A continuous rigid frame bridge for seamless lines and its layout method

Abstract

The present invention provides a seamless line rigid frame bridge and its layout method, which relates to railway bridge technology, including a continuous rigid frame bridge system and a seamless track line. The continuous rigid frame bridge system is composed of at least one rigid frame bridge. Adjacent rigid frame bridges are connected by beam expansion joints. The rigid frame bridge includes a mutually fixed beam portion and a pier. The cross section of the pier is rectangular and the pier is a reinforced concrete structure. The seamless track line is laid on the continuous rigid frame bridge system. The beneficial effects of the present invention are: by setting up a continuous rigid frame bridge structure, a single-box single-chamber box beam with a prestressed concrete structure is adopted in the rigid frame bridge portion, and at the same time, the pier adopts a reinforced concrete structure with a rectangular cross section, thereby reducing the size of the bridge substructure, improving the rigidity, and saving materials. By establishing a bridge-track integrated model, different seamless line continuous rigid frame bridge design schemes are checked and calculated, and a continuous rigid frame bridge layout method and a fastener layout scheme are obtained, which solves the problem of seamless line adaptability of continuous rigid frame bridges.

Description

Technical Field

[0001] The present invention relates to the technical field of railway bridges, and in particular to a seamless line continuous rigid frame bridge and a layout method thereof. Background Art

[0002] Railways are important infrastructure related to the national economy and people's livelihood, and are the backbone of the comprehensive transportation system. By the end of 2021, the national railway operating mileage reached 150,000 kilometers, playing an important supporting role in economic and social development. Existing intercity railways are usually laid using a simply supported beam bridge system. The commonly used spans of simply supported beam bridges are 32m and 24m. The beam types include T-beams and box beams. The lower structure uses concrete solid piers, which have the disadvantages of large pier cross-sectional size and high concrete consumption. There is a need for a seamless line continuous rigid frame bridge and its layout method, which can reduce the beam height and pier size, reduce the amount of bridge concrete used, and solve the problem of seamless line adaptability to meet the layout requirements and landscape requirements of railway bridges in cities. Summary of the Invention

[0003] The purpose of the present invention is to provide a seamless track continuous rigid frame bridge and its layout method to improve the above problems. In order to achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0004] In the first aspect, the present application provides a seamless line continuous rigid frame bridge, including a continuous rigid frame bridge system and a seamless track line, wherein the continuous rigid frame bridge system is composed of at least one rigid frame bridge, and adjacent rigid frame bridges are connected by beam expansion joints, and the rigid frame bridge includes mutually fixed beam parts and piers, the cross-section of the piers is rectangular, and the piers are reinforced concrete structures; the seamless track line is laid on the continuous rigid frame bridge system.

[0005] In a second aspect, the present application also provides a method for arranging a continuous rigid frame bridge of a seamless line, comprising:

[0006] Obtaining design parameters, seamless track layout plans, and historical data, wherein the design parameters include track parameters, rail temperature parameters, vehicle parameters, fastener parameters, rail parameters, and rigid frame bridge parameters; the seamless track layout plan includes at least one seamless track fastener layout plan; and the historical data includes a set of continuous rigid frame layout plans for completed continuous rigid frame bridges;

[0007] Inputting the historical data into a neural network model for training to obtain a continuous rigid frame bridge automatic layout calculation model, and inputting the line data into the continuous rigid frame bridge automatic layout calculation model to obtain a continuous rigid frame layout plan;

[0008] The continuous rigid frame arrangement scheme and the seamless track arrangement scheme are combined to obtain a test scheme, and a finite element model is established based on the bridge structure and seamless track structure in the test scheme to obtain a bridge-track integrated finite element model;

[0009] Calculate the verification results based on the design parameters and the bridge-rail integrated finite element model, the verification results including a rail strength table, a rail fracture value verification table, and a beam-rail rapid relative displacement verification table, and obtain a layout plan for a continuous rigid frame bridge for a seamless line based on the verification results;

[0010] The seamless track continuous rigid frame bridge is arranged according to the seamless track continuous rigid frame bridge arrangement method scheme.

