the actual track adjustment needs. Positive and negative values ​​clearly correspond to the adjustment direction - a positive value indicates that the track is adjusted to the right side of the line, and a negative value indicates that the track is adjusted to the left side of the line, which directly corresponds to the track alignment smoothness correction needs.

[0070] Vertical adjustment amount (unit: mm) is calculated from the track elevation deviation parameter. The correlation rule between its value and the elevation deviation parameter can be flexibly set according to the actual track adjustment requirements. Positive and negative values ​​clearly correspond to the adjustment direction - a positive value indicates that the track is vertically raised, and a negative value indicates that the track is vertically lowered, which directly corresponds to the elevation smoothness correction requirements.

[0071] , , The measured three-dimensional coordinates of the track measuring points before adjustment, where E0 is the east coordinate, N0 is the north coordinate, and H0 is the elevation, are all collected by the track geometry detection equipment and obtained after accuracy verification. They are the basic original data for coordinate updates.

[0072] , , The updated 3D coordinates of the track measuring points after adjustment serve as the core basic data for subsequent track smoothness adjustments or on-site operations, ensuring that the adjusted track alignment meets design requirements.

[0073] , Horizontal adjustment amount The components in the east and north directions (unit: mm) have the core function of converting the lateral track adjustment amount into the coordinate adjustment amount in the plane rectangular coordinate system, ensuring that the adjustment direction is strictly perpendicular to the longitudinal direction of the line, and avoiding track alignment deviation due to directional deviation.

[0074] The core principle of coordinate updates is explained in two parts: horizontal and vertical, both of which are tailored to the actual needs of track smoothness adjustment.

[0075] The core requirement for track lateral adjustment (corresponding to alignment correction) is that the adjustment direction must be strictly perpendicular to the longitudinal direction of the track. If the lateral adjustment amount is directly increased... Applying this adjustment to the east and north coordinates will cause the adjustment direction to deviate from the track alignment, resulting in additional track alignment deviations. Since the east and north coordinates are in a Cartesian coordinate system, they cannot directly receive lateral adjustment amounts. Therefore, it is necessary to use the line azimuth angle. , adjust the horizontal amount Decomposed into components in the east and north directions ( , Then, the two components are superimposed on the original east and north coordinates to achieve accurate updates of the plane coordinates and ensure that the track alignment adjustment meets the design requirements.

[0076] Vertical adjustment of the track (corresponding to elevation correction) does not require directional decomposition, primarily because of the amount of vertical adjustment. It directly reflects the change in track elevation and is unrelated to plane coordinates (east and north coordinates). It is directly superimposed onto the elevation before adjustment. This allows for elevation updates, ensuring that elevation adjustments accurately correspond to the actual track smoothness requirements, simplifying calculation logic while maintaining adjustment accuracy.

[0077] Complete Coordinate Update Equations: Based on the above parameter definitions and update principles, and combining the geometric relationship between the Cartesian coordinate system and the track azimuth, complete update equations for the east coordinates, north coordinates, and elevation are rigorously derived. All equations are free of approximations, ensuring that the calculation accuracy meets the technical requirements for track adjustment and facilitating review by auditors to verify the derivation logic and calculation accuracy.

[0078] Directional component decomposition equation of lateral adjustment amount: lateral adjustment amount In order to update the plane coordinates, it needs to be decomposed into east and north components. The decomposition equation is as follows: and In the formula , For the azimuth angle of the line The corresponding trigonometric function values are determined by the specific values of the azimuth angle. The core purpose is to ensure that , The synthesis direction is perpendicular to the longitudinal direction of the line, fully matching the direction requirements of track alignment adjustment, and avoiding deviation in the adjustment direction.

[0079] East coordinate update equation: Add the eastward component to the east coordinate before adjustment , and the updated east coordinate can be obtained. The equation is as follows: ; North coordinate update equation: Add the northward component to the north coordinate before adjustment , and the updated north coordinate can be obtained. The equation is as follows: .

[0080] Elevation update equation: Add the vertical adjustment amount to the elevation before adjustment , and the updated elevation can be obtained. The equation is as follows: .

