A method for laying the track bed of a railway cable-stayed bridge
By obtaining the bridge alignment and calculating the changes in bridge alignment using a finite element model, and combining this with high-pass filtering, the problem of not considering alignment deviations in track bed laying was solved, thus improving the accuracy of track bed laying and enhancing bridge safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CHINA RAILWAY MAJOR BRIDGE RECONNAISSANCE & DESIGN INSTITUTE CO LTD
- Filing Date
- 2024-11-06
- Publication Date
- 2026-06-30
Smart Images
Figure CN119312457B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of railway cable-stayed bridge construction control, specifically to a method for laying the track bed of a railway cable-stayed bridge. Background Technology
[0002] With the continuous development of railway bridge construction, higher requirements have been placed on track alignment. The track alignment and bridge alignment are related by structures such as track bed thickness, sleepers, and rails. Factors such as bridge manufacturing and construction can cause deviations in bridge alignment.
[0003] Currently, laying the track bed with equal thickness can cause deviations in the bridge alignment. These deviations can lead to significant local unevenness in the track alignment, thus affecting the quality of train operation. Furthermore, there is currently no technical solution that describes how to lay the track bed to eliminate the impact of bridge alignment deviations on the track alignment.
[0004] Therefore, how to lay the track bed to eliminate local unevenness in order to ensure train performance is an urgent problem to be solved. Summary of the Invention
[0005] This application provides a method for laying the track bed of a railway cable-stayed bridge, which can solve the technical problem in the prior art that the track bed laying does not consider the alignment deviation, resulting in large local unevenness.
[0006] In a first aspect, embodiments of this application provide a method for laying the track bed of a railway cable-stayed bridge, the method comprising:
[0007] Before laying the track bed, obtain the target bridge alignment;
[0008] The changes in the bridge alignment after the track structure is placed are determined based on the finite element model of the completed bridge corresponding to the target bridge.
[0009] The irregular alignment is determined based on the preset bridge design alignment, the target bridge alignment, and the amount of change in the bridge alignment.
[0010] The irregular line shape is subjected to high-pass filtering to obtain a local irregular line shape, and the track bed laying thickness adjustment amount is determined based on the local irregular line shape. The local irregular line shape is a local irregular line shape with a wavelength of a preset target wavelength.
[0011] The target ballast paving thickness is determined based on the adjustment amount of the ballast paving thickness. A ballast paving thickness marking line is drawn on the inside of the ballast according to the target ballast paving thickness, so that the ballast paving can be carried out according to the ballast paving thickness marking line.
[0012] In conjunction with the first aspect, in one implementation, obtaining the target bridge alignment includes:
[0013] Multiple measuring points are set on the target bridge based on preset distances;
[0014] Elevation data corresponding to each measuring point is collected, and curves are plotted based on the elevation data to obtain the target bridge alignment.
[0015] In conjunction with the first aspect, in one implementation, determining the change in bridge alignment after placing the track structure based on the completed bridge finite element model corresponding to the target bridge includes:
[0016] The first bridge alignment is generated based on the first completed bridge finite element model corresponding to the target bridge. The first completed bridge finite element model is the completed bridge finite element model corresponding to the target bridge when no track structure is placed. The track structure includes railway standard track bed, sleepers and rails.
[0017] The second bridge alignment is generated based on the second completed bridge finite element model corresponding to the target bridge. The second completed bridge finite element model is the completed bridge finite element model corresponding to the target bridge when the track structure is placed.
[0018] The difference between the first bridge alignment and the second bridge alignment is calculated to obtain the change in bridge alignment.
[0019] In conjunction with the first aspect, in one implementation, determining the irregular alignment based on a preset bridge design alignment, the target bridge alignment, and the amount of change in bridge alignment includes:
[0020] Substituting the preset bridge design alignment, the target bridge alignment, and the bridge alignment variation into the first calculation formula yields the irregular alignment. The first calculation formula is as follows:
[0021] L2 = L0 + dL - L1
[0022] In the formula, L1 is the preset bridge design alignment; L0 is the target bridge alignment; dL is the change in bridge alignment; and L2 is the irregular alignment.
