Linear adjustment method for ballastless track bridge

Abstract

The invention relates to a ballastless track bridge line shape adjusting method which comprises the steps that in the ballastless track bridge construction process, the bridge line shape before track plate base construction is accurately measured, and the actual bridge line shape is obtained; if the actual line shape of the bridge does not meet the design line shape requirement, the design width needed by a leveling layer is determined according to the width of a track plate base in the transverse bridge direction, and the design elevation needed by the top face of the leveling layer is determined according to the bridge span, the type of a main beam and the design elevation of the top face of the main beam; and on the basis of the design width required by the leveling layer and the design elevation required by the top surface of the leveling layer, concrete is poured on the top surface of the main beam to form the leveling layer. Through the method, the deviation between the actual line shape and the designed line shape of the bridge can be effectively compensated, it is ensured that the actual line shape of the bridge meets the line shape design requirement, and the flatness of a bridge floor is remarkably improved.

Description

Technical Field

[0001] The present application relates to the technical field of bridge alignment adjustment, and in particular to a method for adjusting the alignment of a ballastless track bridge. Background Art

[0002] In order to meet the requirements of smooth and high-speed operation of high-speed railways, higher requirements are placed on the stiffness and alignment of bridges. At the same time, as the span of high-speed railway bridges increases, especially when ballastless tracks are used, higher requirements are placed on the track behavior of bridges, that is, higher requirements are placed on the track alignment of bridges. This also directly leads to higher requirements on the accuracy of bridge alignment control.

[0003] Therefore, in specific engineering practice, certain measures need to be reserved to ensure that the track line shape meets the design requirements. There are three commonly used methods:

[0004] 1) During the construction process, water bags are applied to simulate the second-phase constant load of the track to ensure that the line shape of the bridge after completion meets the design requirements. However, this method has complicated construction procedures, is uneconomical, and has poor results;

[0005] 2) When pouring the track slab base, the line shape of the track bottom is adjusted by controlling the height of the track slab base. However, this method has limited adjustment. If the line shape deviation of the completed bridge is large and there are no other active adjustment measures, this measure cannot completely adjust the line shape back to its original position.

[0006] 3) Track fasteners can adjust the track alignment to a certain extent, but this measure can only make fine adjustments to the bridge alignment and is often used to adjust track alignment deviations caused by concrete shrinkage and creep.

[0007] There are certain disadvantages in adjusting the alignment of ballastless track by the above-mentioned methods, and it is impossible to adjust the alignment of the track to the maximum extent at the bridge structure level. Summary of the invention

[0008] The present application provides a method and system for adjusting the linear shape of a ballastless track bridge, which can solve the technical problem in the prior art that the linear shape of a ballastless track bridge is difficult to adjust.

[0009] The embodiment of the present application provides a method for adjusting the linear shape of a ballastless track bridge, the method comprising:

[0010] During the construction of a ballastless track bridge, the bridge alignment before the track slab base construction is precisely measured to obtain the actual alignment of the bridge; if the actual alignment of the bridge does not meet the design alignment requirements, the design width of the leveling layer is determined according to the transverse width of the track slab base, and the design elevation of the top surface of the leveling layer is determined according to the bridge span, the main beam type and the design elevation of the top surface of the main beam; based on the design width of the leveling layer and the design elevation of the top surface of the leveling layer, concrete is poured on the top surface of the main beam to form the leveling layer.

[0011] In one embodiment, the step of determining that the actual alignment of the bridge does not meet the design alignment requirements includes:

[0012] The elevations corresponding to the linear measuring points on the actual linear shape of the bridge are compared with the elevations corresponding to the linear measuring points on the theoretical linear shape of the bridge to obtain the elevation differences corresponding to the linear measuring points; if at least one of the elevation differences corresponding to the linear measuring points is outside the preset elevation difference range, it is judged that the actual linear shape of the bridge does not meet the design linear shape requirements.

