A method for adjusting the alignment of ballastless track bridges

Abstract

This application relates to a method for adjusting the alignment of a ballastless track bridge. The method includes: during the construction of the ballastless track bridge, precisely measuring the bridge alignment before the construction of the track slab base to obtain the actual bridge alignment; if the actual bridge alignment does not meet the design alignment requirements, determining the required design width of the leveling layer based on the transverse width of the track slab base, and determining the required design elevation of the top surface of the leveling layer based on the bridge span, main beam type, and design elevation of the main beam top surface; and pouring concrete on the top surface of the main beam based on the required design width and design elevation of the leveling layer to form the leveling layer. This application can effectively compensate for the deviation between the actual bridge alignment and the design alignment, ensuring that the actual bridge alignment meets the alignment design requirements and significantly improving the flatness of the bridge deck.

Description

Technical Field

[0001] This application relates to the field of bridge alignment adjustment technology, specifically to a method for adjusting the alignment of ballastless track bridges. Background Technology

[0002] To meet the requirements of smooth and high-speed operation of high-speed railways, there are high requirements for the rigidity and alignment of bridges. At the same time, with the increase in the span of high-speed railway bridges, especially when ballastless track is used, the requirements for the track behavior of the bridge will be even higher, that is, the requirements for the track alignment of the bridge will be higher. This also directly leads to higher requirements for the precision of bridge alignment control.

[0003] Therefore, in practical engineering, it is necessary to reserve certain measures to ensure that the track alignment meets the design requirements. There are three commonly used methods:

[0004] 1) During construction, water bags were applied to simulate the second-phase dead load of the track to ensure that the bridge alignment after completion met the design requirements. However, this method involves complex construction procedures, is uneconomical, and has poor results.

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

[0006] 3) Track fasteners allow for some adjustment of the track alignment, but this measure can only make minor adjustments to the bridge alignment and is often used to adjust track alignment deviations caused by concrete shrinkage and creep.

[0007] The above methods for adjusting the ballastless track alignment all have certain drawbacks, as they cannot maximize the adjustment of the track alignment at the bridge structure level. Summary of the Invention

[0008] This application provides a method and system for adjusting the alignment of ballastless track bridges, which can solve the technical problem of difficulty in adjusting the alignment of ballastless track bridges in the prior art.

[0009] This application provides a method for adjusting the alignment of a ballastless track bridge, the method comprising:

[0010] During the construction of ballastless track bridges, the bridge alignment is precisely measured before the track slab base is constructed to obtain the actual bridge alignment. If the actual bridge alignment does not meet the design alignment requirements, the required design width of the leveling layer is determined based on the transverse width of the track slab base, and the required design elevation of the top surface of the leveling layer is 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 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.

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

[0012] The elevations corresponding to each alignment measurement point on the actual alignment of the bridge are compared with the elevations corresponding to each alignment measurement point on the theoretical alignment of the bridge to obtain the elevation difference corresponding to each alignment measurement point; if at least one of the elevation differences corresponding to each alignment measurement point is outside the preset elevation difference range, it is determined that the actual alignment of the bridge does not meet the design alignment 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 difference corresponding to each alignment measuring point does not meet the preset condition, it is determined that the actual alignment of the bridge does not meet the design alignment requirements. The preset condition is that the elevation difference corresponding to each alignment measuring 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 a preset percentage.

[0014] In one implementation, the theoretical bridge alignment is obtained by analyzing the bridge alignment before the track slab base construction using a bridge construction monitoring model.