[0023] In conjunction with the first aspect, in one implementation, determining the track bed thickness adjustment based on local unevenness includes:
[0024] The opposite value of the local unevenness line shape is used as the adjustment amount for the track bed paving thickness.
[0025] In conjunction with the first aspect, in one embodiment, determining the target track bed paving thickness based on the track bed paving thickness adjustment amount includes:
[0026] The target track bed paving thickness is obtained by substituting the track bed paving thickness adjustment amount and the preset track bed standard thickness into the second calculation formula, which is as follows:
[0027] h2 = h1 + dh
[0028] In the formula, dh is the adjustment amount of the track bed paving thickness; h1 is the preset standard track bed thickness; and h2 is the target track bed paving thickness.
[0029] In conjunction with the first aspect, in one embodiment, the step of drawing a track bed thickness marking line on the inner side of the ballast according to the target track bed thickness, so as to lay the track bed according to the track bed thickness marking line, includes:
[0030] Based on the target track bed thickness, the compacted thickness marking lines for the first layer and the compacted thickness marking lines for the second layer are determined.
[0031] The uncompacted thickness marking line for the first layer is determined based on the compacted thickness marking line during the first layer laying, the preset ballast density before compaction, and the preset ballast density after compaction.
[0032] The uncompacted thickness marking line for the second layer is determined based on the compacted thickness marking line and the uncompacted thickness marking line during the first layer laying.
[0033] The track bed is laid based on the compacted thickness marking lines of the first layer, the compacted thickness marking lines of the second layer, the uncompacted thickness marking lines of the first layer and the uncompacted thickness marking lines of the second layer.
[0034] In conjunction with the first aspect, in one implementation method, the formula for calculating the thickness marking line after compaction during the first layer laying is:
[0035] b 1y =h2 / 2
[0036] In the formula, h2 is the target track bed thickness; b 1y The marking line for the thickness after compaction during the first layer laying;
[0037] The formula for calculating the thickness mark line after compaction during the second layer laying is:
[0038] b 2y =h2
[0039] In the formula, b 2y The marking line for the thickness after compaction during the laying of the second layer;
[0040] The formula for calculating the uncompacted thickness mark line during the first layer laying is:
[0041] b 1w =b 1y / N1×N2
[0042] In the formula, N1 is the preset unit weight of ballast before compaction; N2 is the preset unit weight of ballast after compaction; b 1w The marking line for the uncompacted thickness of the first layer;
[0043] The formula for calculating the uncompacted thickness mark line during the second layer laying is:
[0044] b 2w =b 1y +b 1w
[0045] In the formula, b 2w The marking line indicates the uncompacted thickness when laying the second layer.
[0046] The beneficial effects of the technical solutions provided in this application include:
[0047] The finite element model of the completed bridge allows for precise calculation of bridge alignment changes, providing reliable data support for subsequent track bed laying. By comprehensively considering the pre-set bridge design alignment, target bridge alignment, and alignment changes, the irregular alignment is obtained. High-pass filtering of the irregular alignment removes wave components above 200m, extracting local irregularities. The adjustment amount for track bed thickness is accurately calculated based on these local irregularities. The target track bed thickness is determined based on this adjustment, and a track bed thickness marking line is drawn on the inner side of the ballast according to this target thickness. Track bed laying is then carried out according to these marking lines, ensuring that the laid track bed meets design requirements and avoiding impacts on bridge performance due to irregularities, thus improving the accuracy of track bed laying. This application effectively incorporates alignment deviations into the consideration of track bed laying, ensuring that attention is always paid to the actual situation throughout the laying process, reducing local unevenness caused by neglecting alignment deviations, thereby improving the overall quality of the track bed and the safety of the bridge. Attached Figure Description
[0048] Figure 1 This is a flowchart illustrating an embodiment of the railway cable-stayed bridge track bed laying method of this application;
[0049] Figure 2 This is a schematic diagram of the cross-sectional structure of the railway track in this application;
[0050] Figure 3 This is a schematic diagram of the local uneven lines in this application;
[0051] Figure 4 This is a schematic diagram showing the standard track bed thickness and the adjusted track bed thickness in this application;
[0052] Figure 5 This is a schematic diagram of the thickness marking line on the inner side of the retaining wall in this application;
[0053] In the diagram: 1. Ballast retaining wall; 2. Railway rail; 3. Track bed; 4. Sleeper; 5. Bridge deck; 6. Measuring point at the bottom of the ballast retaining wall. Detailed Implementation
[0054] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.