[0011] The beneficial effects of the present invention are:

[0012] 1. The present invention sets up a continuous rigid frame bridge structure, adopts a single-box single-chamber box girder with a prestressed concrete structure in the rigid frame bridge part, and at the same time adopts a reinforced concrete structure with a rectangular cross-section for the pier, thereby reducing the size of the bridge lower structure, improving the rigidity of the continuous rigid frame bridge, and saving materials.

[0013] 2. The present invention proposes a method for arranging a continuous rigid frame bridge for a seamless line. By establishing an integrated bridge-track model, different design schemes of continuous rigid frame bridges for seamless lines are checked and calculated, and continuous rigid frame bridge arrangement methods and fastener arrangement schemes for different driving speeds, different spans, and different curve radii are obtained, thereby solving the problem of adaptability of continuous rigid frame bridges to seamless lines.

[0014] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or understood by practicing the embodiments of the present invention. The purposes and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0016] Figure 1 This is the elevation layout of the seamless steel structure bridge described in this application;

[0017] Figure 2 A cross-sectional layout diagram of the continuous rigid frame bridge of the seamless railway;

[0018] Figure 3 for Figure 2 Magnified view at point I in the middle;

[0019] Figure 4 for Figure 3 Enlarged view of II in the middle

[0020] Figure 5 This is a flow chart of the method for arranging a seamless line continuous rigid frame bridge as described in an embodiment of the present application.

[0021] Markings in the figure: 1. Continuous rigid frame bridge system; 11. Rigid frame bridge; 111. Beam; 112. Bridge pier; 12. Beam expansion joint; 2. Seamless track line; 21. Track structure; 22. Seamless track rail; 23. Fastener; 231. Composite pad. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0023] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are used only to distinguish the description and should not be understood as indicating or implying relative importance.

[0024] Example 1:

[0025] like Figure 1 and Figure 2As shown, this embodiment provides a seamless track continuous rigid frame bridge, which includes a continuous rigid frame bridge system 1 and a seamless track line 2. The continuous rigid frame bridge system 1 is composed of at least one rigid frame bridge 11. A beam expansion joint 12 is provided between adjacent rigid frame bridges 11. The rigid frame bridge 11 includes a beam portion 111 and a pier 112 fixedly connected to each other. The cross-section of the pier 112 is rectangular and the pier 112 is a reinforced concrete structure. The seamless track line 2 is laid on the continuous rigid frame bridge 11 system. It can be understood that in intercity railway lines, a continuous rigid frame bridge system is used to replace the conventional simply supported beam bridge system, and a seamless track is laid on the continuous rigid frame bridge system 1. Such a design reduces the beam height and the size of the pier 112, greatly reduces the amount of bridge concrete used, meets the layout requirements and landscape requirements of railway bridges in cities, and is in line with the national dual carbon strategy. Among them, the rigid frame bridge 11 is a three-span unit, and the middle pier and side pier both adopt the pier-beam consolidation system. The beam 111 is a prestressed concrete structure, and the pier 112 is a reinforced concrete structure. The overall stiffness meets the requirements for intercity railway operation at a speed of 200 kilometers per hour.

[0026] like Figure 2 As shown, in this embodiment, beam section 111 is a single-box, single-cell box girder. The top plate width of the single-box, single-cell box girder is 10 to 12 meters, and all single-box, single-cell box girders are 2 to 3 meters high. The single-box, single-cell box girders are prestressed concrete structures. It will be appreciated that this embodiment takes into account the stress requirements of seamless railways and adopts a prestressed concrete single-box, single-cell box girder structure to meet the stability and safety requirements of high-speed operation. Simultaneously, the structural design is optimized to reduce the height of the beam and the size of the piers 112.

