Method for determining the length of a cross-beam of a railway reinforcement system

Abstract

The application discloses a method for determining the length of a transverse beam of a railway reinforcing system, and comprises the following steps: S1, obtaining design parameters of the railway reinforcing system; S2, simplifying the railway reinforcing system by using finite element calculation software, and establishing a three-dimensional finite element model based on the railway reinforcing system; S3, calculating the load generated on the track when a train is running, and applying the load to the three-dimensional finite element model; S4, changing the length parameter of the transverse beam, and running dynamic and static force analysis by using finite element analysis software to obtain track deformation under different length conditions; and S5, comparing the track deformation with actual specification limits, and determining the length of the transverse beam of the track deformation by using an iterative algorithm. The method for determining the length of the transverse beam can provide support for the reinforcing system in time, and the reinforcing system as a whole will not be unstable due to the too large length of the transverse beam.

Description

Technical Field

[0001] This invention relates to the field of railway reinforcement technology, and more specifically, to a method for determining the length of the crossbeam in a railway reinforcement system. Background Technology

[0002] The jacking construction of the frame bridge under the railway will have a significant impact on the deformation of the railway track above. The railway track is usually reinforced by longitudinal and transverse beams in combination with rail fastening. In one reinforcement scheme, one end of the reinforcement system is supported on the support piles and the other end extends out of the top of the slope through the transverse lifting beam and moves to support the top plate of the box culvert. This reinforcement method fully ensures the smooth operation of trains and pipelines during the construction of the frame bridge under the railway.

[0003] The existing track reinforcement system mainly consists of two parts: the upper track reinforcement section and the lower support system (support piles and box culverts). To achieve a top-down, center-to-surround force transmission path, longitudinal beams and transverse beams are needed for force transmission and dissipation. On-site railway construction generally requires that the transverse beams be placed on the bridge before the frame bridge is excavated, i.e., one end is supported on the top slab of the box culvert. The transverse beams extend beyond the top of the slope and need to be erected on the bridge during the excavation process, requiring them to extend at least 8 meters beyond the longitudinal reinforcement beams. However, because the transverse beams extend too far beyond the slope, one end of the transverse beam is suspended under its own weight, which can easily cause an "eccentricity" phenomenon in the upper track reinforcement system, resulting in differential settlement between the left and right tracks, which is detrimental to normal train operation.

[0004] No effective solutions have yet been proposed to address the problems in the relevant technologies. Summary of the Invention

[0005] (a) Technical problems to be solved

[0006] To address the shortcomings of existing technologies, this invention provides a method for determining the length of the crossbeam in a railway reinforcement system. This method has the advantage of providing timely support for the reinforcement system, thus preventing the overall instability of the reinforcement system caused by excessively long crossbeams.

[0007] (II) Technical Solution

[0008] To achieve the aforementioned advantage of providing timely support for the reinforcement system, the specific technical solution adopted by this invention is as follows:

[0009] A method for determining the length of a transverse lifting beam in a railway reinforcement system, the method comprising the following steps:

[0010] S1. Collect the design parameters of the railway reinforcement system, including the location and spacing requirements of the support piles and box culverts, the size, material properties and connection methods of the reinforcement components;

[0011] S2. The railway reinforcement system is simplified using finite element calculation software, and a three-dimensional finite element model based on the railway reinforcement system is established.

[0012] S3. Calculate the loads that the train generates on the track during operation and apply them to the three-dimensional finite element model;

[0013] S4. Change the length parameters of the crossbeam and use finite element analysis software to run dynamic and static analysis to obtain the track deformation under different length conditions.

[0014] S5. Compare the track deformation with the actual specification limit and use an iterative algorithm to determine the length of the crossbeam whose track deformation is closest to the actual specification limit.

[0015] Furthermore, the railway reinforcement system is simplified using finite element analysis software, and a three-dimensional finite element model based on the railway reinforcement system is established, including the following steps:

[0016] S21. Determine the specific parts that need to be reinforced and select the appropriate type of reinforcement component;

[0017] S22. Use finite element software to create a three-dimensional finite element model, and draw the original components of the railway reinforcement system in the three-dimensional finite element model. The original components include the track, crossbeams, rail fasteners, and longitudinal beams.