[0055] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.
[0056] In one aspect, embodiments of this application provide a method for laying the track bed of a railway cable-stayed bridge.
[0057] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic flowchart illustrating an embodiment of the railway cable-stayed bridge track bed laying method of this application. Figure 1 As shown, the methods for laying the track bed of a railway cable-stayed bridge include:
[0058] Step S10: Before laying the track bed, obtain the target bridge alignment.
[0059] As an example, in this embodiment of the application, the target bridge alignment is the actual state of the bridge obtained through on-site monitoring or numerical simulation before the track bed construction; the obtained target bridge alignment will serve as the basis for track bed laying and provide important reference data for subsequent track laying work.
[0060] Step S20: Determine the change in bridge alignment after placing the track structure based on the finite element model of the completed bridge corresponding to the target bridge.
[0061] As an example, this application describes a long-span railway cable-stayed bridge as an example, wherein the schematic diagram of the cross-sectional structure of the railway track of the long-span railway cable-stayed bridge is shown below. Figure 2As shown, the retaining walls 1 are located on both sides of the track bed 3, effectively supporting the ballast and preventing it from spreading outwards; the rails 2 are placed directly on the sleepers 4, ensuring the stability and safety of train operation; the sleepers 4 transmit pressure to the track bed 3 below by evenly distributing the load from the rails 2; the bridge deck 5 serves as the load-bearing surface of the bridge, providing a smooth travel path for trains; the measuring points 6 at the bottom of the retaining walls are used to monitor the condition of the retaining walls 1, ensuring 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 target bridge can be constructed based on the geometry, material properties, and load conditions of the target bridge. This model can divide the target bridge into multiple finite elements. By defining the physical properties of each element, the behavior of the target bridge under different working conditions (with and without track structure) can be effectively simulated to analyze its influence on the change in alignment and thus determine the change in bridge alignment.
[0063] Step S30: Determine the irregular alignment based on the preset bridge design alignment, the target bridge alignment, and the amount of change in the bridge alignment.
[0064] As an example, in the embodiments of this application, the preset bridge design alignment is an ideal state formulated in accordance with engineering specifications and requirements during the design stage. It is usually determined based on the professional judgment and experience of engineers, and is not limited here. The change in bridge alignment refers to the deformation of the target bridge alignment under the conditions of laying track structure and not laying track structure. The deviation between the actual track alignment and the designed track alignment is called track irregularity.
[0065] Specifically, the actual alignment of the target bridge after considering track laying can be obtained by measuring the changes in bridge alignment and the target bridge alignment. However, due to the existence of irregularities, it is necessary to obtain the irregular alignment based on the actual alignment and the preset bridge design alignment. This irregular alignment reflects the height differences and deformations that may occur in actual use of the bridge, and it will affect the smoothness of vehicle driving.
[0066] Step S40: Perform high-pass filtering on the irregular line shape to obtain a local irregular line shape, and determine the adjustment amount of the track bed laying thickness based on the local irregular line shape. The local irregular line shape is a local irregular line shape with a wavelength of a preset target wavelength.
[0067] As an example, in the embodiments of this application, the local unevenness line L represents the difference between the actual height of the bridge or track at a certain position and the standard height. If L is positive, it means that the position is higher than the standard height; if L is negative, it means that the position is lower than the standard height.
[0068] Specifically, the irregular alignment (i.e., the local irregular alignment of the bridge, denoted as L) can be obtained by applying a high-pass filter of 200m wavelength (i.e., the preset target wavelength) to the irregular alignment. (Refer to...) Figure 3 As shown, the fluctuation range of the local unevenness is generally between -40mm and 40mm. In other words, the height variation of the local unevenness decreases from the highest point of 40mm to the lowest point of -40mm, showing the height difference of the bridge deck at different locations.