[0013] In one embodiment, the preset elevation difference range includes a first elevation difference range and a second elevation difference range, and the first elevation difference range is greater than the second elevation difference range; if the elevation differences corresponding to each linear measuring point do not meet the preset conditions, it is judged that the actual linear shape of the bridge does not meet the design linear shape requirements, and the preset conditions are: the elevation differences corresponding to each linear measuring point are all within the first elevation difference range, and the ratio of the elevation difference within the second elevation difference range to all elevation differences is greater than a preset percentage.

[0014] In one embodiment, the theoretical bridge alignment is obtained by establishing a bridge construction monitoring model to analyze the bridge alignment before the track slab base is constructed.

[0015] In one embodiment, the step of determining the design elevation of the top surface of the leveling layer according to the bridge span, the main beam type and the design elevation of the top surface of the main beam comprises:

[0016] The linear adjustment amount required for the leveling layer is determined according to the span of the bridge; the design thickness required for the leveling layer is determined according to the main beam type and the linear adjustment amount required for the leveling layer; the sum of the design thickness required for the leveling layer and the design elevation of the top surface of the main beam is the design elevation required for the top surface of the leveling layer.

[0017] In one embodiment, the step of determining the linear adjustment amount required for the leveling layer according to the span of the bridge includes:

[0018] If the bridge span is within the preset span range, the bridge span is multiplied by a preset coefficient, and then added with a first preset adjustment amount, and the calculation result is determined as the linear adjustment amount required for the leveling layer.

[0019] In one embodiment, the step of determining the linear adjustment amount required for the leveling layer according to the span of the bridge further includes:

[0020] If the span of the bridge is less than the minimum value of the preset span range, the first preset adjustment amount is determined as the linear adjustment amount required for the leveling layer.

[0021] In one embodiment, the step of determining the linear adjustment amount required for the leveling layer according to the span of the bridge further includes:

[0022] If the span of the bridge is greater than the maximum value of the preset span range, the second preset adjustment amount is determined as the linear adjustment amount required for the leveling layer.

[0023] In one embodiment, the step of determining the required design thickness of the leveling layer according to the type of main beam and the required linear adjustment amount of the leveling layer includes:

[0024] When a concrete main beam or a composite beam is used as the main beam, the height of the vertical reinforcement of the main beam penetrating into the leveling layer is added to the linear adjustment amount required for the leveling layer, and the calculation result is determined as the design thickness required for the leveling layer; when a steel beam is used as the main beam, the protruding height of the top plate shear nails is added to the linear adjustment amount required for the leveling layer, and the calculation result is determined as the design thickness required for the leveling layer.

[0025] In one embodiment, the method further comprises:

[0026] When judging that a ballastless track bridge is a cable-structured bridge, if the actual alignment of the bridge before the construction of the track slab base does not meet the design alignment requirements, the actual alignment of the bridge is adjusted within the allowable adjustment range of the cable force to obtain the adjusted actual alignment of the bridge; if the adjusted actual alignment of the bridge still does not meet the design alignment requirements, concrete is poured on the top surface of the main beam based on the design width required for the leveling layer and the design elevation required for the top surface of the leveling layer to form a leveling layer.

[0027] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0028] During the construction of ballastless track bridges, the bridge alignment is precisely measured before the track slab base is constructed to obtain the actual alignment of the bridge, and to determine whether the actual alignment of the bridge meets the design alignment requirements. This allows timely discovery and correction of deviations and errors in bridge construction to ensure that the actual alignment of the bridge meets the design alignment requirements of the bridge. If the actual alignment of the bridge does not meet the design alignment requirements, the required design width of the leveling layer can be determined based on the transverse width of the track slab base, and the required design elevation of the top surface of the leveling layer can be determined based on the bridge span, main beam type, and the design elevation of the top surface of the main beam; based on the required design width of the leveling layer and the required design elevation of the top surface of the leveling layer, concrete is poured on the top surface of the main beam to form a leveling layer. This can effectively compensate for the deviation between the actual alignment of the bridge and the design alignment, ensure that the actual alignment of the bridge meets the alignment design requirements, and significantly improve the flatness of the bridge deck. This solves the technical problem in related technologies that the track alignment cannot be adjusted to the maximum extent at the bridge structure level. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a flow chart of the first embodiment of the method for adjusting the alignment of a ballastless track bridge of the present application;