[0015] In one embodiment, the step of determining the design elevation of the leveling layer top surface based on the bridge span, main girder type, and design elevation of the main girder top surface includes:

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

[0017] In one embodiment, the step of determining the required alignment adjustment amount of the leveling layer based on the bridge span includes:

[0018] If the bridge span is within the preset span range, the bridge span is multiplied by a preset coefficient, plus 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 required alignment adjustment amount of the leveling layer based on the bridge span further includes:

[0020] If the bridge span is less than the minimum value of the preset span range, then 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 required alignment adjustment amount of the leveling layer based on the bridge span further includes:

[0022] If the bridge span is greater than the maximum value of the preset span range, then 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 based on the main beam type and the required linear adjustment amount of the leveling layer includes:

[0024] When the main beam is a concrete main beam or a composite beam, add the height of the vertical reinforcement of the main beam into the leveling layer to the required linear adjustment amount of the leveling layer, and determine the design thickness of the leveling layer based on the calculated result. When the main beam is a steel beam, add the protrusion height of the shear studs in the top slab to the required linear adjustment amount of the leveling layer, and determine the design thickness of the leveling layer based on the calculated result.

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

[0026] When determining whether a ballastless track bridge is a cable-stayed 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 tension 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 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.

[0027] The beneficial effects of the technical solutions provided in this application include:

[0028] By precisely measuring the bridge alignment before the track slab base construction during the construction of ballastless track bridges, the actual bridge alignment is obtained, and it is determined whether the actual alignment meets the design alignment requirements. This allows for the timely detection and correction of deviations and errors during bridge construction, ensuring that the actual bridge alignment conforms to the design alignment requirements. If the actual bridge alignment 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 leveling layer's top surface can be determined based on the bridge span, main girder type, and the design elevation of the main girder's top surface. Based on the required design width and top elevation of the leveling layer, concrete is poured on the top surface of the main girder to form the leveling layer. This effectively compensates for the deviation between the actual and design alignment of the bridge, ensuring that the actual bridge alignment meets the alignment design requirements and significantly improving the flatness of the bridge deck. This solves the technical problem of not being able to adjust the track alignment to the maximum extent at the bridge structure level in related technologies. Attached Figure Description

[0029] Figure 1 This is a flowchart illustrating the first embodiment of the ballastless track bridge alignment adjustment method of this application.

[0030] Figure 2 For this application Figure 1 A flowchart illustrating step S30;

[0031] Figure 3 This is a flowchart illustrating the second embodiment of the ballastless track bridge alignment adjustment method of this application. Detailed Implementation

[0032] 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.

[0033] 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.

[0034] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the ballastless track bridge alignment adjustment method of this application. Figure 1 As shown, the methods for adjusting the alignment of ballastless track bridges include:

[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 bridge alignment.

[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 ensures the smoothness 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 yes, it means that the actual alignment of the bridge meets the design alignment requirements of the bridge, and the process ends; if no, it means that the actual alignment of the bridge does not meet the design alignment requirements of the bridge, and the process proceeds to step S30.

[0038] In this embodiment, specialized software is used to process and analyze the actual bridge alignment obtained from precise measurements, calculating the deviation between the actual and designed alignment. Based on the magnitude and distribution of the deviation, it can be determined whether the actual bridge alignment meets the design requirements. For example, the elevations corresponding to each alignment measurement point on the actual alignment can be compared with those on the theoretical alignment, calculating the elevation difference between each measurement point. If the actual bridge alignment meets the design requirements, no adjustment is needed, and subsequent construction can proceed directly. If the actual bridge alignment does not meet the design requirements, it needs to be adjusted to meet them before continuing construction. This allows for timely detection and correction of deviations and errors during bridge construction, ensuring the bridge alignment conforms to the design requirements, improving the overall construction quality of ballastless track, and reducing quality problems caused by improper construction.