[0069] Specifically, to ensure the track bed meets standard requirements, its impact on the standard track bed thickness can be eliminated by subtracting local irregularities. That is, the track bed thickness adjustment amount dh = -local irregularity L. When L > 0, it indicates a bulge at that location, requiring a reduction in track bed thickness to meet the standard; therefore, the adjustment amount is negative, i.e., dh = -L. When L < 0, it indicates a subsidence at that location, requiring an increase in track bed thickness; similarly, the adjustment amount is also dh = -L. In this case, L is negative, and the adjustment amount dh is actually positive. This application's embodiment can reasonably adjust the track bed thickness for different local irregularities, ensuring the smoothness and stability of the railway, thereby guaranteeing the safety and comfort of train operation.
[0070] Step S50: Determine the target track bed paving thickness based on the track bed paving thickness adjustment amount, and draw track bed paving thickness marking lines on the inner side of the ballast according to the target track bed paving thickness, so as to carry out track bed paving according to the track bed paving thickness marking lines.
[0071] As an example, in this embodiment of the application, the adjustment amount of the track bed paving thickness is applied to the design standard to obtain the target track bed paving thickness, which not only meets the load-bearing capacity and comfort requirements of the bridge design, but also takes into account the operability of construction; according to the target track bed paving thickness, a track bed paving thickness marking line is drawn on the inside of the ballast, and then the track bed is paved according to the track bed paving thickness marking line, which can effectively distribute the load, reduce structural stress, and enhance overall stability.
[0072] This application uses a finite element model of the completed bridge to accurately calculate the changes in bridge alignment, providing reliable data support for subsequent track bed laying. By comprehensively considering the preset bridge design alignment, the target bridge alignment, and the changes in alignment, an irregular alignment is obtained. High-pass filtering of the irregular alignment removes wave components above 200m, extracting local irregularities. The adjustment amount for track bed thickness is accurately calculated based on these local irregularities. The target track bed thickness is determined based on this adjustment, and a track bed thickness marking line is drawn on the inner side of the ballast according to the target thickness. Track bed laying is then carried out according to this marking line, ensuring that the laid track bed meets design requirements, avoiding impacts on bridge performance due to irregularities, and improving the accuracy of track bed laying. This application effectively incorporates alignment deviations into the consideration of track bed laying, ensuring that attention is always paid to the actual situation throughout the laying process, reducing local unevenness caused by neglecting alignment deviations, thereby improving the overall quality of the track bed and the safety of the bridge.
[0073] Furthermore, in one embodiment, obtaining the target bridge alignment includes:
[0074] Multiple measuring points are set on the target bridge based on preset distances;
[0075] Elevation data corresponding to each measuring point is collected, and curves are plotted based on the elevation data to obtain the target bridge alignment.
[0076] As an example, in this embodiment, the specific value of the preset distance can be determined according to actual needs and is not limited here; multiple measuring points can be marked at the positions corresponding to the preset distance using tools such as rulers, total stations, or laser rangefinders to ensure that the elevation data of the bridge can be systematically collected and the accuracy of the measuring points is also ensured; before the track bed is laid, various 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 tables, and elevation curves can be drawn using data analysis software such as Excel and MATLAB. This curve is the line shape of the target bridge, which reflects the undulations of the bridge.
[0077] Furthermore, in one embodiment, determining the change in bridge alignment after placing the track structure based on the completed bridge finite element model corresponding to the target bridge includes:
[0078] The first bridge alignment is generated based on the first completed bridge finite element model corresponding to the target bridge. The first completed bridge finite element model is the completed bridge finite element model corresponding to the target bridge when no track structure is placed. The track structure includes railway standard track bed, sleepers and rails.
[0079] The second bridge alignment is generated based on the second completed bridge finite element model corresponding to the target bridge. The second completed bridge finite element model is the completed bridge finite element model corresponding to the target bridge when the track structure is placed.
[0080] The difference between the first bridge alignment and the second bridge alignment is calculated to obtain the change in bridge alignment.