[0030] Figure 2 For this application Figure 1 Schematic diagram of the process of step S30;

[0031] Figure 3 This is a flow chart of the second embodiment of the method for adjusting the linear shape of a ballastless track bridge of the present application. DETAILED DESCRIPTION

[0032] 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.

[0033] 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 in conjunction with the accompanying drawings.

[0034] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the method for adjusting the linear shape of a ballastless track bridge of the present application. Figure 1 As shown in the figure, the alignment adjustment method of ballastless track bridge includes:

[0035] Step S10, during the construction of the ballastless track bridge, the bridge alignment is precisely measured before the track slab base is constructed to obtain the actual alignment of the bridge.

[0036] In this embodiment, during the construction of the ballastless track bridge, the actual bridge alignment is obtained by precisely measuring the bridge alignment before the track slab base is constructed, so as to ensure that the alignment after the ballastless track is laid meets the design requirements and ensure the stability and safety of train operation.

[0037] Step S20, determine whether the actual alignment of the bridge meets the design alignment requirements of the bridge; if so, it means that the actual alignment of the bridge meets the design alignment requirements of the bridge, and then end; if not, it means that the actual alignment of the bridge does not meet the design alignment requirements of the bridge, and then enter step S30.

[0038] In this embodiment, the actual bridge alignment obtained by precise measurement is processed and analyzed by professional software, and the deviation between the actual bridge alignment and the design alignment is calculated. According to the size and distribution of the deviation, it can be judged whether the actual bridge alignment meets the design alignment requirements of the bridge. For example, the elevation corresponding to each alignment measuring point on the actual bridge alignment can be compared with the elevation corresponding to each alignment measuring point on the theoretical bridge alignment, and the elevation difference corresponding to each alignment measuring point can be calculated, and the judgment is made according to the elevation difference corresponding to each alignment measuring point. If the actual bridge alignment meets the design alignment requirements of the bridge, it means that there is no need to adjust the actual bridge alignment, and the subsequent construction process can be carried out directly; if the actual bridge alignment does not meet the design alignment requirements of the bridge, it is necessary to adjust the actual bridge alignment to meet the design alignment requirements of the bridge before continuing the subsequent construction process. In this way, deviations and errors in bridge construction can be discovered and corrected in a timely manner, ensuring that the bridge alignment meets the design alignment requirements of the bridge, which is helpful to improve the overall construction quality of ballastless track and reduce quality problems caused by improper construction.

[0039] Further, in one embodiment, in step S20, the step of judging whether the actual alignment of the bridge does not meet the design alignment requirements of the bridge includes: comparing the elevations corresponding to the linear measurement points on the actual alignment of the bridge with the elevations corresponding to the linear measurement points on the theoretical alignment of the bridge to obtain the elevation differences corresponding to the linear measurement points; if at least one of the elevation differences corresponding to the linear measurement points is outside the preset elevation difference range, then judging that the actual alignment of the bridge does not meet the design alignment requirements.