[0018] S23. Add reinforcement components to the three-dimensional finite element model and connect the reinforcement components to the original components;

[0019] S24. Perform geometric repair on the three-dimensional finite element model, and perform finite element mesh generation on the repaired three-dimensional finite element model;

[0020] S25. Use finite element analysis software to perform finite element analysis on the divided finite element mesh, and correct and optimize the three-dimensional finite element model based on the analysis results.

[0021] Furthermore, the geometric repair of the three-dimensional finite element model and the finite element mesh generation of the repaired three-dimensional finite element model include the following steps:

[0022] S241. Repair missing surfaces, delete useless entities, and merge contact surfaces in the three-dimensional finite element model respectively.

[0023] S242. Using the mesh generation tool provided by the finite element software, generate discrete nodes and elements on the repaired three-dimensional finite element model;

[0024] S243. Perform quality checks on the generated nodes and elements, and define constraints and boundary conditions for each component in the nodes and elements;

[0025] S244. After completing the mesh generation, save the generated nodes and elements as a finite element model file.

[0026] Furthermore, calculating the loads that the train generates on the track during operation and applying them to the three-dimensional finite element model includes the following steps:

[0027] S31. Obtain relevant parameters for train operation and define the train's loading conditions;

[0028] S32. Based on the train operating parameters and track structure characteristics, determine the location where the vertical load is applied in the three-dimensional finite element model;

[0029] S33. Calculate the magnitude of the vertical load applied to the three-dimensional finite element model and match the magnitude of the vertical load with the location where the vertical load is applied.

[0030] S34. Apply the corresponding vertical load in the three-dimensional finite element model by applying nodal loads.

[0031] Furthermore, relevant parameters during train operation include train type, train speed, train axle load, and wheel-rail vertical force;

[0032] The loading conditions of the train include vertical load, lateral force and longitudinal force.

[0033] Furthermore, calculating the magnitude of the vertical load applied to the three-dimensional finite element model and matching the magnitude of the vertical load with the location where the vertical load is applied includes the following steps:

[0034] S331. Determine whether vertical dynamic action needs to be considered based on the thickness of the fill.

[0035] S332. If vertical dynamic action needs to be considered, calculate the vertical dynamic action and multiply the train uniformly distributed load by the impact coefficient to obtain the actual uniformly distributed load.

[0036] S333. Convert the calculated uniformly distributed load into a line load, and apply it to the corresponding part of the three-dimensional finite element model according to the application location of the vertical load.

[0037] Furthermore, determining whether vertical dynamic effects need to be considered based on the fill thickness includes the following steps:

[0038] S3311. When the thickness of the backfill at the top of the bridge is greater than or equal to 1m, the vertical dynamic effect of the train does not need to be considered.

[0039] S3312. When the backfill thickness at the top of the bridge is less than 1m, the vertical dynamic action of the train needs to be considered. Furthermore, the formula for calculating the vertical dynamic action is:

[0040] 1 + μ = 1 + 28 / (40 + I) × 0.75v / 60

[0041] In the formula, I represents the bridge span;

[0042] v indicates the train speed;

[0043] μ represents the dynamic coefficient.

[0044] Furthermore, by changing the length parameters of the crossbeam and using finite element analysis software to perform dynamic and static analysis, the track deformation under different length conditions was obtained through the following steps:

[0045] S41. Modify the geometry of the crossbeam in the three-dimensional finite element model to change the length parameter of the crossbeam;

[0046] S42. Use finite element analysis software to perform dynamic and static analysis to solve the stress and deformation of the cross beam under different length conditions.

[0047] S43. Obtain the track deformation of each crossbeam under different length conditions, and use finite element analysis software to convert the track deformation into a deformation cloud map.

[0048] S44. Compare the track deformation under different length conditions of the crossbeam, and analyze the influence of different crossbeam lengths on track deformation.

[0049] Furthermore, the track deformation is compared with the actual specification limit, and the length of the crossbeam whose track deformation is closest to the actual specification limit is determined using an iterative algorithm, including the following steps:

[0050] S51. Determine the actual specification limits for track deformation based on relevant railway specifications and standards;

[0051] S52. Select an initial crossbeam length as the starting point and begin iterative calculation;

[0052] S53. Compare the track deformation under the current crossbeam length with the actual specification limit to determine whether it meets the specification requirements;

[0053] S54. Adjust the length of the crossbeam based on the deviation between the track deformation under the current crossbeam length and the actual specification limit.