[0081] Exemplary and noteworthy, the track structure includes, but is not limited to, standard railway track bed, sleepers, and rails. In this embodiment, a finite element model of the target bridge can be constructed by fully considering its material properties, geometry, and load conditions to simulate its behavior under different conditions. A first finite element model of the target bridge is generated without the track structure, and calculations are performed using finite element analysis tools. At this point, the bridge's self-weight and other preset loads are simulated to obtain the first bridge alignment (i.e., the initial shape of the target bridge without track influence). The railway track bed, sleepers, and rails are then placed into the finite element model to observe their impact on the bridge. Based on the updated finite element model including the track structure (i.e., the second finite element model), calculations are performed again to obtain the second bridge alignment, which reflects the influence of the additional load applied by the track structure on the bridge alignment. By subtracting the first and second bridge alignments, the change in bridge alignment can be calculated, characterizing the influence of the track structure on the target bridge alignment.
[0082] Further, in one embodiment, determining the irregular alignment based on a preset bridge design alignment, the target bridge alignment, and the amount of change in bridge alignment includes:
[0083] Substituting the preset bridge design alignment, the target bridge alignment, and the bridge alignment variation into the first calculation formula yields the irregular alignment. The first calculation formula is as follows:
[0084] L2 = L0 + dL - L1
[0085] In the formula, L1 is the preset bridge design alignment; L0 is the target bridge alignment; dL is the change in bridge alignment; and L2 is the irregular alignment.
[0086] As an example, in this embodiment, the preset bridge design alignment L1 can be determined according to actual needs and is not limited here. Specifically, the preset bridge design alignment L1, the target bridge alignment L0, and the bridge alignment change dL are substituted into the following calculation formula to obtain the irregular alignment L2, which is as follows:
[0087] L2 = L0 + dL - L1.
[0088] Furthermore, in one embodiment, determining the track bed thickness adjustment based on local unevenness includes:
[0089] The opposite value of the local unevenness line shape is used as the adjustment amount for the track bed paving thickness.
[0090] As an example, in the embodiments of this application, the local irregularity L3 is obtained by performing a 200m high-pass filter on the irregularity L2. Then, the adjustment amount of the track bed paving thickness at any point is the opposite value of the local irregularity L3.
[0091] Further, in one embodiment, determining the target track bed paving thickness based on the track bed paving thickness adjustment amount and the preset track bed standard thickness includes:
[0092] The target track bed paving thickness is obtained by substituting the track bed paving thickness adjustment amount and the preset track bed standard thickness into the second calculation formula, which is as follows:
[0093] h2 = h1 + dh
[0094] In the formula, dh is the adjustment amount of the track bed paving thickness; h1 is the preset standard track bed thickness; and h2 is the target track bed paving thickness.
[0095] As an example, in the embodiments of this application, the preset standard track bed thickness h1 can be determined according to actual needs and is not limited here; wherein, the preset standard track bed thickness is preferably 35cm.
[0096] Specifically, the target track bed thickness h2 is obtained by substituting the track bed thickness adjustment amount dh and the preset standard track bed thickness h1 into the following calculation formula:
[0097] h2 = h1 + dh.
[0098] It should be noted that the specific value and distribution of the target track bed paving thickness h2 can be found in [reference needed]. Figure 4 As shown, Figure 4 The adjusted track bed thickness distribution reflects the thickness variations at various locations.
[0099] Further, in one embodiment, the step of drawing a track bed paving thickness marking line on the inner side of the ballast according to the target track bed paving thickness, so as to carry out track bed paving according to the track bed paving thickness marking line, includes:
[0100] Based on the target track bed thickness, the compacted thickness marking lines for the first layer and the compacted thickness marking lines for the second layer are determined.
[0101] The uncompacted thickness marking line for the first layer is determined based on the compacted thickness marking line during the first layer laying, the preset ballast density before compaction, and the preset ballast density after compaction.
[0102] The uncompacted thickness marking line for the second layer is determined based on the compacted thickness marking line and the uncompacted thickness marking line during the first layer laying.
