Railway cable-stayed bridge track bed laying method

Abstract

A railway cable-stayed bridge ballast bed laying method relates to the field of railway cable-stayed bridge construction control and specifically comprises the steps that before a ballast bed is laid, a target bridge line shape is obtained; based on a finished bridge finite element model corresponding to the target bridge, determining a bridge linear variation after the track structure is placed; determining an unsmooth line shape based on a preset bridge design line shape, the target bridge line shape and the bridge line shape variable quantity; performing high-pass filtering on the unsmooth line shape to obtain a local unsmooth line shape, and determining a ballast bed laying thickness adjustment amount based on the local unsmooth line shape; and the target ballast bed laying thickness is determined based on the ballast bed laying thickness adjustment amount, a ballast bed laying thickness marking line is drawn on the inner side of the blocking ballast according to the target ballast bed laying thickness, and ballast bed laying is conducted according to the ballast bed laying thickness marking line. The technical problem that in the prior art, due to the fact that track bed laying is carried out without considering linear deviation, large local irregularity is caused is solved.

Description

Technical Field

[0001] The present application relates to the field of railway cable-stayed bridge construction control, and in particular to a railway cable-stayed bridge ballast laying method. Background Art

[0002] With the continuous development of railway bridge construction, higher requirements are put forward for track alignment. There are structures such as ballast thickness, sleepers and rails between track alignment and bridge alignment. Factors such as bridge manufacturing and construction may cause deviations in bridge alignment.

[0003] At present, the paving of the roadbed with equal thickness will cause the deviation of the bridge alignment. The deviation of the bridge alignment will cause large local unevenness of the track alignment, thus affecting the driving quality. At present, there is no technical solution to explain how to lay the roadbed to eliminate the influence of the bridge alignment deviation on the track alignment.

[0004] Therefore, how to lay the roadbed to eliminate local uneven alignment to ensure train driving performance is an issue that needs to be addressed urgently. Summary of the invention

[0005] The present application provides a method for laying the roadbed of a railway cable-stayed bridge, which can solve the technical problem in the prior art that the roadbed is laid without considering the linear deviation, resulting in large local unevenness.

[0006] In a first aspect, an embodiment of the present application provides a method for laying a railway cable-stayed bridge ballast bed, the method comprising:

[0007] Before paving the roadbed, obtain the target bridge alignment;

[0008] Determine the amount of change in bridge alignment after the track structure is placed based on a completed bridge finite element model corresponding to the target bridge;

[0009] Determining an uneven alignment based on a preset bridge design alignment, the target bridge alignment, and the bridge alignment variation;

[0010] Performing high-pass filtering on the irregular line shape to obtain a local irregular line shape, and determining a thickness adjustment amount of the roadbed based on the local irregular line shape, wherein the local irregular line shape is a local irregular line shape having a wavelength that is a preset target wavelength;

[0011] A target roadbed laying thickness is determined based on the roadbed laying thickness adjustment amount, and a roadbed laying thickness marking line is drawn on the inner side of the ballast retaining plate according to the target roadbed laying thickness, so that the roadbed is laid according to the roadbed laying thickness marking line.

[0012] In combination with the first aspect, in one implementation, obtaining the target bridge alignment includes:

[0013] Set multiple measuring points on the target bridge based on preset distances;

[0014] Collect the elevation data corresponding to each measuring point, and draw a curve based on the elevation data to obtain the target bridge line shape.

[0015] In combination with the first aspect, in one implementation, determining the amount of change in bridge line shape after placing the track structure based on a completed bridge finite element model corresponding to the target bridge includes:

[0016] Generate a first bridge alignment based on a first completed bridge finite element model corresponding to the target bridge, wherein the first completed bridge finite element model is a completed bridge finite element model corresponding to the target bridge when a track structure is not placed, and the track structure includes a standard railway ballast, sleepers, and rails;

[0017] Generate a second bridge alignment based on a second completed bridge finite element model corresponding to the target bridge, where the second completed bridge finite element model is a completed bridge finite element model corresponding to the target bridge when a track structure is placed;

[0018] The first bridge alignment and the second bridge alignment are subjected to difference processing to obtain the bridge alignment variation.