[0054] S55. Using the adjusted crossbeam length, run the dynamic and static analysis again using the finite element analysis software to obtain the new track deformation.

[0055] S56. Compare the new track deformation with the actual specification limit to determine whether it meets the specification requirements;

[0056] S57. Repeat steps S54-S56, continuously adjusting the length of the crossbeam until the length of the crossbeam that best matches the actual specification limit for track deformation is obtained.

[0057] (III) Beneficial Effects

[0058] Compared with the prior art, the present invention provides a method for determining the length of the transverse lifting beam in a railway reinforcement system, which has the following beneficial effects:

[0059] (1) This invention uses finite element calculation software to simplify the railway reinforcement system and establish a three-dimensional finite element model based on the railway reinforcement system. Then, the length parameter of the crossbeam is changed, the simulation results of track deformation are compared with the standard, and a suitable length of the crossbeam is selected. Thus, while ensuring the stability of the reinforcement system, the length of the crossbeam extending out of the slope top is determined, providing a support point for the reinforcement system in a timely manner and ensuring the safety of railway operation.

[0060] (2) The method for determining the length of the horizontal lifting beam of the railway reinforcement system provided by the present invention can provide timely support for the reinforcement system, and will not cause the overall instability of the reinforcement system due to the excessive length of the horizontal lifting beam, thereby reducing the impact on the public environment and public transportation, and improving the engineering benefits and construction efficiency. Attached Figure Description

[0061] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0062] Figure 1 This is a flowchart of a method for determining the length of a crossbeam in a railway reinforcement system according to an embodiment of the present invention;

[0063] Figure 2 This is a schematic diagram of the rail fastening and sleeper connection details in the method for determining the length of the transverse lifting beam of the railway reinforcement system according to an embodiment of the present invention;

[0064] Figure 3 This is a schematic diagram illustrating the deformation of railway tracks with different transverse beam lengths in the method for determining the length of the transverse beam in the railway reinforcement system according to an embodiment of the present invention. Detailed Implementation

[0065] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention.

[0066] According to an embodiment of the present invention, a method for determining the length of the crossbeam in a railway reinforcement system is provided.

[0067] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments, such as... Figure 1 As shown, the method for determining the length of the transverse lifting beam in a railway reinforcement system according to an embodiment of the present invention includes the following steps:

[0068] S1. Collect the design parameters of the railway reinforcement system, including the location and spacing requirements of the support piles and box culverts, the size, material properties and connection methods of the reinforcement components.

[0069] S2. The railway reinforcement system is simplified using finite element calculation software, and a three-dimensional finite element model based on the railway reinforcement system is established.

[0070] The process of simplifying the railway reinforcement system using finite element analysis software and establishing a three-dimensional finite element model based on the railway reinforcement system includes the following steps:

[0071] S21. Determine the specific parts that need to be reinforced and select the appropriate type of reinforcement component;

[0072] S22. Use finite element software to create a three-dimensional finite element model, and draw the original components of the railway reinforcement system in the three-dimensional finite element model. The original components include the track, crossbeams, rail fasteners, and longitudinal beams.

[0073] S23. Add reinforcement components to the three-dimensional finite element model and connect the reinforcement components to the original components;

[0074] S24. Perform geometric repair on the three-dimensional finite element model, and then perform finite element mesh generation on the repaired three-dimensional finite element model.

[0075] Specifically, such as Figure 2 As shown, the reinforcement method is simulated using finite element analysis software, and a three-dimensional finite element model is created using the finite element software. The reinforcement method is then simulated at a 1:1 scale using an irregular cross-section.

[0076] The process of geometrically repairing the 3D finite element model and then meshing the repaired 3D finite element model includes the following steps:

[0077] S241. Repair missing surfaces, delete useless entities, and merge contact surfaces in the three-dimensional finite element model respectively.

[0078] S242. Using the mesh generation tool provided by the finite element software, generate discrete nodes and elements on the repaired three-dimensional finite element model;

[0079] S243. Perform quality checks on the generated nodes and elements, and define constraints and boundary conditions for each component in the nodes and elements;

[0080] S244. After completing the mesh generation, save the generated nodes and elements as a finite element model file.

[0081] S25. Use finite element analysis software to perform finite element analysis on the divided finite element mesh, and correct and optimize the three-dimensional finite element model based on the analysis results.