[0103] The formula for calculating the thickness marking line after compaction during the first layer laying is as follows:
[0104] b 1y =h2 / 2
[0105] In the formula, h2 is the target track bed thickness; b 1y The marking line for the thickness after compaction during the first layer laying;
[0106] The formula for calculating the thickness mark line after compaction during the second layer laying is:
[0107] b 2y =h2
[0108] In the formula, b 2y The marking line for the thickness after compaction during the laying of the second layer;
[0109] The formula for calculating the uncompacted thickness mark line during the first layer laying is:
[0110] b 1w =b 1y / N1×N2
[0111] In the formula, N1 is the preset unit weight of ballast before compaction; N2 is the preset unit weight of ballast after compaction; b 1w The marking line for the uncompacted thickness of the first layer;
[0112] The formula for calculating the uncompacted thickness mark line during the second layer laying is:
[0113] b 2w =b 1y +b 1w
[0114] In the formula, b 2w The marking line indicates the uncompacted thickness when laying the second layer.
[0115] The track bed is laid based on the compacted thickness marking lines of the first layer, the compacted thickness marking lines of the second layer, the uncompacted thickness marking lines of the first layer and the uncompacted thickness marking lines of the second layer.
[0116] As an example, in the embodiments of this application, the specific values of the preset ballast unit weight before and after track compaction can be determined according to actual needs and are not limited here; for example, the preset ballast unit weight before track compaction is 14.5 kN / m. 3 The pre-set compacted ballast density is 17 kN / m³. 3 .
[0117] Specifically, to ensure sufficient compaction of the track bed, it can be laid in two layers, each with two thickness marking lines: an uncompacted thickness marking line and a compacted thickness marking line. Specifically, thickness marking lines are drawn on the inside of the retaining wall based on the compacted thickness marking lines of the first and second layers, as well as the uncompacted thickness marking lines of the first and second layers. Sleepers and rails are then laid according to these thickness marking lines. Fine-tuning of the rails involves taking ballast in localized areas, without affecting the bridge alignment.
[0118] Substituting the target track bed paving thickness h2 into the following calculation formula yields the compacted thickness mark line b during the first layer paving. 1y :
[0119] b 1y =h2 / 2.
[0120] Substituting the target track bed thickness h2 into the following calculation formula, we obtain the compacted thickness mark b for the second layer. 2y :
[0121] b 2y =h2.
[0122] The pre-set ballast unit weight N1 before compaction, the pre-set ballast unit weight N2 after compaction, and the compaction thickness mark line b during the first layer laying are used to determine the ballast density. 1y Substituting into the following calculation formula, we obtain the uncompacted thickness mark line b for the first layer during laying. 1w :
[0123] b 1w =b 1y / N1×N2.
[0124] The thickness mark line b after compaction during the first layer laying. 1y and the uncompacted thickness mark line b during the first layer laying 1w Substituting into the following calculation formula, we obtain the uncompacted thickness mark line b for the second layer. 2w :
[0125] b 2w =b 1y +b 1w .
[0126] Understandably, drawing the marking lines on the inside of the retaining wall will achieve the following effect: Figure 5 As shown. When laying the first layer of track bed, the ballast is first piled up to b. 1w Mark the line, then compact it until b. 1y The process continues until the marked line is reached; the same principle applies when laying the second layer of track bed, but for the sake of simplicity, it will not be elaborated here. Accurate control of the track bed thickness can effectively resist track bed deformation and cracks caused by temperature changes, thereby improving the overall durability and stability of the structure.
[0127] It should be noted that during the ballast bed laying process, the temperature load on the bridge changes over time. Due to temperature differences, the bridge alignment deviation can reach more than 10 cm in the morning and at noon, which will affect the ballast bed laying accuracy. However, 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 does not change with the bridge alignment. Therefore, laying the ballast bed according to the method in the embodiments of this application can effectively avoid the influence of temperature load on the ballast bed laying and improve the ballast bed laying accuracy.
[0128] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.
[0129] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.
[0130] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.
[0131] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish 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 sequentially or in parallel, and these operations or steps may be combined.
[0132] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.
[0133] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.
[0134] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.