[0019] In combination with the first aspect, in one implementation, the determining of the uneven alignment based on the preset bridge design alignment, the target bridge alignment and the bridge alignment variation includes:

[0020] Substituting the preset bridge design alignment, the target bridge alignment and the bridge alignment variation into a first calculation formula to obtain an uneven alignment, the first calculation formula is as follows:

[0021] L2=L0+dL-L1

[0022] Wherein, L1 is the preset bridge design alignment; L0 is the target bridge alignment; dL is the bridge alignment change; and L2 is the uneven alignment.

[0023] In combination with the first aspect, in one implementation, determining the adjustment amount of the track bed laying thickness based on the local uneven line shape includes:

[0024] The opposite value of the local irregular linearity value is used as the adjustment amount for the ballast bed thickness.

[0025] In combination with the first aspect, in one implementation, determining the target roadbed laying thickness based on the roadbed laying thickness adjustment amount includes:

[0026] Substituting the ballast bed thickness adjustment amount and the preset ballast bed standard thickness into a second calculation formula to obtain a target ballast bed thickness, the second calculation formula is as follows:

[0027] h2=h1+dh

[0028] Wherein, dh is the ballast bed thickness adjustment; h1 is the preset ballast bed standard thickness; h2 is the target ballast bed thickness.

[0029] In combination with the first aspect, in one embodiment, drawing a ballast bed thickness marking line on the inner side of the ballast retaining wall according to the target ballast bed thickness so as to perform ballast bed laying according to the ballast bed thickness marking line includes:

[0030] Determine the thickness mark line after compaction when laying the first layer and the thickness mark line after compaction when laying the second layer based on the target ballast bed thickness;

[0031] Determine the uncompacted thickness marking line when the first layer is laid based on the compacted thickness marking line when the first layer is laid, the preset ballast bulk density before the roadbed is compacted, and the preset ballast bulk density after the roadbed is compacted;

[0032] Determine the uncompacted thickness marking line when laying the second layer based on the compacted thickness marking line when laying the first layer and the uncompacted thickness marking line when laying the first layer;

[0033] The roadbed is laid based on the compacted thickness marking line when laying the first layer, the compacted thickness marking line when laying the second layer, the uncompacted thickness marking line when laying the first layer and the uncompacted thickness marking line when laying the second layer.

[0034] In combination with the first aspect, in one embodiment, the calculation formula of the thickness marking line after compaction when the first layer is laid is:

[0035] b 1y =h2 / 2

[0036] Where h2 is the target roadbed thickness; b 1y It is the marking line for the thickness after compaction when laying the first layer;

[0037] The calculation formula for the compacted thickness marking line when laying the second layer is:

[0038] b 2y =h2

[0039] Where b 2y It is the marking line for the thickness after compaction when laying the second layer;

[0040] The calculation formula for the uncompacted thickness marking line when laying the first layer is:

[0041] b 1w =b 1y / N1×N2

[0042] Where N1 is the preset ballast density before the roadbed is compacted; N2 is the preset ballast density after the roadbed is compacted; b 1w It is the uncompacted thickness marking line when the first layer is laid;

[0043] The calculation formula for the uncompacted thickness marking line when laying the second layer is:

[0044] b 2w =b 1y +b 1w

[0045] Where b 2w Mark the uncompacted thickness line when laying the second layer.