[0039] Furthermore, in one embodiment, the step of determining that the actual alignment of the bridge does not meet the design alignment requirements in step S20 includes: comparing the elevations corresponding to each alignment measurement point on the actual alignment of the bridge with the elevations corresponding to each alignment measurement point on the theoretical alignment of the bridge to obtain the elevation difference corresponding to each alignment measurement point; if at least one of the elevation differences corresponding to each alignment measurement point is outside the preset elevation difference range, then it is determined 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 elevations corresponding to each alignment measurement point on the actual bridge alignment are compared with the elevations corresponding to each alignment measurement point on the theoretical bridge alignment to obtain the elevation difference for each alignment measurement point. Here, whether it is the actual or theoretical bridge alignment, the bridge alignment is a curve formed by connecting several alignment measurement points, each alignment measurement point corresponds to an elevation, and there is a one-to-one correspondence between each alignment measurement point on the actual bridge alignment and each alignment measurement point on the theoretical bridge alignment. It is determined whether the elevation differences corresponding to each alignment measurement point are all within the preset elevation difference range; if the elevation differences corresponding to each alignment measurement point are all within the preset elevation difference range, it means that the actual bridge alignment meets the design alignment requirements and no adjustment is needed; if at least one of the elevation differences corresponding to each alignment measurement point is outside the preset elevation difference range, it means that the actual bridge alignment does not meet the design alignment requirements and needs to be adjusted before installing the track on the track slab base. This allows for the timely detection and correction of deviations and errors during bridge construction, ensuring that the actual alignment of the bridge conforms to the design alignment requirements. This helps improve the overall construction quality of ballastless track and reduces 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 difference corresponding to each alignment measuring point does not meet the preset condition, it is determined that the actual alignment of the bridge does not meet the design alignment requirements. The preset condition is: the elevation difference corresponding to each alignment measuring 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 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, with the first elevation difference range being larger than the second elevation difference range. It is determined whether the elevation difference corresponding to each alignment measuring point meets a preset condition: the elevation difference corresponding to each alignment measuring 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 a preset percentage. If the elevation difference corresponding to each alignment measuring point meets the preset condition, it indicates that the actual alignment of the bridge meets the design alignment requirements; if the elevation difference corresponding to the alignment measuring point does not meet the preset condition, it indicates that the actual alignment of the bridge does not meet the design alignment requirements. Through this method, it is possible to more accurately determine whether the actual alignment of the bridge meets the design alignment requirements, 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 analyzing the bridge alignment before the construction of the track slab base using a bridge construction monitoring model.

[0044] In this embodiment, the bridge construction monitoring model refers to a mathematical model established using computer technology and related software, capable of simulating the entire bridge construction process, including structural changes and stress states at each stage. By inputting data such as bridge design parameters, construction plans, and material properties, the model can calculate the bridge's alignment at different construction stages and after completion. In this embodiment, however, only the bridge alignment before the track slab base construction needs to be considered. By analyzing the theoretical bridge alignment, it is possible to assess whether the actual bridge alignment before the track slab base construction meets the bridge's alignment design requirements, thereby guiding alignment control during the construction process.

[0045] Step S30: Determine the required design width of the leveling layer based on the transverse width of the track slab base, and determine the required design elevation of the top surface of the leveling layer based on the bridge span, main beam type, and design elevation of the top surface of the main beam.

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

[0047] The required design elevation of the leveling layer's top surface is determined based on the bridge span, main girder type, and the design elevation of the main girder's top surface. For example, the required alignment adjustment amount for the leveling layer is determined based on the bridge span; the depth of the main girder's embedded parts (reinforcing bars or shear studs) into the leveling layer is determined based on the main girder type; the required design thickness of the leveling layer is determined based on the required alignment adjustment amount and the depth of the main girder's embedded parts (reinforcing bars or shear studs) into the leveling layer; and the required design elevation of the leveling layer's top surface is determined based on the required design thickness and the design elevation of the main girder's top surface.

[0048] Furthermore, in one embodiment, reference is made to Figure 2 , Figure 2 For this application Figure 1 A flowchart illustrating step S30. (See attached diagram.) Figure 2 As shown, the steps for determining the design elevation of the leveling layer top surface based on the bridge span, main girder type, and main girder top surface design elevation include:

[0049] Step S310: Determine the required linear adjustment amount of the leveling layer based on the bridge span.