[0081] The coordinate update execution process steps are as follows:

[0082] 1) Parameter acquisition: First, obtain the measured three-dimensional coordinates of the track measurement point before adjustment ( , , ), the line azimuth angle of this measurement point, calculate the obtained lateral adjustment amount and vertical adjustment amount . All parameters need to be verified for accuracy to ensure the data is accurate and error-free;

[0083] 2) Component decomposition: Substitute the obtained lateral adjustment amount into the above lateral adjustment amount direction component decomposition equation to calculate the eastward adjustment component and northward adjustment component ;

[0084] 3) Coordinate superposition: Respectively add , to the east coordinate and north coordinate before adjustment to calculate the updated east coordinate and north coordinate ; At the same time, add the vertical adjustment amount to the elevation before adjustment to calculate the updated elevation , completing the full coordinate update;

[0085] 4) Accuracy verification: Verify the updated 3D coordinates ( , , Accuracy verification is performed to confirm that the adjustment amount conforms to the track geometry control standard, avoiding adjustments beyond the range. After verification, the coordinates can be used as the basis data for subsequent track smoothness adjustments or on-site operations, ensuring the reliability of technology implementation.

[0086] This application can be directly applied to various track smoothness adjustment scenarios. Through precise coordinate updates, it achieves real-time correspondence between track orientation, elevation adjustment amount and track three-dimensional coordinates, providing core technical support for the refined control of track geometry. Its logic is rigorous and its calculations are accurate, meeting the dual needs of patent technology protection and practical engineering applications.

[0087] This invention is applied to tamping operations on ballasted track sections of conventional railways, specifically between K348+900 and K354+100. The specific implementation steps are as follows:

[0088] Basic Data Acquisition: Acquire the three-dimensional spatial coordinate data of the track centerline within this section of the line, which carries mileage markers. The coordinate data includes: Designed three-dimensional coordinates of the track centerline: generated from the line's horizontal and vertical profile design files, including lateral coordinates, mileage coordinates, and vertical coordinates; and measured three-dimensional coordinates of the track centerline: collected by a track inspection vehicle or track geometry measuring instrument, corresponding one-to-one with the design coordinates and possessing continuous mileage information. The three-dimensional coordinates of the track centerline are the original representation data of the track's spatial alignment; track orientation and elevation deviations are calculated and generated in real time from these three-dimensional coordinates.

[0089] Simulation Adjustment Parameter Initialization: Set the control parameters for this simulation adjustment: Wavelength List: Configured according to the principle of prioritizing long waves and gradually refining the gradient smoothness, in the following order: 70m, 35m, 20m, 10m; among them, 70m and 35m are long wave wavelengths of 30m and above, used to correct the overall long wave alignment deviation of the line; 20m and 10m are short wave wavelengths below 30m, used to correct local short wave irregularities in the tamping operation section.

[0090] Simulation adjustment total rounds: set to 3 rounds to achieve gradual convergence of smoothness deviation.

[0091] Adjustment rule: Use 50% of the orbital deviation parameter and the elevation deviation parameter as the coordinate correction adjustment amount.

[0092] The first round of multi-wavelength gradient simulation adjustment: following the wavelength list in the order of 70m→35m→20m→10m, the dynamic chord versine calculation and three-dimensional coordinate correction are performed sequentially using each wavelength:

[0093] 1) Calculations are performed using the current wavelength of 70m: The orbital versine and elevation versine are solved using the moving chord method: Taking the current measuring point mileage as the center, a chord line of 70m length is formed by cutting 35m before and after the current mileage, obtaining the three-dimensional coordinates of the two ends of the chord line, and calculating the theoretical coordinates of the midpoint of the chord line; the orbital versine is the difference between the measured lateral coordinates of the measuring point and the lateral coordinates of the midpoint of the chord line, and the elevation versine is the difference between the measured vertical coordinates of the measuring point and the vertical coordinates of the midpoint of the chord line; based on the versine, the orbital deviation parameters and elevation deviation parameters are obtained, and 50% of them are taken as the adjustment amount to directly correct the measured three-dimensional coordinates, generating the first round of 70m wavelength corrected three-dimensional coordinates.