[0046] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0047] The finite element model of the completed bridge can be used to accurately calculate the change in bridge alignment, providing reliable data support for subsequent ballast bed laying. The preset bridge design alignment, target bridge alignment and alignment change are comprehensively considered to obtain the uneven alignment. The uneven alignment is subjected to high-pass filtering to remove the wave components of the bridge alignment above 200m and extract the local uneven alignment. The adjustment amount of the ballast bed laying thickness is accurately calculated through the local uneven alignment. The target ballast bed laying thickness is determined according to the ballast bed laying thickness adjustment amount, and the ballast bed laying thickness marking line is drawn on the inner side of the ballast retaining wall according to the target ballast bed laying thickness, so that the ballast bed is laid according to the ballast bed laying thickness marking line, ensuring that the ballast bed after laying meets the design requirements, avoiding the impact on the performance of the bridge due to unevenness, and improving the accuracy of ballast bed laying. This application effectively incorporates linear deviation into the consideration of roadbed laying, ensuring that attention is always paid to the actual situation during the entire laying process, reducing local unevenness caused by ignoring linear deviation, thereby improving the overall quality of the roadbed and the safety of the bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 This is a schematic diagram of a process flow of an embodiment of a method for laying a railway cable-stayed bridge ballast bed of the present application;

[0049] Figure 2 This is a schematic diagram of the cross-section structure of the railway track in this application;

[0050] Figure 3 This is a schematic diagram of the local uneven line shape of this application;

[0051] Figure 4 This is a schematic diagram of the standard ballast thickness and the adjusted ballast thickness for this application;

[0052] Figure 5 This is a schematic diagram of the thickness marking line on the inner side of the ballast retaining wall for this application;

[0053] In the figure: 1. ballast retaining wall; 2. rails; 3. trackbed; 4. sleepers; 5. bridge deck; 6. measuring point at the bottom of the ballast retaining wall. DETAILED DESCRIPTION

[0054] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0055] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0056] In a first aspect, an embodiment of the present application provides a method for laying a railway cable-stayed bridge track bed.

[0057] In one embodiment, referring to Figure 1 , Figure 1 This is a schematic diagram of the process of laying the railway cable-stayed bridge track bed in accordance with an embodiment of the present invention. Figure 1 As shown in the figure, the method for laying the railway cable-stayed bridge ballast bed includes:

[0058] Step S10: Before laying the ballast, obtain the target bridge alignment.

[0059] Exemplarily, in an embodiment of the present application, the target bridge alignment is the actual state of the bridge obtained through on-site monitoring or numerical simulation before the roadbed construction; the obtained target bridge alignment will serve as the basis for roadbed laying, providing important reference data for subsequent track laying work.

[0060] Step S20: Determine the amount of change in bridge line shape after placing the track structure based on the completed bridge finite element model corresponding to the target bridge.

[0061] For example, in the embodiment of the present application, a target bridge is described as a long-span railway cable-stayed bridge, wherein the schematic diagram of the cross-sectional structure of the railway track of the long-span railway cable-stayed bridge is as follows: Figure 2As shown in the figure, the ballast retaining wall 1 is located on both sides of the roadbed 3, which can effectively support the ballast and prevent it from spreading outward; the rails 2 are directly placed on the sleepers 4 to ensure the stability and safety of the train; the sleepers 4 evenly distribute the load from the rails 2 and transfer the pressure to the roadbed 3 below; the bridge deck 5 serves as the bearing surface of the bridge and provides a smooth driving path for the train; the measuring point 6 at the bottom of the ballast retaining wall is used to monitor the status of the ballast retaining wall 1 to ensure the safety and reliability of the entire structure. Through the coordination of the above parts, the overall stability and functionality of the railway cable-stayed bridge are maintained.

[0062] In this embodiment, a finite element model of the bridge can be constructed based on the geometric shape, material properties and load conditions of the target bridge; the model can divide the target bridge into multiple finite elements, and by defining the physical properties of each element, it can effectively simulate the behavior of the target bridge under different working conditions (with and without track structures), so as to analyze its impact on the linear variation, and then determine the linear variation of the bridge.

[0063] Step S30: Determine the uneven alignment based on the preset bridge design alignment, the target bridge alignment and the bridge alignment variation.

[0064] For example, in the embodiment of the present application, the preset bridge design alignment is an ideal state formulated during the design phase based on engineering specifications and requirements, which is usually determined based on the professional judgment and experience of engineers and is not limited here; the bridge alignment change refers to the deformation amount of the target bridge alignment under the laid track structure and the unlaid track structure; the deviation between the actual track alignment and the designed track alignment is called track unevenness.