[0082] S3. Calculate the loads that the train generates on the track during operation and apply them to the three-dimensional finite element model.

[0083] The calculation of the loads generated on the track by the train during operation and the application of these loads to the three-dimensional finite element model includes the following steps:

[0084] S31. Obtain relevant parameters for train operation and define the train's loading conditions.

[0085] Among them, the relevant parameters for train operation include train type, train speed, train axle load, and wheel-rail vertical force.

[0086] The loading conditions of the train include vertical load, lateral force and longitudinal force.

[0087] S32. Based on the train operating parameters and track structure characteristics, determine the location where the vertical load is applied in the three-dimensional finite element model;

[0088] S33. Calculate the magnitude of the vertical load applied to the three-dimensional finite element model and match the magnitude of the vertical load with the location where the vertical load is applied.

[0089] The calculation of the magnitude of the vertical load applied to the three-dimensional finite element model and the matching of the magnitude of the vertical load with the location where the vertical load is applied include the following steps:

[0090] S331. Determine whether vertical dynamic effects need to be considered based on the thickness of the fill.

[0091] Determining whether vertical dynamic effects need to be considered based on the fill thickness includes the following steps:

[0092] S3311. When the thickness of the backfill at the top of the bridge is greater than or equal to 1m, the vertical dynamic effect of the train does not need to be considered.

[0093] S3312. When the thickness of the backfill at the top of the bridge is less than 1m, the vertical dynamic effect of the train needs to be considered.

[0094] Specifically, according to the relevant specifications for railway bridge and culvert design, when the thickness of the fill at the top of the bridge is greater than or equal to 1m (measured from the bottom of the rail), the vertical dynamic effect of the train is not considered; when the fill thickness is less than 1m, the vertical dynamic effect needs to be considered.

[0095] S332. If vertical dynamic action needs to be considered, calculate the vertical dynamic action and multiply the train's uniformly distributed load by the impact coefficient to obtain the actual uniformly distributed load.

[0096] The formula for calculating the vertical dynamic action is as follows:

[0097] 1 + μ = 1 + 28 / (40 + I) × 0.75v / 60

[0098] In the formula, I represents the bridge span;

[0099] v indicates the train speed;

[0100] μ represents the dynamic coefficient.

[0101] Specifically, in practical applications, during the jacking construction of the box culvert in this invention, the speed limit for the train above is 45 kilometers per hour. Additionally, the train load impact coefficient is taken as 1.19, the uniformly distributed load of the train is taken as 111.6 kN / m, and the load calculated according to the formula is taken as 132.8 kN / m.

[0102] S333. Convert the calculated uniformly distributed load into a line load, and apply it to the corresponding part of the three-dimensional finite element model according to the application location of the vertical load.

[0103] S34. Apply the corresponding vertical load in the three-dimensional finite element model by applying nodal loads.

[0104] S4. Change the length parameters of the crossbeam and use finite element analysis software to run dynamic and static analysis to obtain the track deformation under different length conditions.

[0105] The process of changing the length parameters of the crossbeam and using finite element analysis software to perform dynamic and static analysis to obtain the track deformation under different length conditions includes the following steps:

[0106] S41. Modify the geometry of the crossbeam in the three-dimensional finite element model to change the length parameter of the crossbeam;

[0107] S42. Use finite element analysis software to perform dynamic and static analysis to solve the stress and deformation of the cross beam under different length conditions.

[0108] S43. Obtain the track deformation of each crossbeam under different length conditions, and use finite element analysis software to convert the track deformation into a deformation cloud map.

[0109] S44. Compare the track deformation under different length conditions of the crossbeam, and analyze the influence of different crossbeam lengths on track deformation.

[0110] S5. Compare the track deformation with the actual specification limit and use an iterative algorithm to determine the length of the crossbeam whose track deformation is closest to the actual specification limit.

[0111] The process of comparing track deformation with actual specification limits and using an iterative algorithm to determine the length of the crossbeam whose track deformation is closest to the actual specification limit includes the following steps:

[0112] S51. Determine the actual specification limits for track deformation based on relevant railway specifications and standards;

[0113] S52. Select an initial crossbeam length as the starting point and begin iterative calculation;

[0114] S53. Compare the track deformation under the current crossbeam length with the actual specification limit to determine whether it meets the specification requirements;

[0115] S54. Adjust the length of the crossbeam based on the deviation between the track deformation under the current crossbeam length and the actual specification limit.