[0094] 2) Switch wavelengths sequentially to 35m, 20m, and 10m: Keep the calculation logic unchanged, and repeat the above steps sequentially using wavelengths of 30m, 20m, and 10m: calculate the corresponding wavelength versine of the moving chord → obtain the deviation parameter → take 50% as the adjustment amount → correct the three-dimensional coordinates; after each wavelength correction is completed, use the three-dimensional coordinates updated by the previous wavelength as the basis data for the current wavelength calculation.

[0095] 3) First round of adjustment completed: When all wavelengths in the wavelength list of 70m, 35m, 20m and 10m have been traversed, the first round of simulation adjustment ends. The final updated three-dimensional coordinates of this round are used as the measured three-dimensional coordinates for the second round of iteration.

[0096] This invention abandons the traditional indirect processing mode of track alignment and elevation, and uses three-dimensional coordinates as the direct adjustment object to eliminate approximation errors at the source, thereby improving the accuracy of track alignment control during tamping operations. A single operation can complete smoothing processing of multiple wavelengths (70m, 30m, 20m, and 10m) without the need for multiple calculations and repeated tamping, significantly improving operational efficiency. After two rounds of iterative convergence, the track alignment and elevation smoothness deviations are controlled within 1mm, meeting the smoothness control standards for tamping operations on ballasted tracks in conventional railways. The adjusted track spatial alignment is continuous and smooth, effectively improving the stress state of the track bed, reducing the incidence of ballasted track defects, and enhancing driving safety and comfort.

[0097] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A method for track regularity adjustment based on 3D coordinates and multi-wavelength technology, characterized in that, Includes the following steps: S1. Obtain the three-dimensional coordinate data of the track carrying mileage markers. The coordinate data includes the designed three-dimensional coordinates of the track and the measured three-dimensional coordinates. S2. Determine the current wavelength according to the preset wavelength list, set the adjustment parameters, and use the moving string method to calculate the lateral and vertical versine deviations of the track under the current wavelength based on the design three-dimensional coordinates and the measured three-dimensional coordinates. S3. The measured three-dimensional coordinates of S1 are corrected by using a predetermined proportion of the versine deviation parameter as a correction adjustment amount, and the measured three-dimensional coordinates of S1 are corrected by using the correction adjustment amount to obtain the corrected measured three-dimensional coordinates. S4. Switch to the next calculation wavelength according to the wavelength list order, and repeat steps S2 to S3 until all wavelengths in the wavelength list have been traversed and their coordinates corrected, thus completing a single round of simulation adjustment. S5. If the preset total number of simulation adjustment rounds is greater than 1, the measured 3D coordinates corrected in this round are used as the initial input values ​​for the next iteration. The process restarts from step S2, iterating through the wavelength list until the preset total number of rounds is reached, completing the transformation from initial measured 3D coordinates to simulated measured 3D coordinates. Simultaneously, the adjustment amounts generated in all steps throughout the entire adjustment process are accumulated at each mileage point to obtain the complete simulation adjustment scheme from initial measured coordinates to simulated measured 3D coordinates.

2. The track smoothness adjustment method based on 3D coordinates and multi-wavelength technology according to claim 1, characterized in that, Step S2 includes lateral adjustment and vertical adjustment. The lateral adjustment uses the east and north coordinates in the measured three-dimensional coordinates as the first coordinates and the east and north coordinates in the designed three-dimensional coordinates as the second coordinates. The lateral versine deviation of all mileage points is calculated to determine the lateral adjustment amount of each mileage point. Combined with the azimuth angle of each mileage point, the adjustment component is superimposed on the east and north directions of the first coordinate.