Claims
1. A method for laying the track bed of a railway cable-stayed bridge, characterized in that, The method for laying the track bed of the railway cable-stayed bridge includes: Before laying the track bed, obtain the target bridge alignment; The changes in the bridge alignment after the track structure is placed are determined based on the finite element model of the completed bridge corresponding to the target bridge. The irregular alignment is determined based on the preset bridge design alignment, the target bridge alignment, and the amount of change in the bridge alignment. The irregular line shape is subjected to high-pass filtering to obtain a local irregular line shape, and the track bed laying thickness adjustment amount is determined based on the local irregular line shape. The local irregular line shape is a local irregular line shape with a wavelength of a preset target wavelength. The target ballast thickness is determined based on the adjustment amount of the ballast thickness. A ballast thickness marking line is drawn on the inside of the ballast according to the target ballast thickness, so that the ballast can be laid according to the ballast thickness marking line. The step of drawing a track bed thickness marking line on the inner side of the ballast according to the target track bed thickness, and laying the track bed according to the track bed thickness marking line, includes: Based on the target track bed thickness, the compacted thickness marking lines for the first layer and the compacted thickness marking lines for the second layer are determined. The uncompacted thickness marking line for the first layer is determined based on the compacted thickness marking line during the first layer laying, the preset ballast density before compaction, and the preset ballast density after compaction. The uncompacted thickness marking line for the second layer is determined based on the compacted thickness marking line and the uncompacted thickness marking line during the first layer laying. The track bed is laid based on the compacted thickness marking lines of the first layer, the compacted thickness marking lines of the second layer, the uncompacted thickness marking lines of the first layer and the uncompacted thickness marking lines of the second layer. The formula for calculating the thickness mark line after compaction during the first layer laying is: In the formula, Determine the thickness of the target track bed; The marking line for the thickness after compaction during the first layer laying; The formula for calculating the thickness mark line after compaction during the second layer laying is: In the formula, The marking line for the thickness after compaction during the laying of the second layer; The formula for calculating the uncompacted thickness mark line during the first layer laying is: In the formula, The unit weight of ballast before the pre-set track bed compaction; The pre-set density of the ballast after compaction; The marking line for the uncompacted thickness of the first layer; The formula for calculating the uncompacted thickness mark line during the second layer laying is: In the formula, The marking line indicates the uncompacted thickness when laying the second layer.
2. The method for laying the track bed of a railway cable-stayed bridge as described in claim 1, characterized in that, The acquisition of the target bridge alignment includes: Multiple measuring points are set on the target bridge based on preset distances; Elevation data corresponding to each measuring point is collected, and curves are plotted based on the elevation data to obtain the target bridge alignment.
3. The method for laying the track bed of a railway cable-stayed bridge as described in claim 1, characterized in that, The determination of the bridge alignment change after placing the track structure, based on the completed bridge finite element model corresponding to the target bridge, includes: The first bridge alignment is generated based on the first completed bridge finite element model corresponding to the target bridge. The first completed bridge finite element model is the completed bridge finite element model corresponding to the target bridge when no track structure is placed. The track structure includes railway standard track bed, sleepers and rails. The second bridge alignment is generated based on the second completed bridge finite element model corresponding to the target bridge. The second completed bridge finite element model is the completed bridge finite element model corresponding to the target bridge when the track structure is placed. The difference between the first bridge alignment and the second bridge alignment is calculated to obtain the change in bridge alignment.
4. The method for laying the track bed of a railway cable-stayed bridge as described in claim 1, characterized in that, The determination of the irregular alignment based on the preset bridge design alignment, the target bridge alignment, and the bridge alignment variation includes: Substituting the preset bridge design alignment, the target bridge alignment, and the bridge alignment variation into the first calculation formula yields the irregular alignment. The first calculation formula is as follows: In the formula, The bridge design alignment is pre-defined; The target bridge alignment; This refers to the change in bridge alignment. It is an uneven line shape.
5. The method for laying the track bed of a railway cable-stayed bridge as described in claim 1, characterized in that, The method of determining the adjustment amount of the track bed laying thickness based on the local unevenness line includes: The opposite value of the local unevenness line shape is used as the adjustment amount for the track bed paving thickness.
6. The method for laying the track bed of a railway cable-stayed bridge as described in claim 1, characterized in that, Determining the target paving thickness based on the paving thickness adjustment includes: The target track bed paving thickness is obtained by substituting the track bed paving thickness adjustment amount and the preset track bed standard thickness into the second calculation formula, which is as follows: In the formula, Adjust the thickness of the track bed; The preset standard thickness of the track bed; The thickness of the target track bed is determined.