[0065] Specifically, the actual alignment of the target bridge after considering track laying can be obtained through the bridge alignment change and the target bridge alignment. However, due to the existence of unevenness, the uneven alignment needs to be obtained based on the actual alignment and the preset bridge design alignment, which reflects the height differences and deformations that may occur in the actual use of the bridge, and the uneven alignment will affect the smoothness of vehicle driving.

[0066] Step S40: high-pass filtering the uneven line shape to obtain a local uneven line shape, and determining a roadbed laying thickness adjustment amount based on the local uneven line shape, wherein the local uneven line shape is a local uneven line shape having a wavelength that is a preset target wavelength.

[0067] Exemplarily, in an embodiment of the present application, the local uneven line shape L represents the difference between the actual height of the bridge or track at a certain location and the standard height. If L is a positive value, it means that the location is higher than the standard height; if L is a negative value, it means that the location is lower than the standard height.

[0068] Specifically, the irregular line shape can be subjected to high-pass filtering at a wavelength of 200 m (i.e., the preset target wavelength) to obtain the filtered line shape (i.e., the local irregular line shape of the bridge, denoted as L). Figure 3 As shown, the fluctuation range of the local unevenness line shape is generally between -40mm and 40mm. In other words, the height variation of the local unevenness drops from 40mm at the highest point to -40mm at the lowest point, showing the height difference of the bridge deck at different positions.

[0069] Specifically, in order to make the roadbed meet the standard requirements, the influence of local uneven lines on the standard roadbed thickness can be eliminated by subtracting them, that is, the roadbed laying thickness adjustment amount dh = -local uneven lines L; when L>0, it means that the roadbed is bulging, and the roadbed thickness needs to be reduced to meet the standard, so the adjustment amount is negative, that is, dh = -L; when L<0, it means that the roadbed is sinking, and the roadbed thickness needs to be increased. Similarly, the adjustment amount is dh = -L, at this time L is a negative value, and the adjustment amount dh is actually a positive value. The embodiment of the present application can reasonably adjust the thickness of the roadbed according to different local unevenness conditions to ensure the flatness and stability of the railway, thereby ensuring the safety and comfort of train operation.

[0070] Step S50: Determine a target roadbed thickness based on the roadbed thickness adjustment amount, draw a roadbed thickness marking line on the inner side of the ballast retaining wall according to the target roadbed thickness, and lay the roadbed according to the roadbed thickness marking line.

[0071] Demonstratively, in an embodiment of the present application, the roadbed laying thickness adjustment amount is applied to the design standard to obtain a target roadbed laying thickness, which not only meets the bearing capacity and comfort requirements of the bridge design, but also takes into account the operability of the construction; according to the target roadbed laying thickness, the roadbed laying thickness marking line is drawn on the inner side of the ballast retaining wall, and then the roadbed is laid according to the roadbed laying thickness marking line, which can effectively disperse the load, reduce structural stress, and enhance overall stability.

[0072] The present application can accurately calculate the amount of bridge line shape change through the finite element model of the completed bridge, and provide reliable data support for the subsequent roadbed laying; comprehensively consider the preset bridge design line shape, the target bridge line shape and the amount of line shape change to obtain the uneven line shape; perform high-pass filtering on the uneven line shape to remove the wave components of the bridge line shape above 200m, and extract the local uneven line shape; accurately calculate the adjustment amount of the roadbed laying thickness through the local uneven line shape; determine the target roadbed laying thickness according to the roadbed laying thickness adjustment amount, and draw the roadbed laying thickness marking line on the inner side of the ballast retaining wall according to the target roadbed laying thickness, so as to lay the roadbed according to the roadbed laying thickness marking line, ensure that the roadbed after laying meets the design requirements, avoid affecting the performance of the bridge due to unevenness, and improve the accuracy of roadbed laying. This application effectively incorporates linear deviation into the consideration of roadbed laying, ensuring that attention is always paid to the actual situation during the entire laying process, reducing local unevenness caused by ignoring linear deviation, thereby improving the overall quality of the roadbed and the safety of the bridge.