[0050] In this embodiment, in bridge engineering, the leveling layer is mainly used to adjust the bridge alignment to ensure driving comfort and safety. However, the span of the bridge directly affects the deformation of the bridge deck under load, thus affecting the amount of alignment adjustment required by the leveling layer. For short-span bridges: due to the small span, the deformation of the bridge deck under load is relatively small, therefore the amount of alignment adjustment required by the leveling layer is also small. For long-span bridges: as the span increases, the deformation of the bridge deck under load increases significantly, requiring a larger amount of alignment adjustment to ensure the smoothness of the bridge deck. Based on the bridge span, the amount of alignment adjustment required by the leveling layer is determined through calculation or empirical estimation.

[0051] Furthermore, in one embodiment, the step of determining the required linear adjustment amount of the leveling layer based on 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 required linear adjustment amount of the leveling layer.

[0052] In this embodiment, it is determined whether the bridge span is within a preset span range. If the bridge span is within the preset span range, the bridge span is multiplied by a preset coefficient, and then a first preset adjustment amount is added. The calculated result is determined as the required linear adjustment amount for the leveling layer. For example, if 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 / 10000, and the first preset adjustment amount is 50mm, then multiplying the bridge span of 500m by the preset coefficient 1 / 10000 and adding the first preset adjustment amount of 50mm yields a calculated result of 100mm. Therefore, the required linear adjustment amount for the leveling layer is determined to be 100mm. It should be noted that the preset span range, preset coefficient, and first preset adjustment amount are all obtained through advance calculation or empirical estimation.

[0053] Furthermore, in one embodiment, step S310 further includes: if the bridge span is less than the minimum value of a preset span range, then the first preset adjustment amount is determined 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, then the first preset adjustment amount is determined as the required alignment adjustment amount for the leveling layer. For example, if the bridge span is 80m, the minimum value of the preset span range is 100m, and the first preset adjustment amount is 50mm, then the bridge span of 80m is less than the first preset span of 100m. Therefore, the first preset adjustment amount of 50mm is determined as the required alignment adjustment amount for the leveling layer, and the required alignment adjustment amount for the leveling layer is 50mm. It should be noted that both the minimum value of the preset span range and the first preset adjustment amount are obtained through advance calculation or empirical estimation.

[0055] Furthermore, in one embodiment, step S310 further includes: if the bridge span is greater than the maximum value of a preset span range, then the second preset adjustment amount is determined as the linear adjustment amount required for the leveling layer.

[0056] In this embodiment, regardless of the bridge span, since it is constructed according to standard bridge construction drawings, the actual bridge alignment will not deviate significantly from the theoretical alignment under normal circumstances. Therefore, based on the previous embodiment, if the bridge span exceeds the maximum value of the preset span range, the second preset adjustment amount is determined as the alignment adjustment amount required for the leveling layer. For example, if the bridge span is 2000m, the maximum value of the preset span range is 1000m, and the second preset adjustment amount is 160mm, then the second preset adjustment amount of 160mm is determined as the alignment adjustment amount required for the leveling layer, and the required alignment adjustment amount for the leveling layer is 160mm. It should be noted that both the maximum value of the preset span range and the second preset adjustment amount are obtained through advance calculation or empirical estimation.

[0057] Step S320: Determine the required design thickness of the leveling layer based on the main beam type and the required linear adjustment amount of the leveling layer.

[0058] In this embodiment, before pouring the leveling layer, to ensure a tight connection between the main beam and the leveling layer, embedded parts (such as reinforcing bars, shear studs, etc.) of the main beam need to be placed during the pouring of the main beam. The depth of the embedded parts into the leveling layer is determined according to the type of the main beam. For example, when the main beam is a concrete main beam or a composite beam, reinforcing bars are used as embedded parts, and the depth of the reinforcing bars into the leveling layer is further determined. When the main beam is a steel beam, shear studs are used as embedded parts, and the depth of the shear studs into the leveling layer is further determined. The depth of the embedded parts (reinforcing bars or shear studs) into the leveling layer is added to the required linear adjustment amount of 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 based on the main beam type 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, add the height of the vertical reinforcement of the main beam into the leveling layer to the linear adjustment amount required for the leveling layer, and determine the design thickness required for the leveling layer by the calculation result.