[0040] In this embodiment, the theoretical alignment of the bridge is obtained; the elevation corresponding to each linear measurement point on the actual alignment of the bridge is compared with the elevation corresponding to each linear measurement point on the theoretical alignment of the bridge, and the elevation difference corresponding to each linear measurement point is obtained. Here, whether it is the actual alignment of the bridge or the theoretical alignment of the bridge, the alignment of the bridge is a curve formed by connecting a number of linear measurement points, each linear measurement point corresponds to an elevation, and each linear measurement point on the actual alignment of the bridge corresponds to each linear measurement point on the theoretical alignment of the bridge. It is determined whether the elevation difference corresponding to each linear measurement point is within the preset elevation difference range; if the elevation difference corresponding to each linear measurement point is within the preset elevation difference range, it means that the actual alignment of the bridge meets the design alignment requirements, and there is no need to adjust the actual alignment of the bridge; if at least one of the elevation differences corresponding to each linear measurement point is outside the preset elevation difference range, it means that the actual alignment of the bridge does not meet the design alignment requirements, and the actual alignment of the bridge needs to be adjusted before installing the track on the track plate base. This can timely discover and correct deviations and errors in bridge construction, ensure that the actual alignment of the bridge meets the design alignment requirements of the bridge, help improve the overall construction quality of ballastless track, and reduce quality problems caused by improper construction.

[0041] Furthermore, in one embodiment, the preset elevation difference range includes a first elevation difference range and a second elevation difference range, and the first elevation difference range is greater than the second elevation difference range; if the elevation differences corresponding to each linear measuring point do not meet the preset conditions, it is judged that the actual linear shape of the bridge does not meet the design linear shape requirements, and the preset conditions are: the elevation differences corresponding to each linear measuring point are all within the first elevation difference range, and the ratio of the elevation difference within the second elevation difference range to all elevation differences is greater than a preset percentage.

[0042] In this embodiment, based on the previous embodiment, the preset elevation difference range includes a first elevation difference range and a second elevation difference range, and the first elevation difference range is greater than the second elevation difference range. It is judged whether the elevation difference corresponding to each linear measurement point meets the preset condition, and the preset condition is: the elevation difference corresponding to each linear measurement point is within the first elevation difference range, and the ratio of the elevation difference within the second elevation difference range to all elevation differences is greater than the preset percentage. If the elevation difference corresponding to each linear measurement point meets the preset condition, it means that the actual linear shape of the bridge meets the design linear shape requirements of the bridge; if the elevation difference corresponding to the linear measurement point does not meet the preset condition, it means that the actual linear shape of the bridge does not meet the design linear shape requirements of the bridge. In the above manner, it is possible to more accurately judge whether the actual linear shape of the bridge meets the design linear shape requirements of the bridge, thereby more effectively controlling the overall quality and safety of the bridge.

[0043] Furthermore, in one embodiment, the theoretical alignment of the bridge is obtained by establishing a bridge construction monitoring model to analyze the alignment of the bridge before the track slab base is constructed.

[0044] In this embodiment, the bridge construction monitoring model refers to a mathematical model established using computer technology and related software, which can simulate the entire process of bridge construction, including structural changes and stress states at each stage. By inputting data such as the design parameters, construction plan, and material properties of the bridge, the model can calculate the linear state of the bridge at different construction stages and after completion. In this embodiment, only the linear shape of the bridge before the construction of the track slab base needs to be paid attention to. By analyzing the theoretical linear shape of the bridge, it is possible to evaluate whether the actual linear shape of the bridge before the construction of the track slab base meets the linear design requirements of the bridge, thereby guiding the linear control during the construction process.

[0045] Step S30, determining the required design width of the leveling layer according to the transverse width of the track plate base, and determining the required design elevation of the top surface of the leveling layer according to the bridge span, main beam type and the design elevation of the top surface of the main beam.

[0046] In this embodiment, if the actual linear shape of the bridge does not meet the design linear shape requirements of the bridge, the actual linear shape of the bridge needs to be adjusted. The design width required for the leveling layer can be determined according to the transverse width of the track plate base. For example, the transverse width of the track plate base is determined as the design width required for the leveling layer, that is, the transverse width of the track plate base is 2500mm, then the design width required for the leveling layer is 2500mm.