[0073] Furthermore, in one embodiment, the step of obtaining the target bridge alignment includes:

[0074] Set multiple measuring points on the target bridge based on preset distances;

[0075] Collect the elevation data corresponding to each measuring point, and draw a curve based on the elevation data to obtain the target bridge line shape.

[0076] For example, in the embodiments of the present application, the specific value of the preset distance can be determined according to actual needs and is not limited here; a plurality of measuring points can be calibrated at positions corresponding to the preset distances using tools such as a ruler, a total station or a laser rangefinder to ensure that the elevation data of the bridge can be systematically collected and the accuracy of the measuring points is ensured; before the roadbed is laid, a variety of measurement methods such as leveling and GPS positioning can be used to measure the elevation of each measuring point and record its height information relative to the reference surface to improve the accuracy of the data; the collected elevation data can be organized into a table, and an elevation curve can be drawn using data analysis software such as Excel and MATLAB. The curve is the line shape of the target bridge, which reflects the ups and downs of the bridge.

[0077] Furthermore, in one embodiment, the determining of the amount of change in bridge line shape after placing the track structure based on the completed bridge finite element model corresponding to the target bridge includes:

[0078] Generate a first bridge alignment based on a first completed bridge finite element model corresponding to the target bridge, wherein the first completed bridge finite element model is a completed bridge finite element model corresponding to the target bridge when a track structure is not placed, and the track structure includes a standard railway ballast, sleepers, and rails;

[0079] Generate a second bridge alignment based on a second completed bridge finite element model corresponding to the target bridge, where the second completed bridge finite element model is a completed bridge finite element model corresponding to the target bridge when a track structure is placed;

[0080] The first bridge alignment and the second bridge alignment are subjected to difference processing to obtain the bridge alignment variation.

[0081] Exemplarily, it should be noted that the track structure includes but is not limited to standard railway ballast, sleepers and rails; in the embodiment of the present application, a finite element model of a completed bridge can be constructed for the target bridge by fully considering the material properties, geometric shape and load conditions of the target bridge to simulate the behavior of the bridge under different conditions. A first completed bridge finite element model is generated without placing a track structure on the target bridge, and the first completed bridge finite element model is calculated using a finite element analysis tool. At this time, the deadweight and other preset loads of the bridge are simulated to obtain the first bridge alignment (i.e., the initial form of the target bridge without the influence of the track). The track structure such as the standard railway ballast, sleepers and rails is placed in the finite element model to observe its influence on the bridge; the second bridge alignment is calculated again based on the updated completed bridge finite element model (i.e., the second completed bridge finite element model) containing the track structure, which reflects the influence of the additional load imposed by the track structure on the bridge alignment. By performing a difference process on the first bridge alignment and the second bridge alignment, the bridge alignment change can be calculated, which characterizes the influence of the track structure on the target bridge alignment.

[0082] Furthermore, in one embodiment, the determining of the uneven alignment based on the preset bridge design alignment, the target bridge alignment and the bridge alignment variation comprises:

[0083] Substituting the preset bridge design alignment, the target bridge alignment and the bridge alignment variation into a first calculation formula to obtain an uneven alignment, the first calculation formula is as follows:

[0084] L2=L0+dL-L1

[0085] Wherein, L1 is the preset bridge design alignment; L0 is the target bridge alignment; dL is the bridge alignment change; and L2 is the uneven alignment.

[0086] For example, in the embodiment of the present application, the preset bridge design line shape L1 can be determined according to actual needs and is not limited here. Specifically, the preset bridge design line shape L1, the target bridge line shape L0 and the bridge line shape change dL are substituted into the following calculation formula to obtain the uneven line shape L2, and the calculation formula is as follows:

[0087] L2=L0+dL-L1.