[0116] S55. Using the adjusted crossbeam length, run the dynamic and static analysis again using the finite element analysis software to obtain the new track deformation.

[0117] S56. Compare the new track deformation with the actual specification limit to determine whether it meets the specification requirements;

[0118] S57. Repeat steps S54-S56, continuously adjusting the length of the crossbeam until the length of the crossbeam that best matches the actual specification limit for track deformation is obtained.

[0119] Specifically, it should be noted that the actual specification limit is 22mm, which is the allowable deviation management limit control standard for train speeds less than 120km / h.

[0120] Specifically, dynamic and static analyses were performed using finite element analysis software to obtain the deformation results of the track reinforcement system under different transverse beam lengths. Since the main protected object during the box culvert jacking process under the railway is the railway above, the deformation of the railway track was the primary focus. Figure 3 As shown, the line reinforcement system exhibited an "eccentric" phenomenon under different crossbeam lengths. In the deformation cloud diagram of the line reinforcement system, the overall deformation showed a deformation characteristic of bulging at both ends and sinking in the middle near the free end.

[0121] Specifically, such as Figure 3As shown, when the length of the crossbeam in the track reinforcement system exceeds 9m above the top of the slope, i.e., when the box culvert reaches the toe of the slope, the crossbeam can be placed on the bridge. Finite element simulation results show that the settlement value of the right rail exceeds the specification limit, reaching 23.68mm. Furthermore, the track deformation under the 0m, 3m, and 6m conditions all meet the specification requirements. As the length of the crossbeam decreases, the track deformation also decreases. The deformation rate of the track increases with the increase of the crossbeam length; the longer the crossbeam, the greater the track deformation. Therefore, the optimized result shows that a crossbeam extending 0 to 3 meters above the top of the slope is most suitable. A longer crossbeam is more likely to cause an "eccentric" effect on the reinforcement system, thus affecting the railway track.

[0122] In summary, by utilizing the above-mentioned technical solution of this invention, the present invention simplifies the railway reinforcement system using finite element calculation software, establishes a three-dimensional finite element model based on the railway reinforcement system, changes the length parameter of the crossbeam, compares the track deformation simulation results with the standard specifications, selects a suitable length of the crossbeam, thereby determining the length of the crossbeam extending beyond the top of the slope while ensuring the stability of the reinforcement system, providing timely support for the reinforcement system, and ensuring the safety of railway operation.

[0123] The method for determining the length of the transverse lifting beam in the railway reinforcement system provided by this invention can provide timely support for the reinforcement system without causing the overall system to become unstable due to excessive transverse lifting beam length. This reduces the impact on the public environment and public transportation, and helps improve engineering efficiency and construction efficiency.

[0124] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for determining the length of a transverse lifting beam in a railway reinforcement system, characterized in that, The method includes the following steps: S1. Obtain the design parameters of the railway reinforcement system, including the location and spacing requirements of the support piles and box culverts, the size, material properties and connection methods of the reinforcement components; S2. The railway reinforcement system is simplified using finite element calculation software, and a three-dimensional finite element model based on the railway reinforcement system is established. S3. Calculate the loads that the train generates on the track during operation and apply them to the three-dimensional finite element model; S4. Change the length parameters of the crossbeam and use finite element analysis software to run dynamic and static analysis to obtain the track deformation under different length conditions. S5. Compare the track deformation with the actual specification limit and use an iterative algorithm to determine the length of the crossbeam for track deformation. The process of comparing the track deformation with the actual specification limit and determining the length of the crossbeam for track deformation using an iterative algorithm includes the following steps: S51. Determine the actual specification limits for track deformation based on relevant railway specifications and standards; S52. Select an initial crossbeam length as the starting point and begin iterative calculation; S53. Compare the track deformation under the current crossbeam length with the actual specification limit to determine whether it meets the specification requirements; S54. Adjust the length of the crossbeam based on the deviation between the track deformation under the current crossbeam length and the actual specification limit. S55. Using the adjusted crossbeam length, run the dynamic and static analysis again using the finite element analysis software to obtain the new track deformation. S56. Compare the new track deformation with the actual specification limit to determine whether it meets the specification requirements; S57. Repeat steps S54-S56, continuously adjusting the length of the horizontal lifting beam until the length of the horizontal lifting beam with the amount of track deformation is obtained.