[0047] The required design elevation of the top surface of the leveling layer is determined according to the bridge span, the main beam type, and the design elevation of the main beam top surface. For example, the required linear adjustment amount of the leveling layer is determined according to the bridge span; the height of the main beam embedded parts (rebars or shear nails) penetrating into the leveling layer is determined according to the main beam type; the required design thickness of the leveling layer is determined according to the required linear adjustment amount of the leveling layer and the height of the main beam embedded parts (rebars or shear nails) penetrating into the leveling layer; the required design elevation of the top surface of the leveling layer is determined according to the required design thickness of the leveling layer and the design elevation of the main beam top surface.

[0048] Further, in one embodiment, referring to Figure 2 , Figure 2 For this application Figure 1 Schematic diagram of the process of step S30 in FIG. Figure 2 As shown in the figure, the steps for determining the design elevation of the top surface of the leveling layer according to the bridge span, main beam type and the design elevation of the top surface of the main beam include:

[0049] Step S310, determining the linear adjustment amount required for the leveling layer according to the span of the bridge.

[0050] In this embodiment, in bridge engineering, the leveling layer is mainly used to adjust the linear shape of the bridge to ensure driving comfort and safety. However, the difference in bridge span will directly affect the deformation of the bridge deck under the action of load, and then affect the linear adjustment amount required for the leveling layer. Small-span bridge: Due to the small span, the deformation of the bridge deck under the action of load is relatively small, so the linear adjustment amount required for the leveling layer is also small. Large-span bridge: As the span increases, the deformation of the bridge deck under the action of load increases significantly, and a larger linear adjustment amount is required to ensure the flatness of the bridge deck. Based on the span of the bridge, the linear adjustment amount required for the leveling layer is determined by calculation or empirical estimation.

[0051] Furthermore, in one embodiment, the step of determining the linear adjustment amount required for the leveling layer according to the bridge span includes: if the bridge span is within a preset span range, multiplying the bridge span by a preset coefficient, adding a first preset adjustment amount, and determining the calculation result as the linear adjustment amount required for the leveling layer.

[0052] In this embodiment, it is determined whether the bridge span is within the preset span range; if the bridge span is within the preset span range, the bridge span is multiplied by the preset coefficient, plus the first preset adjustment amount, and the calculation result is determined as the linear adjustment amount required for the leveling layer. For example, the bridge span is 500m, the preset span range is greater than or equal to 100m, and less than or equal to 1000m, the preset coefficient is 1 / 10, and the first preset adjustment amount is 50mm. Therefore, the bridge span of 500m is multiplied by the preset coefficient of 1 / 10, and the first preset adjustment amount of 50mm is added. The calculation result is 100mm, and the linear adjustment amount required for the leveling layer is determined to be 100mm. It should be noted that the preset span range, the preset coefficient and the first preset adjustment amount are all obtained by advance calculation or empirical estimation.

[0053] Furthermore, in one embodiment, step S310 further includes: if the span of the bridge is less than the minimum value of the preset span range, determining the first preset adjustment amount as the linear adjustment amount required for the leveling layer.

[0054] In this embodiment, based on the previous embodiment, if the bridge span is less than the minimum value of the preset span range, the first preset adjustment amount is determined as the linear adjustment amount required for the leveling layer. For example, the bridge span is 80m, the minimum value of the preset span range is 100m, and the first preset adjustment amount is 50mm. At this time, the bridge span 80m is less than the first preset span 100m, then the first preset adjustment amount 50mm is determined as the linear adjustment amount required for the leveling layer, and the linear adjustment amount required for the leveling layer is 50mm. It should be noted that the minimum value of the preset span range and the first preset adjustment amount are both obtained by advance calculation or empirical estimation.

[0055] Furthermore, in one embodiment, step S10 further includes: if the span of the bridge is greater than the maximum value of the preset span range, determining the second preset adjustment amount as the linear adjustment amount required for the leveling layer.