[0088] Further, in one embodiment, the step of determining the adjustment amount of the track bed laying thickness based on the local uneven line shape includes:

[0089] The opposite value of the local irregular linearity value is used as the adjustment amount for the ballast bed thickness.

[0090] Exemplarily, in the embodiment of the present application, the local uneven line shape L3 is obtained by performing a 200m high-pass filter on the uneven line shape L2. Then, the roadbed laying thickness adjustment amount at any point is the opposite value of the local uneven line shape L3.

[0091] Furthermore, in one embodiment, the step of determining the target roadbed laying thickness based on the roadbed laying thickness adjustment amount and a preset roadbed standard thickness includes:

[0092] Substituting the ballast bed thickness adjustment amount and the preset ballast bed standard thickness into a second calculation formula to obtain a target ballast bed thickness, the second calculation formula is as follows:

[0093] h2=h1+dh

[0094] Wherein, dh is the ballast bed thickness adjustment; h1 is the preset ballast bed standard thickness; h2 is the target ballast bed thickness.

[0095] For example, in the embodiment of the present application, the preset standard thickness h1 of the roadbed can be determined according to actual needs and is not limited here; wherein, the preset standard thickness of the roadbed can preferably be 35 cm.

[0096] Specifically, the ballast bed thickness adjustment amount dh and the preset ballast bed standard thickness h1 are substituted into the following calculation formula to obtain the target ballast bed thickness h2. The calculation formula is as follows:

[0097] h2=h1+dh.

[0098] It should be noted that the specific value and distribution of the target roadbed thickness h2 can be referred to Figure 4 As shown, Figure 4 The thickness distribution of the ballast bed after adjustment reflects the thickness changes at various locations.

[0099] Furthermore, in one embodiment, the step of drawing a ballast bed thickness marking line on the inner side of the ballast retaining plate according to the target ballast bed thickness, so as to perform ballast bed laying according to the ballast bed thickness marking line, comprises:

[0100] Determine the thickness mark line after compaction when laying the first layer and the thickness mark line after compaction when laying the second layer based on the target ballast bed thickness;

[0101] Determine the uncompacted thickness marking line when the first layer is laid based on the compacted thickness marking line when the first layer is laid, the preset ballast bulk density before the roadbed is compacted, and the preset ballast bulk density after the roadbed is compacted;

[0102] Determine the uncompacted thickness marking line when laying the second layer based on the compacted thickness marking line when laying the first layer and the uncompacted thickness marking line when laying the first layer;

[0103] Among them, the calculation formula for the thickness mark line after compaction when laying the first layer is:

[0104] b 1y =h2 / 2

[0105] Where h2 is the target roadbed thickness; b 1y It is the marking line for the thickness after compaction when laying the first layer;

[0106] The calculation formula for the compacted thickness marking line when laying the second layer is:

[0107] b 2y =h2

[0108] Where b 2y It is the marking line for the thickness after compaction when laying the second layer;

[0109] The calculation formula for the uncompacted thickness marking line when laying the first layer is:

[0110] b 1w =b 1y / N1×N2

[0111] Where N1 is the preset ballast density before the roadbed is compacted; N2 is the preset ballast density after the roadbed is compacted; b 1w It is the uncompacted thickness marking line when the first layer is laid;

[0112] The calculation formula for the uncompacted thickness marking line when laying the second layer is:

[0113] b 2w =b 1y +b 1w

[0114] Where b 2w Mark the uncompacted thickness line when laying the second layer.

[0115] The roadbed is laid based on the compacted thickness marking line when laying the first layer, the compacted thickness marking line when laying the second layer, the uncompacted thickness marking line when laying the first layer and the uncompacted thickness marking line when laying the second layer.

[0116] For example, in the embodiment of the present application, the specific values ​​of the preset ballast bulk density before the roadbed is compacted and the preset ballast bulk density after the roadbed is compacted can be determined according to actual needs and are not limited here; for example, the preset ballast bulk density before the roadbed is compacted is 14.5 kN / m 3 The preset ballast density after compaction is 17kN / m 3 .