[0027] Preferably, the span specifications of the rigid frame bridge 11 include 3×30m, 3×35m, and 3×40m. In this embodiment, three span specifications of rigid frame bridges 11 are designed for different line application ranges. Depending on the construction conditions, the three span specifications of rigid frame bridges 11 can be used individually or mixed to form different continuous rigid frame bridge 11 systems to meet the requirements of the line. Furthermore, in order to meet the requirements of stability and safety of high-speed driving, this embodiment proposes a longitudinal stiffness limit for the piers 112 of the seamless line continuous rigid frame bridge 11, wherein for a 3×30m span continuous rigid frame bridge 11, the longitudinal line stiffness of the middle pier is ≥143kN / cm, and the longitudinal line stiffness of the side pier is ≥32kN / cm; for a 3×35m span continuous rigid frame bridge 11, the longitudinal line stiffness of the middle pier is ≥204kN / cm, and the longitudinal line stiffness of the side pier is ≥44kN / cm; for a 3×40m span continuous rigid frame bridge 11, the longitudinal line stiffness of the middle pier is ≥369kN / cm, and the longitudinal line stiffness of the side pier is ≥44kN / cm; during engineering design, the cross-sectional dimensions of piers 112 with different pier heights are determined based on this stiffness limit.

[0028] like Figure 2As shown, in this embodiment, the seamless track line 2 includes a track structure 21, seamless track rails 22, and fasteners 23. The track structure 21 is fixedly arranged at the upper end of the beam portion 111, the seamless track rails 22 are arranged at the upper end of the track structure 21, and the fasteners 23 are arranged on both sides of the seamless track rails 22. The fasteners 23 are fixedly connected to the track structure 21. It can be understood that in this embodiment, the track structure 21 on the bridge is a seamless track, the track structure 21 is fixed to the plate beam on the beam portion 111, and the fasteners 23 provide longitudinal resistance to the rails.

[0029] Preferably, the fasteners 23 include constant resistance fasteners 23 and low resistance fasteners 23. In this embodiment, a mixed arrangement of constant resistance and low resistance fasteners 23 is adopted on the seamless track line 2. The constant resistance fasteners 23 are normally arranged according to the standard, and low resistance fasteners 23 are added at the side spans to provide appropriate longitudinal resistance to the rails.

[0030] like Figure 4 As shown, the fastener 23 includes a composite pad 231. The composite pad 231 in the low-resistance fastener 23 is made of stainless steel or a polymer wear-resistant material. In this embodiment, combined with previous field measurement data experience, the low-resistance pad is affected by the galvanic corrosion of the rails, environmental factors, and other factors, causing the fastener 23 pad to rust, fall off, and other problems, resulting in actual resistance being higher than the design value. If maintenance is not in place, the interaction between the beam and the rail may be too large, and may even exceed the design inspection target value. The composite pad 231 made of polymer wear-resistant material is used to optimize the use function of the fastener 23. Starting from the structural design of the fastener 23, the risk of failure of the low-resistance fastener 23 is reduced, and the stability of the seamless line is improved.

[0031] Example 2:

[0032] This embodiment provides a method for arranging a continuous rigid frame bridge on a seamless line.

[0033] See also Figure 5 , the figure shows that the method includes step S100, step S200, step S300, step S400 and step S500.

[0034] Step S100: Acquire design parameters, seamless track layout plans, and historical data. The design parameters include track parameters, rail temperature parameters, vehicle parameters, fastener parameters, rail parameters, and rigid frame bridge parameters. The seamless track layout plan includes at least one seamless track fastener layout plan. The historical data includes a set of continuous rigid frame layout plans for built continuous rigid frame bridges.