[0061] In this embodiment, the embedded parts used to reinforce the connection between the main beam and the leveling layer differ depending on the type of main beam. When the main beam is a concrete main beam or a composite beam, the embedded parts are the vertical reinforcing bars of the main beam. The required depth of the vertical reinforcing bars into the leveling layer is determined, and this depth is added to the required linear adjustment amount for the leveling layer. The calculated result is then used as the design thickness of the leveling layer. For example, if the required depth of the vertical reinforcing bars into the leveling layer is 50mm, and the required linear adjustment amount for the leveling layer is also 50mm, then the calculated design thickness of the leveling layer is 100mm. This ensures a tighter connection between the leveling layer and the top surface of the main beam, guaranteeing the stability of the overall structure.

[0062] When steel beams are used for the main beam, the extension height of the shear studs on the top plate 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.

[0063] In this embodiment, different types of main beams require different embedded parts for reinforcing the connection between the main beam and the leveling layer. When the main beam is a steel beam, the embedded part is a top plate shear stud. The extension height of the top plate shear stud is determined, and the required linear adjustment amount for the leveling layer is added to this extension height. The calculated result is then used as the design thickness of the leveling layer. For example, if the extension height of the top plate shear stud is 50mm and the required linear adjustment amount for the leveling layer is 50mm, then the calculated design thickness of the leveling layer is 100mm. This ensures a tighter connection between the leveling layer and the top surface of the main beam, guaranteeing the stability of the overall structure.

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

[0067] In this embodiment, based on the required design width and top elevation of the leveling layer, a steel mesh is installed on the top surface of the main beam. The steel mesh should be securely tied to the pre-embedded connectors on the top surface of the main beam, and concrete should be poured over the steel mesh to form a leveling layer, ensuring that the poured leveling layer shares the load with the main beam.

[0068] Furthermore, in one embodiment, Figure 3 This is a flowchart illustrating the second embodiment of the ballastless track bridge alignment adjustment method of this application. The ballastless track bridge alignment adjustment method further includes:

[0069] Step S50: When determining that the ballastless track bridge is a cable-stayed 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 tension to obtain the adjusted actual alignment of the bridge.

[0070] In this embodiment, when determining whether a ballastless track bridge is a cable-stayed bridge, it is determined whether the actual alignment of the bridge before the construction of the track slab base meets the design alignment requirements. If the actual alignment of the bridge before the construction of the track slab base meets the design alignment requirements, no adjustment of the actual alignment is necessary. 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 can be adjusted by adjusting the tension of each cable within the allowable adjustment range of the cable tension to obtain the adjusted actual alignment of the bridge. This part belongs to the prior art and will not be elaborated further 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 the 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 adjusted actual bridge alignment meets the design alignment requirements. If the adjusted actual bridge alignment meets the design alignment requirements, no further adjustment is needed. If the adjusted actual bridge alignment does not meet the design alignment requirements, a leveling layer needs to be poured on the top surface of the main beam. Based on the design width and design elevation required for the leveling layer, concrete is poured on the top surface of the main beam to form the leveling layer, thus maximizing the solution to the problem of adjusting the track alignment at the bridge structural level.

[0073] 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.

[0074] 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.

[0075] 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 specific manner. Furthermore, in the description of the embodiments of this application, "a plurality of" refers to two or more.

[0076] 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.

[0077] 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.