[0117] Specifically, in order to fully compact the ballast bed, it can be laid in two layers, and each layer has two thickness marking lines: the uncompacted thickness marking line and the compacted thickness marking line. Specifically, according to the compacted thickness marking line when laying the first layer, the compacted thickness marking line when laying the second layer, the uncompacted thickness marking line when laying the first layer, and the uncompacted thickness marking line when laying the second layer, the thickness marking lines are drawn on the inner side of the ballast retaining wall, and the sleepers and rails are laid according to the thickness marking lines. Among them, the rails are fine-tuned by taking ballast in local areas, which does not affect the changes in the bridge line shape.

[0118] Substitute the target roadbed thickness h2 into the following calculation formula to obtain the compacted thickness marking line b of the first layer: 1y :

[0119] b 1y =h2 / 2.

[0120] Substitute the target roadbed thickness h2 into the following calculation formula to obtain the compacted thickness marking line b for the second layer. 2y :

[0121] b 2y =h2.

[0122] The preset ballast density N1 before the roadbed is compacted, the preset ballast density N2 after the roadbed is compacted, and the compaction thickness marking line b when the first layer is laid 1y Substitute the following calculation formula to obtain the uncompacted thickness marking line b when the first layer is laid: 1w :

[0123] b 1w =b 1y / N1×N2.

[0124] The thickness mark line b after compaction when laying the first layer 1y and the uncompacted thickness marking line b when the first layer is laid 1w Substitute the following calculation formula to obtain the uncompacted thickness marking line b when laying the second layer: 2w :

[0125] b 2w =b 1y +b 1w .

[0126] It can be understood that the effect of drawing the marking lines on the inner side of the ballast retaining wall is as follows: Figure 5 When laying the first layer of track bed, first pile the ballast to b 1w Mark the line, then compact it to b 1y The second layer of ballast is laid in the same way. For the sake of simplicity, it is not described here. Accurate control of the ballast thickness can effectively resist deformation and cracks caused by temperature changes, thereby improving the durability and stability of the overall structure.

[0127] It should be noted that during the ballast bed laying process, the temperature load on the bridge changes with time. Due to the temperature difference, the bridge linear deviation in the morning and at noon can reach up to 10 cm or more. The beam linear deviation will affect the ballast bed laying accuracy. The ballast bed laying thickness marking line in this application is drawn on the ballast retaining wall, and its height relative to the bridge deck will not change with the change of the bridge linear shape. Therefore, ballast bed laying according to the method in the embodiment of this application can effectively avoid the influence of temperature load on ballast bed laying and improve the ballast bed laying accuracy.

[0128] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0129] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0130] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0131] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0132] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0133] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0134] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for laying a railway cable-stayed bridge ballast bed, characterized in that: The railway cable-stayed bridge ballast bed laying method comprises: Before paving the roadbed, obtain the target bridge alignment; Determine the amount of change in bridge alignment after the track structure is placed based on a completed bridge finite element model corresponding to the target bridge; Determining an uneven alignment based on a preset bridge design alignment, the target bridge alignment, and the bridge alignment variation; Performing high-pass filtering on the irregular line shape to obtain a local irregular line shape, and determining a thickness adjustment amount of the roadbed based on the local irregular line shape, wherein the local irregular line shape is a local irregular line shape having a wavelength that is a preset target wavelength; A target roadbed laying thickness is determined based on the roadbed laying thickness adjustment amount, and a roadbed laying thickness marking line is drawn on the inner side of the ballast retaining plate according to the target roadbed laying thickness, so that the roadbed is laid according to the roadbed laying thickness marking line.

2. The railway cable-stayed bridge ballast laying method according to claim 1, characterized in that: The step of obtaining the target bridge alignment comprises: Set multiple measuring points on the target bridge based on preset distances; Collect the elevation data corresponding to each measuring point, and draw a curve based on the elevation data to obtain the target bridge line shape.