[0035] It is understood that this step is intended to obtain the design parameters, CRT layout plan, and historical data for the construction project, and to upload and store the data. For example, in this embodiment, the CRT layout plans include three: Plan 1, employing a full-bridge constant-resistance fastener layout; Plan 2, employing low-resistance fasteners within the 10m span of the continuous beam side span, with constant-resistance fasteners used in the remaining sections; and Plan 3, employing low-resistance fasteners within the 15m span of the continuous beam side span, with constant-resistance fasteners used in the remaining sections.

[0036] Step S200: Input historical data into a neural network model for training to obtain a continuous rigid frame bridge automatic layout calculation model; input line parameters into the continuous rigid frame bridge automatic layout calculation model to obtain a continuous rigid frame layout plan;

[0037] It can be understood that this step is to pre-process the historical data, simplify the seamless track line map into two-dimensional line segments at the same scale, and mark the span of the rigid frame bridge used at the corresponding position of the line segment map. The processed historical data is used as input data, a loss function is designed, a convolutional neural network is established and iterative training is performed to obtain a continuous rigid frame bridge automatic layout calculation model. The use of convolutional neural networks to train historical data is common knowledge in the field and will not be repeated in this application. The continuous rigid frame bridge automatic layout calculation model can realize the automatic generation of a continuous rigid frame layout plan after inputting line parameters, which has the advantages of high efficiency and high accuracy.

[0038] Step S300: Combine the continuous rigid frame arrangement scheme and the seamless track arrangement scheme to obtain a test scheme, and establish a finite element model based on the bridge structure and seamless track structure in the test scheme to obtain a bridge-track integrated finite element model.

[0039] It is understandable that this step combines the continuous rigid frame layout scheme and the seamless line layout scheme to obtain a test scheme to screen out the seamless line continuous rigid frame bridge layout scheme that meets the standards. In this embodiment, according to the "Railway Seamless Line Design Specifications", the following basic assumptions are used when calculating the seamless line on the bridge: the fixed bearings of the bridge can completely prevent the expansion and contraction of the beam, and the influence of the movable bearings on the longitudinal displacement of the beam is ignored; the temperature change of the beam is a unidirectional increase or decrease in temperature, and the influence of the alternating changes in the beam temperature is not considered. The calculation model uses beam elements to simulate the rails, nonlinear spring elements to simulate the longitudinal force resistance of the line, spatial elements to simulate the bridge cross-section, and spring or rod elements to simulate the influence of the horizontal stiffness of the bridge on the beam-rail interaction.

[0040] Step S400: Calculate the verification results based on the design parameters and the bridge-rail integrated finite element model. The verification results include a rail strength table, a rail fracture value verification table, and a beam-rail rapid relative displacement verification table. Based on the verification results, a layout plan for a continuous rigid frame bridge for a seamless line is obtained.

[0041] It is understood that this step uses the train's speed as a variable input into the integrated bridge-track finite element model to verify the test plan and select a continuous rigid frame bridge layout plan for the seamless line based on the verification results. It should be noted that step 400 includes steps 410, 420, 430, and 440.

[0042] Step 410: Calculate the allowable stress of the rail according to the rail parameters and a preset allowable stress calculation formula.

[0043] It is understandable that this step is to calculate the allowable stress of the rail as a basis for the subsequent rail strength check. The formula for calculating the allowable stress of the rail is:

[0044]

[0045] Where [σ] is the allowable stress of the rail (MPa), and K is the safety factor, which is taken as 1.3.

[0046] Step 420: Using the rail temperature parameters, vehicle parameters, fastener parameters, and rail parameters as input values ​​for the bridge-rail integrated finite element model, calculate the expansion and contraction stress, braking stress, dynamic bending stress at the rail bottom edge, and temperature stress of the bridge-rail integrated finite element model under different train running speeds, then sum them up to obtain the sum of the stresses, and establish a strength calculation table based on the allowable rail stress.