2. The method for determining the length of the transverse lifting beam in a railway reinforcement system according to claim 1, characterized in that, The process of simplifying the railway reinforcement system using finite element analysis software and establishing a three-dimensional finite element model based on the railway reinforcement system includes the following steps: S21. Determine the specific parts that need to be reinforced and select the appropriate type of reinforcement component; S22. Use finite element software to create a three-dimensional finite element model, and draw the original components of the railway reinforcement system in the three-dimensional finite element model. The original components include the track, crossbeams, rail fasteners, and longitudinal beams. S23. Add reinforcement components to the three-dimensional finite element model and connect the reinforcement components to the original components; S24. Perform geometric repair on the three-dimensional finite element model, and perform finite element mesh generation on the repaired three-dimensional finite element model; S25. Use finite element analysis software to perform finite element analysis on the divided finite element mesh, and correct and optimize the three-dimensional finite element model based on the analysis results.

3. The method for determining the length of the transverse lifting beam in a railway reinforcement system according to claim 2, characterized in that, The geometric repair of the three-dimensional finite element model and the finite element mesh generation of the repaired three-dimensional finite element model include the following steps: S241. Repair missing surfaces, delete useless entities, and merge contact surfaces in the three-dimensional finite element model respectively. S242. Using the mesh generation tool provided by the finite element software, generate discrete nodes and elements on the repaired three-dimensional finite element model; S243. Perform quality checks on the generated nodes and elements, and define constraints and boundary conditions for each component in the nodes and elements; S244. After completing the mesh generation, save the generated nodes and elements as a finite element model file.

4. The method for determining the length of the transverse lifting beam in a railway reinforcement system according to claim 3, characterized in that, The calculation of the loads generated on the track by the train during operation and the application of these loads to the three-dimensional finite element model includes the following steps: S31. Obtain relevant parameters for train operation and define the train's loading conditions; S32. Based on the train operating parameters and track structure characteristics, determine the location where the vertical load is applied in the three-dimensional finite element model; S33. Calculate the magnitude of the vertical load applied to the three-dimensional finite element model and match the magnitude of the vertical load with the location where the vertical load is applied. S34. Apply the corresponding vertical load in the three-dimensional finite element model by applying nodal loads.

5. The method for determining the length of the transverse lifting beam in a railway reinforcement system according to claim 4, characterized in that, The relevant parameters for train operation include train type, train speed, train axle load, and wheel-rail vertical force. The loading conditions of the train include vertical load, lateral force, and longitudinal force.

6. The method for determining the length of the transverse lifting beam in a railway reinforcement system according to claim 5, characterized in that, The calculation of the magnitude of the vertical load applied to the three-dimensional finite element model and the matching of the magnitude of the vertical load with the location where the vertical load is applied include the following steps: S331. Determine whether vertical dynamic action needs to be considered based on the thickness of the fill. S332. If vertical dynamic action needs to be considered, calculate the vertical dynamic action and multiply the train uniformly distributed load by the impact coefficient to obtain the actual uniformly distributed load. S333. Convert the calculated uniformly distributed load into a line load, and apply it to the corresponding part of the three-dimensional finite element model according to the application location of the vertical load.

7. The method for determining the length of the transverse lifting beam in a railway reinforcement system according to claim 6, characterized in that, The process of determining whether vertical dynamic effects need to be considered based on the fill thickness includes the following steps: S3311. When the thickness of the backfill at the top of the bridge is greater than or equal to 1m, the vertical dynamic effect of the train does not need to be considered. S3312. When the thickness of the backfill at the top of the bridge is less than 1m, the vertical dynamic effect of the train needs to be considered.

8. The method for determining the length of the transverse lifting beam in a railway reinforcement system according to claim 1, characterized in that, The process of changing the length parameters of the crossbeam and using finite element analysis software to perform dynamic and static analysis to obtain the track deformation under different length conditions includes the following steps: S41. Modify the geometry of the crossbeam in the three-dimensional finite element model to change the length parameter of the crossbeam; S42. Use finite element analysis software to perform dynamic and static analysis to solve the stress and deformation of the cross beam under different length conditions. S43. Obtain the track deformation of each crossbeam under different length conditions, and use finite element analysis software to convert the track deformation into a deformation cloud map. S44. Compare the track deformation under different length conditions of the crossbeam, and analyze the influence of different crossbeam lengths on track deformation.

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