3. The track smoothness adjustment method based on 3D coordinates and multi-wavelength technology according to claim 2, characterized in that, The vertical adjustment uses the measured elevation in the three-dimensional coordinate system as the first elevation and the designed elevation in the three-dimensional coordinate system as the second elevation. It calculates the vertical versine deviation of all mileage points, determines the vertical adjustment amount for each mileage point, and adjusts the vertical adjustment amount in the opposite direction to the deviation direction. It then calculates the vertical adjustment amount for all mileage points and uses the vertical adjustment amount for each mileage point to correct the first elevation.

4. The track smoothness adjustment method based on 3D coordinates and multi-wavelength technology according to claim 1, characterized in that, In step S2, the calculation steps using the moving string method are as follows: Set a fixed chord length L corresponding to the target evaluation wavelength, and use the track mileage as the longitudinal reference to traverse the three-dimensional coordinate points of the track. For the current measurement point, extract the two symmetrical endpoints of the front chord according to the chord length L: Mileage = current measurement point mileage - L / 2, corresponding to three-dimensional coordinates P1 , , ); Back chord point: mileage = current measurement point mileage + L / 2, corresponding to three-dimensional coordinates P2 , , ); The string length is strictly controlled by the mileage to ensure that the length of the moving string is always equal to the string length corresponding to the set wavelength; Calculate the theoretical coordinates of the midpoint of a chord: If the chord P1P2 is a straight line, the theoretical coordinates of its midpoint Pm are the arithmetic mean of the coordinates of its two endpoints. The midpoint Pm mileage is consistent with the currently calculated measurement point mileage and is the geometric center of the chord. The lateral deflection of the geodesic: reflects the lateral deviation of the track from the ideal straight / circular curve, the vertical deflection of the geodesic: reflects the vertical deviation of the track from the ideal line shape. Keeping the chord length L constant, the front chord point and the back chord point are moved continuously along the mileage point by point, and all measuring points along the entire line are traversed. The versine is calculated point by point, and finally the entire line, continuous and uninterrupted track orientation / elevation versine sequence is obtained.

5. The track smoothness adjustment method based on 3D coordinates and multi-wavelength technology according to claim 1, characterized in that, The preset wavelength list includes short-wave wavelengths and long-wave wavelengths, where short-wave wavelengths are below 30m, including 10m and 20m, and long-wave wavelengths are 30m and above, and are traversed in order from long-wave to short-wave.

6. The track smoothness adjustment method based on 3D coordinates and multi-wavelength technology according to claim 1, characterized in that, The predetermined ratio is 50%.

7. The track smoothness adjustment method based on 3D coordinates and multi-wavelength technology according to claim 3, characterized in that, Horizontal and vertical adjustments can be set in parallel without affecting each other or in any order. 8.The track smoothness adjustment method based on 3D coordinates and multi-wavelength technology according to claim 1, wherein, The adjustment method also includes a coordinate update step: Obtaining the measured three-dimensional coordinates of the track measuring point before adjustment , , , the line azimuth of the measuring point , the calculated transverse adjustment amount , the vertical adjustment amount ; The acquired lateral adjustment amount Substituting the lateral adjustment amount direction component decomposition equation And The east direction adjustment component is calculated And the north direction adjustment component In the formula , The line azimuth angle The corresponding trigonometric value; Respectively superimpose the east coordinate , before adjustment to the east coordinate , north coordinate , calculate the updated east coordinate , north coordinate ; at the same time, superimpose the vertical adjustment amount to the elevation before adjustment, calculate the updated elevation , complete the full coordinate update , , .

9. A system for applying the track smoothness adjustment method based on 3D coordinates and multi-wavelength technology according to any one of claims 1-8, characterized in that, Includes the following modules, The data input module is used to acquire and input the designed three-dimensional coordinates and measured three-dimensional coordinates of the track carrying mileage markers. The versine calculation module is used to select the calculation wavelength based on the preset wavelength list and use the moving string method to calculate the lateral and vertical versine deviations of the track at each wavelength. The coordinate correction module is used to generate correction adjustment amounts based on a certain proportion of the lateral and vertical versine deviations, and to correct the measured three-dimensional coordinates of the track. The iterative control module is used to control the traversal of the wavelength list and multiple rounds of loop iteration, and output the optimized orbital three-dimensional coordinates.

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