[0047] It is understood that this step uses train speed as a variable, and inputs rail temperature parameters, vehicle parameters, fastener parameters, and rail parameters into the integrated bridge-rail finite element model to obtain the expansion stress, braking stress, rail bottom edge dynamic bending stress, and temperature stress under different test scenarios, and establish corresponding comparison tables. For details, please refer to the exemplary strength verification table - Table 1, which is the strength verification table for seamless track rails on 3-40m continuous rigid frame bridges:

[0048] Table 1 Calculation table for strength of seamless rails on 3-40m continuous rigid frame bridges

[0049]

[0050] Step 430: Using the rail parameters as input values ​​of the bridge-rail integrated finite element model, the seamless line rail fracture value is calculated, and a fracture value check table is established based on the seamless line rail fracture value and the preset fracture allowable value.

[0051] It can be understood that in this step, the rail parameters are input into the bridge-rail integrated finite element model corresponding to different seamless line layout schemes to obtain a fracture value check table. The fracture value calculation formula is:

[0052]

[0053] Where, λ is the rail gap (mm); F is the cross-sectional area of ​​the rail (mm 2 ); α is the linear expansion coefficient of rail steel, which is 1.18×10 -5 / °C; ΔTd max is the maximum temperature drop (°C); r is the longitudinal resistance of the track [kN / (m·rail)]. The allowable value of the rail gap is 70mm under normal conditions and 90mm under difficult conditions. For details, please refer to the exemplary gap value verification table - Table 2, which is the gap value verification table for seamless track rails on continuous rigid frame bridges:

[0054] Table 2 Calculation table of rail fracture values ​​on continuous rigid frame bridges

[0055]

[0056] Step 440: Use the vehicle parameters and rigid frame bridge parameters as input values ​​of the bridge-rail integrated finite element model to calculate the rapid relative displacement of the beam and rail under braking conditions, and establish a rapid beam-rail relative displacement calculation table based on the rapid relative displacement of the beam and rail and the preset relative displacement allowable value.

[0057] It is understood that this step inputs the rigid frame bridge parameters into the bridge-rail integrated finite element model corresponding to different seamless line layout schemes to obtain the rapid relative displacement of the beam and rail, and form a verification table. The following is an exemplary fracture value verification table. For details, please refer to the exemplary fracture value verification table - Table 3, which is a verification table for the rapid relative displacement of the beam and rail under braking conditions:

[0058] Table 3 Beam-rail rapid relative displacement calculation table under braking conditions

[0059]

[0060] Step 500: Arrange the continuous rigid frame bridge for the seamless railway according to the arrangement method for the continuous rigid frame bridge for the seamless railway.

[0061] It is understood that this step analyzes the calculation results obtained by the bridge-track integrated finite element model and then uses the obtained layout scheme to determine the general layout scheme of the continuous rigid frame bridge of the seamless line. It should be noted that step 500 includes steps 510, 520, 530, and 540.

[0062] Step 510: If the entire continuous rigid frame bridge is a 3×30m continuous rigid frame scheme, all sections adopt constant resistance fastener arrangement.

[0063] It is understandable that when the continuous rigid frame bridge scheme is composed of 3×30m span rigid frame bridges along the entire line, the calculation requirements can be met by arranging constant resistance fasteners in all sections.

[0064] Step 520: If the entire continuous rigid frame bridge is a 3×35m continuous rigid frame scheme, small resistance fasteners are arranged within 10m of the side span on sections with a curve diameter greater than or equal to 1300m and less than 2000m, and constant resistance fasteners are used on the remaining sections.

[0065] It is understandable that when the continuous rigid frame bridge scheme is composed of 3×35m span rigid frame bridges along the entire line, it is necessary to set small resistance fasteners within 10m of the side span to increase the longitudinal resistance in sections with curve diameters greater than or equal to 1300m and less than 2000m. The requirements can be met by arranging constant resistance fasteners in the remaining sections.

[0066] Step 530: If the entire continuous rigid frame bridge is a 3×40m continuous rigid frame scheme, small resistance fasteners are arranged within 10m of the side span on sections with a curve diameter greater than or equal to 1300m and less than 2000m, and small resistance fasteners are arranged within 10m of the side span on sections with a curve diameter greater than or equal to 600m and less than 800m. Normal resistance fasteners are used in the remaining sections.