[0056] In this embodiment, no matter how large the span of the bridge is, since it is constructed according to standard bridge construction drawings, under normal circumstances, the actual linear shape of the bridge will not deviate too much from the theoretical linear shape of the bridge. Therefore, based on the previous embodiment, if the span of the bridge is greater than the maximum value of the preset span range, the second preset adjustment amount is determined as the linear adjustment amount required for the leveling layer. For example, the span of the bridge is 2000m, the maximum value of the preset span range is 1000, and the second preset adjustment amount is 160mm. Then the second preset adjustment amount of 160mm is determined as the linear adjustment amount required for the leveling layer, and the linear adjustment amount required for the leveling layer is 160mm. It should be noted that the maximum value of the preset span range and the second preset adjustment amount are both obtained by advance calculation or empirical estimation.

[0057] Step S320, determining the required design thickness of the leveling layer according to the main beam type and the required linear adjustment amount of the leveling layer.

[0058] In this embodiment, before pouring the leveling layer, in order to ensure a tight connection between the main beam and the leveling layer, it is necessary to place main beam embedded parts (such as steel bars, shear nails, etc.) when pouring the main beam, and determine the height of the main beam embedded parts penetrating into the leveling layer according to the main beam type. For example, when the main beam type is a concrete main beam or a composite beam, steel bars are used as main beam embedded parts, and the height of the steel bars penetrating into the leveling layer is further determined; when the main beam type is a steel beam, shear nails are used as main beam embedded parts, and the height of the shear nails penetrating into the leveling layer is further determined; the height of the main beam embedded parts (steel bars or shear nails) penetrating into the leveling layer is added to the linear adjustment amount required for the leveling layer to determine the required design thickness of the leveling layer.

[0059] Further, in one embodiment, the step of determining the required design thickness of the leveling layer according to the type of main beam and the required linear adjustment amount of the leveling layer includes:

[0060] When the main beam is a concrete main beam or a composite beam, the height of the vertical reinforcement of the main beam into the leveling layer is added to the linear adjustment required for the leveling layer, and the calculation result is determined as the design thickness required for the leveling layer;

[0061] In this embodiment, different types of main beams have different main beam embedded parts used to reinforce the connection between the main beam and the leveling layer. When the main beam adopts a concrete main beam or a composite beam, the main beam embedded parts are the vertical steel bars of the main beam. The required height of the vertical steel bars of the main beam penetrating into the leveling layer is determined, and the height of the vertical steel bars of the main beam penetrating into the leveling layer is added to the linear adjustment amount required for the leveling layer, and the calculated result is determined as the required design thickness of the leveling layer. For example, the required height of the vertical steel bars of the main beam penetrating into the leveling layer is 50mm, and the linear adjustment amount required for the leveling layer is 50mm, then the calculated design thickness required for the leveling layer is 100mm. In this way, it can ensure that the connection between the leveling layer and the top surface of the main beam is tighter, and the stability of the overall structure is guaranteed.

[0062] When a steel beam is used as the main beam, the extension height of the top plate shear nails is added to the linear adjustment required for the leveling layer, and the calculation result is determined as the design thickness required for the leveling layer.

[0063] In this embodiment, different types of main beams have different main beam embedded parts used to reinforce the connection between the main beam and the leveling layer. When the main beam is a steel beam, the main beam embedded parts are top plate shear nails. Determine the extension height of the top plate shear nails, add the extension height of the top plate shear nails to the linear adjustment required for the leveling layer, and determine the calculated result as the required design thickness of the leveling layer. For example, the extension height of the top plate shear nails is 50mm, and the linear adjustment required for the leveling layer is 50mm, then the calculated design thickness required for the leveling layer is 100mm. This ensures a tighter connection between the leveling layer and the top surface of the main beam, ensuring the stability of the overall structure.

[0064] Step S330: The sum of the design thickness required for the leveling layer and the design elevation of the top surface of the main beam is the design elevation required for the top surface of the leveling layer.