[0078] 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 adjusting the alignment of a bridge of a ballastless track, characterized in that, The method comprises: In the construction process of the bridge of the ballastless track, the actual bridge line is obtained by accurately measuring the bridge line before the construction of the track slab base; If the actual bridge line does not meet the design line requirement, the design width required by the leveling layer is determined according to the transverse bridge width of the track slab base, and the design elevation required by the top surface of the leveling layer is determined according to the bridge span, the type of the main beam and the design elevation of the top surface of the main beam; including: comparing the bridge span with a preset span range, and determining the linear adjustment amount required by the leveling layer based on the comparison result, wherein the linear adjustment amount required by the leveling layer represents the linear adjustment thickness of the main beam top surface that needs to be covered by the leveling layer in order to make the actual bridge line meet the design line requirement; the height of the main beam embedded part into the leveling layer is determined according to the type of the main beam, and the height of the main beam embedded part into the leveling layer is added to the linear adjustment amount required by the leveling layer to determine the design thickness required by the leveling layer; the sum of the design thickness required by the leveling layer and the design elevation of the top surface of the main beam is the design elevation required by the top surface of the leveling layer; Based on the design width required by the leveling layer and the design elevation required by the top surface of the leveling layer, the concrete is poured on the top surface of the main beam to form the leveling layer.

2. The monorail bridge linear adjustment method according to claim 1, wherein The step of determining that the actual bridge line does not meet the design line requirement comprises: Comparing the elevations corresponding to each line measurement point on the actual bridge line with the elevations corresponding to each line measurement point on the theoretical bridge line to obtain the elevation difference corresponding to each line measurement point; If at least one of the elevation differences corresponding to each line measurement point is outside the preset elevation difference range, it is determined that the actual bridge line does not meet the design line requirement.

3. The monorail bridge alignment adjustment method according to claim 2, wherein 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 line measurement point do not meet the preset condition, it is determined that the actual bridge line does not meet the design line requirement, and the preset condition is that the elevation differences corresponding to each line measurement point are all within the first elevation difference range, and the ratio of the elevation differences within the second elevation difference range to all the elevation differences is greater than a preset percentage.

4. The monorail bridge linear adjustment method according to claim 2 or 3, characterized by, The theoretical bridge line is obtained by analyzing the bridge line before the construction of the track slab base through the establishment of a bridge construction monitoring model.

5. The monorail bridge alignment adjustment method according to claim 1, wherein The step of determining the linear adjustment amount required by the leveling layer according to the bridge span comprises: If the bridge span is within the preset span range, the bridge span is multiplied by a preset coefficient, then a first preset adjustment amount is added, and the calculation result is determined as the linear adjustment amount required by the leveling layer.

6. The monorail bridge alignment adjustment method according to claim 5, wherein The step of determining the linear adjustment amount required by the leveling layer according to the bridge span further comprises: 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 by the leveling layer.

7. The monorail bridge alignment adjustment method according to claim 6, wherein The step of determining the linear adjustment amount required by the leveling layer according to the bridge span further comprises: If the bridge span is greater than the maximum value of the preset span range, the second preset adjustment amount is determined as the linear adjustment amount required by the leveling layer.

8. The monorail bridge alignment adjustment method according to claim 1, wherein The step of determining the design thickness required by the leveling layer according to the type of the main beam and the linear adjustment amount required by the leveling layer comprises: When the main girder is a concrete main girder or a composite girder, the vertical steel bars of the main girder are deepened to the height of the leveling layer plus the linear adjustment amount required by the leveling layer, and the calculation result is determined as the design thickness required by the leveling layer; When the main girder is a steel girder, the protruding height of the roof shear nail is added to the linear adjustment amount required by the leveling layer, and the calculation result is determined as the design thickness required by the leveling layer.

9. The method for adjusting the alignment of a ballastless track bridge according to any one of claims 1 to 8, characterized in that, The method further comprises: When the ballastless track bridge is determined as a cable structure bridge, if the actual linear shape of the bridge before the track slab base construction does not meet the design linear shape requirement, the actual linear shape of the bridge is adjusted within the allowable adjustment range of the cable force to obtain an adjusted actual linear shape of the bridge; If the adjusted actual linear shape of the bridge still does not meet the design linear shape requirement, based on the design width required by the leveling layer and the design elevation required by the top surface of the leveling layer, concrete is cast on the top surface of the main girder to form a leveling layer.

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