[0067] It can be understood that when the continuous rigid frame bridge scheme is composed of 3×40m span rigid frame bridges along the entire line, considering the overall rail stress and safety margin, small resistance fasteners are arranged within 10m of the side span on sections with curve diameters greater than or equal to 1300m and less than 2000m, and small resistance fasteners are arranged within 10m of the side span on sections with curve diameters greater than or equal to 600m and less than 800m. The requirements can be met by arranging constant resistance fasteners on the remaining sections.

[0068] Step 540: If the continuous rigid frame bridge adopts a combination of 3×40m, 3×35m and 3×30m scheme along the entire line, a 3×40m continuous rigid frame bridge shall be arranged in the straight section, and a 3×30m continuous rigid frame bridge shall be arranged in the curved area, and constant resistance fasteners shall be used; when a 3×35m continuous rigid frame is arranged in the curve radius of 1300m≤R<2000m, a small resistance fastener shall be set within the 10m range of the side span.

[0069] It is understandable that when a combination of 3×40m, 3×35m and 3×30m is adopted for the entire continuous rigid frame bridge line, it is also necessary to consider the layout of the rigid frame bridge according to the straight section and each curved part. In this embodiment, a 3×40m continuous rigid frame bridge is arranged in the straight section, and a 3×30m continuous rigid frame bridge is arranged in the curved range, and constant resistance fasteners are used; when a 3×35m continuous rigid frame is arranged in the curve radius range of 1300m≤R<2000m, a small resistance fastener is set within the side span range of 10m.

[0070] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

[0071] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A method for arranging a continuous rigid frame bridge for a seamless line, characterized in that: The seamless line continuous rigid frame bridge comprises: A continuous rigid frame bridge system (1), the continuous rigid frame bridge system (1) consisting of at least two rigid frame bridges (11), adjacent rigid frame bridges (11) being connected by beam expansion joints (12), the rigid frame bridges (11) comprising mutually fixedly connected beam portions (111) and bridge piers (112), the cross-section of the bridge piers (112) being rectangular, and the bridge piers (112) being reinforced concrete structures; and A seamless track line (2), wherein the seamless track line (2) is laid on the continuous rigid frame bridge system (1); The seamless track line (2) comprises a track structure (21), a seamless track rail (22) and a fastener (23); the track structure (21) is fixedly arranged on the upper end of the beam portion (111); the seamless track rail (22) is arranged on the upper end of the track structure (21); the fastener (23) is arranged on both sides of the seamless track rail (22); and the fastener (23) is fixedly connected to the track structure (21); The method for arranging a continuous rigid frame bridge of a seamless railway comprises the following steps: Obtaining design parameters, seamless track layout plans, and historical data, wherein the design parameters include track parameters, rail temperature parameters, vehicle parameters, fastener parameters, rail parameters, and rigid frame bridge parameters; the seamless track layout plan includes at least one seamless track fastener layout plan; and the historical data includes a set of continuous rigid frame layout plans for completed continuous rigid frame bridges; Inputting the historical data into a neural network model for training to obtain a continuous rigid frame bridge automatic layout calculation model, inputting the line parameters into the continuous rigid frame bridge automatic layout calculation model to obtain a continuous rigid frame layout plan; The continuous rigid frame arrangement scheme and the seamless track arrangement scheme are combined to obtain a test scheme, and a finite element model is established based on the bridge structure and seamless track structure in the test scheme to obtain a bridge-track integrated finite element model; Calculate the verification results based on the design parameters and the bridge-rail integrated finite element model, the verification results including a rail strength table, a rail fracture value verification table, and a beam-rail rapid relative displacement verification table, and obtain a layout plan for a continuous rigid frame bridge for a seamless line based on the verification results; The seamless track continuous rigid frame bridge is arranged according to the seamless track continuous rigid frame bridge arrangement plan.