[0065] In this embodiment, the required design elevation of the top surface of the leveling layer is determined as the sum of the required design thickness of the leveling layer and the design elevation of the top surface of the main beam, thereby ensuring the flatness of the top surface of the leveling layer.

[0066] Step S40, based on the required design width of the leveling layer and the required design elevation of the top surface of the leveling layer, pouring concrete on the top surface of the main beam to form the leveling layer.

[0067] In this embodiment, based on the required design width of the leveling layer and the required design elevation of the top surface of the leveling layer, a steel mesh is installed on the top surface of the main beam. The steel mesh should be firmly tied to the embedded connector on the top surface of the main beam, and concrete is poured on the steel mesh to form a leveling layer, ensuring that the poured leveling layer and the main beam are stressed together.

[0068] Furthermore, in one embodiment, Figure 3 This is a flow chart of the second embodiment of the ballastless track bridge alignment adjustment method of the present application. The ballastless track bridge alignment adjustment method also includes:

[0069] Step S50, when it is determined that the ballastless track bridge is a cable structure bridge, if the actual bridge alignment before the track slab base is constructed does not meet the design alignment requirements, the actual bridge alignment is adjusted within the allowable adjustment range of the cable force to obtain an adjusted actual bridge alignment;

[0070] In this embodiment, when judging that the ballastless track bridge is a cable structure bridge, it is judged whether the actual bridge alignment before the track plate base construction meets the design alignment requirements. If the actual bridge alignment before the track plate base construction meets the design alignment requirements, there is no need to adjust the actual bridge alignment; if the actual bridge alignment before the track plate base construction does not meet the design alignment requirements, the actual bridge alignment can be adjusted within the allowable adjustment range of the cable alignment by adjusting the cable force of each cable to obtain the adjusted actual bridge alignment. This part belongs to the prior art and will not be described in detail here.

[0071] Step S60: If the actual alignment of the bridge after adjustment still does not meet the design alignment requirements, concrete is poured on the top surface of the main beam to form a leveling layer based on the design width required for the leveling layer and the design elevation required for the top surface of the leveling layer.

[0072] In this embodiment, it is determined whether the actual bridge alignment after adjustment meets the design alignment requirements; if the actual bridge alignment after adjustment meets the design alignment requirements, there is no need to continue adjusting the actual bridge alignment; if the actual bridge alignment after adjustment does not meet the design alignment requirements, it is necessary to pour a leveling layer on the top surface of the main beam. Based on the design width required for the leveling layer and the design elevation required for the top surface of the leveling layer, concrete is poured on the top surface of the main beam to form a leveling layer, thereby solving the problem of adjusting the track alignment to the greatest extent at the bridge structure level.

[0073] 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.

[0074] 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.

[0075] 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 concrete way. In addition, in the description of the embodiments of the present application, "plurality" refers to two or more than two.

[0076] 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.

[0077] 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.

[0078] 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 adjusting the linearity of a ballastless track bridge, characterized in that: The method comprises: During the construction of ballastless track bridges, the bridge alignment is precisely measured before the track slab base is constructed to obtain the actual alignment of the bridge; If the actual alignment of the bridge does not meet the design alignment requirements, the required design width of the leveling layer is determined according to the transverse width of the track slab base, and the required design elevation of the top surface of the leveling layer is determined according to the bridge span, main beam type and the design elevation of the top surface of the main beam; Based on the required design width of the leveling layer and the required design elevation of the top surface of the leveling layer, concrete is poured on the top surface of the main beam to form the leveling layer.

2. The method for adjusting the linear shape of a ballastless track bridge according to claim 1, characterized in that: The step of determining that the actual alignment of the bridge does not meet the design alignment requirements comprises: Comparing the elevations corresponding to the linear measuring points on the actual linear shape of the bridge with the elevations corresponding to the linear measuring points on the theoretical linear shape of the bridge to obtain the elevation differences corresponding to the linear measuring points; If at least one of the elevation differences corresponding to the linear measurement points is outside the preset elevation difference range, it is determined that the actual linear shape of the bridge does not meet the design linear shape requirements.