3. The railway cable-stayed bridge ballast laying method according to claim 1, characterized in that: The method of determining the amount of bridge line shape change after placing the track structure based on the completed bridge finite element model corresponding to the target bridge includes: Generate a first bridge alignment based on a first completed bridge finite element model corresponding to the target bridge, wherein the first completed bridge finite element model is a completed bridge finite element model corresponding to the target bridge when a track structure is not placed, and the track structure includes a standard railway ballast, sleepers, and rails; Generate a second bridge alignment based on a second completed bridge finite element model corresponding to the target bridge, where the second completed bridge finite element model is a completed bridge finite element model corresponding to the target bridge when a track structure is placed; The first bridge alignment and the second bridge alignment are subjected to difference processing to obtain the bridge alignment variation.

4. The railway cable-stayed bridge ballast laying method according to claim 1, characterized in that: The determining of the uneven alignment based on the preset bridge design alignment, the target bridge alignment and the bridge alignment variation comprises: Substituting the preset bridge design alignment, the target bridge alignment and the bridge alignment variation into a first calculation formula to obtain an uneven alignment, the first calculation formula is as follows: L2=L0+dL-L1 Wherein, L1 is the preset bridge design alignment; L0 is the target bridge alignment; dL is the bridge alignment change; and L2 is the uneven alignment.

5. The railway cable-stayed bridge ballast laying method according to claim 1, characterized in that: The method of determining the thickness adjustment amount of the track bed based on the local irregular line shape includes: The opposite value of the local irregular linearity value is used as the adjustment amount for the ballast bed thickness.

6. The railway cable-stayed bridge ballast laying method according to claim 1, characterized in that: The step of determining a target roadbed paving thickness based on the roadbed paving thickness adjustment amount includes: Substituting the ballast bed thickness adjustment amount and the preset ballast bed standard thickness into a second calculation formula to obtain a target ballast bed thickness, the second calculation formula is as follows: h2=h1+dh Wherein, dh is the ballast bed thickness adjustment; h1 is the preset ballast bed standard thickness; h2 is the target ballast bed thickness.

7. The railway cable-stayed bridge ballast laying method according to claim 1, characterized in that: The step of drawing a ballast bed thickness marking line on the inner side of the ballast retaining plate according to the target ballast bed thickness, so as to perform ballast bed laying according to the ballast bed thickness marking line, comprises: Determine the thickness mark line after compaction when laying the first layer and the thickness mark line after compaction when laying the second layer based on the target ballast bed thickness; Determine the uncompacted thickness marking line when the first layer is laid based on the compacted thickness marking line when the first layer is laid, the preset ballast bulk density before the roadbed is compacted, and the preset ballast bulk density after the roadbed is compacted; Determine the uncompacted thickness marking line when laying the second layer based on the compacted thickness marking line when laying the first layer and the uncompacted thickness marking line when laying the first layer; The roadbed is laid based on the compacted thickness marking line when laying the first layer, the compacted thickness marking line when laying the second layer, the uncompacted thickness marking line when laying the first layer and the uncompacted thickness marking line when laying the second layer.

8. The method for laying the railway cable-stayed bridge ballast bed according to claim 7, characterized in that: The calculation formula for the thickness mark line after compaction when laying the first layer is: b 1y =h2 / 2 Where h2 is the target roadbed thickness; b 1y It is the marking line for the thickness after compaction when laying the first layer; The calculation formula for the compacted thickness marking line when laying the second layer is: b 2y =h2 Where b 2y It is the marking line for the thickness after compaction when laying the second layer; The calculation formula for the uncompacted thickness marking line when laying the first layer is: b 1w =b 1y / N1×N2 Where N1 is the preset ballast density before the roadbed is compacted; N2 is the preset ballast density after the roadbed is compacted; b 1w It is the uncompacted thickness marking line when the first layer is laid; The calculation formula for the uncompacted thickness marking line when laying the second layer is: b 2w =b 1y +b 1w Where b 2w Mark the uncompacted thickness line when laying the second layer.

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