2. The method for arranging a seamless track continuous rigid frame bridge according to claim 1, characterized in that: The calculation results are obtained based on the design parameters and the bridge-rail integrated finite element model. The calculation results include a rail strength calculation table, a rail crack value calculation table, and a beam-rail rapid relative displacement calculation table, including: Calculating the allowable stress of the rail according to the rail parameters and a preset allowable stress calculation formula; The rail temperature parameters, the vehicle parameters, the fastener parameters, and the rail parameters are used as input values ​​of the bridge-rail integrated finite element model, and the expansion stress, braking stress, dynamic bending stress at the rail bottom edge, and temperature stress of the bridge-rail integrated finite element model under different train running speeds are calculated and summed to obtain the sum of the stresses. A strength calculation table is established in combination with the allowable stress of the rail; The rail parameters are used as input values ​​of the bridge-rail integrated finite element model to calculate the seamless line rail fracture value, and a fracture value check table is established according to the seamless line rail fracture value and a preset fracture allowable value; The vehicle parameters and the rigid frame bridge parameters are used as input values ​​of the bridge-rail integrated finite element model to calculate the rapid relative displacement of the beam and rail under braking conditions, and a rapid beam-rail relative displacement calculation table is established based on the rapid relative displacement of the beam and rail and a preset relative displacement allowable value.

3. The method for arranging a seamless railway continuous rigid frame bridge according to claim 1, characterized in that: Arranging the continuous rigid frame bridge of the seamless railway according to the continuous rigid frame bridge arrangement plan of the seamless railway includes: If the continuous rigid frame bridge is a 3×30m continuous rigid frame scheme along the entire line, constant resistance fasteners shall be used in all sections; If the entire continuous rigid frame bridge is a 3×35m continuous rigid frame scheme, small resistance fasteners shall be arranged within 10m of the side span on sections with a curve radius greater than or equal to 1300m and less than 2000m, and constant resistance fasteners shall be used on the remaining sections; If the entire continuous rigid frame bridge is a 3×40m continuous rigid frame scheme, small resistance fasteners shall be arranged within 10m of the side span on sections with a curve radius greater than or equal to 1300m and less than 2000m; small resistance fasteners shall be arranged within 10m of the side span on sections with a curve diameter greater than or equal to 600m and less than 800m; normal resistance fasteners shall be used on the remaining sections; If the continuous rigid frame bridge adopts a combination of 3×40m, 3×35m and 3×30m scheme along the entire line, the 3×40m continuous rigid frame bridge shall be arranged in the straight section and the 3×30m continuous rigid frame bridge shall be arranged in the curved area, and constant resistance fasteners shall be used; when the 3×35m continuous rigid frame is arranged in the curve radius of 1300m≤R<2000m, small resistance fasteners shall be set within the 10m range of the side span.

4. The method for arranging a seamless railway continuous rigid frame bridge according to claim 1, characterized in that: The beam portion (111) is a single-box single-chamber box beam, the top plate width of the single-box single-chamber box beam is 10 meters to 12 meters, the height of all single-box single-chamber box beams is 2 meters to 3 meters, and the single-box single-chamber box beam is a prestressed concrete structure.

5. The method for arranging a seamless railway continuous rigid frame bridge according to claim 1, characterized in that: The span specifications of the rigid frame bridge (11) include three types: 3×30m, 3×35m and 3×40m.

6. The method for arranging a seamless railway continuous rigid frame bridge according to claim 1, characterized in that: The fasteners (23) include a constant resistance fastener and a small resistance fastener.

7. The method for arranging a seamless railway continuous rigid frame bridge according to claim 6, characterized in that: The fastener (23) comprises a composite backing plate (231), and the composite backing plate (231) in the low-resistance fastener (23) is made of a stainless steel plate or a high-polymer wear-resistant material.

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