3. The method for adjusting the linear shape of a ballastless track bridge according to claim 2, characterized in that: The preset elevation difference range includes a first elevation difference range and a second elevation difference range, and the first elevation difference range is greater than the second elevation difference range; If the elevation differences corresponding to the linear measuring points do not meet the preset conditions, it is judged that the actual linear shape of the bridge does not meet the design linear shape requirements. The preset conditions are: the elevation differences corresponding to the linear measuring points are all within the first elevation difference range, and the ratio of the elevation difference within the second elevation difference range to all elevation differences is greater than a preset percentage.

4. The method for adjusting the linear shape of a ballastless track bridge according to claim 2 or 3, characterized in that: The theoretical bridge alignment is obtained by establishing a bridge construction monitoring model to analyze the bridge alignment before the track slab base is constructed.

5. The method for adjusting the linear shape of a ballastless track bridge according to claim 1, characterized in that: The step of determining the design elevation of the top surface of the leveling layer according to the bridge span, the main beam type and the design elevation of the top surface of the main beam comprises: Determine the amount of linear adjustment required for the leveling layer based on the span of the bridge; Determine the required design thickness of the leveling layer according to the type of main beam and the linear adjustment required for the leveling layer; The sum of the required design thickness of the leveling layer and the designed elevation of the top surface of the main beam is the required design elevation of the top surface of the leveling layer.

6. The method for adjusting the linear shape of a ballastless track bridge according to claim 5, characterized in that: The step of determining the linear adjustment amount required for the leveling layer according to the span of the bridge comprises: If the bridge span is within the preset span range, the bridge span is multiplied by a preset coefficient, and then added with a first preset adjustment amount, and the calculation result is determined as the linear adjustment amount required for the leveling layer.

7. The method for adjusting the linear shape of a ballastless track bridge according to claim 6, characterized in that: The step of determining the linear adjustment amount required for the leveling layer according to the bridge span also includes: If the span of the bridge is less than the minimum value of the preset span range, the first preset adjustment amount is determined as the linear adjustment amount required for the leveling layer.

8. The method for adjusting the linear shape of a ballastless track bridge according to claim 7, characterized in that: The step of determining the linear adjustment amount required for the leveling layer according to the bridge span also includes: If the span of the bridge is greater than the maximum value of the preset span range, the second preset adjustment amount is determined as the linear adjustment amount required for the leveling layer.

9. The method for adjusting the linear shape of a ballastless track bridge according to claim 5, characterized in that: The step of determining the design thickness required for the leveling layer according to the main beam type and the linear adjustment amount required for the leveling layer comprises: When the main beam is a concrete main beam or a composite beam, the height of the vertical reinforcement of the main beam into the leveling layer is added to the linear adjustment required for the leveling layer, and the calculation result is determined as the design thickness required for the leveling layer; When a steel beam is used as the main beam, the extension height of the top plate shear nails is added to the linear adjustment required for the leveling layer, and the calculation result is determined as the design thickness required for the leveling layer.

10. The method for adjusting the linear shape of a ballastless track bridge according to any one of claims 1 to 9, characterized in that: The method further comprises: When determining that the ballastless track bridge is a cable structure bridge, if the actual bridge alignment before the track slab base is constructed does not meet the design alignment requirements, the actual bridge alignment is adjusted within the allowable adjustment range of the cable force to obtain the adjusted actual bridge alignment; If the actual alignment of the bridge after the adjustment still does not meet the design alignment requirements, concrete is poured on the top surface of the main beam to form a leveling layer based on the design width required for the leveling layer and the design elevation required for the top surface of the leveling layer.

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