Linear control method and system for ballastless track laying of large-span highway-railway dual-purpose steel truss girder cable-stayed bridge

Abstract

The invention discloses a linear control method and system for ballastless track laying of a large-span highway-railway dual-purpose steel truss girder cable-stayed bridge. The linear control method comprises the steps that (1) a large-span highway-railway dual-purpose steel truss girder cable-stayed bridge monitoring system is constructed; (2) establishing a fine analysis model of the large-span highway-railway dual-purpose steel truss girder cable-stayed bridge; (3) analyzing the influence of the upper-layer road load on the line shape of the lower-layer railway track; (4) arranging a CPIII accurate measurement network, and establishing a CPIII accurate measurement network real-time correction and prediction model; (5) adjusting the cable, and preliminarily correcting the line shape of the beam surface; (6) constructing other ancillary facilities on the bridge except the track step by step, and establishing a mapping relation between a second-stage dead load and a bridge floor line shape; (7) ballastless track construction on the bridge; and (8) carrying out track laying linear acceptance. In the construction process, various factors influencing the line shape of the large-span bridge track are fully considered, a monitoring system and theoretical analysis are integrated, various construction measures are taken simultaneously, and the line shape precision of laying of the ballastless track of the large-span highway-railway dual-purpose steel truss girder cable-stayed bridge is guaranteed.

Description

Technical Field

[0001] The invention relates to the technical field of alignment adjustment for ballastless track construction of a large-span bridge, and in particular to a method and system for controlling the alignment of ballastless track construction of a large-span highway-railway dual-purpose steel truss cable-stayed bridge. Background Art

[0002] my country has a vast territory, complex terrain, numerous rivers and lakes, and crisscrossing water and land transportation networks. When constructing high-speed railways, it is often necessary to build large-span bridges. Among them, highway-railway dual-use cable-stayed bridges are widely used in railway construction due to their large bridge spans, fewer bridge foundations, convenience for crossing wide obstacles, and beautiful bridge shapes. At the same time, highway-railway dual-use bridges have greatly improved the transportation capacity of traffic and are one of the more commonly used structural types of modern railway bridges. At present, the track structures laid on large-span bridges are mainly ballasted tracks and ballastless tracks. The deck of the ballasted track is paved with ballast, and the roadbed itself has a large adjustment range, but the dead load on the bridge is large, and there are often restrictions on the driving speed.

[0003] The use of ballastless track structure on the bridge can extend the maintenance cycle of the track structure, improve the line utilization rate and the smoothness of the track, and is also an effective way to reduce the constant load of the bridge. Due to the requirements of high smoothness, high comfort and durability, the construction accuracy of the high-speed railway ballastless track is required to be high. The large-span cable-stayed bridge is a flexible bridge, which is greatly deformed by gravity load, temperature load, etc. The CPIII precision measurement control network is also affected by wind speed, temperature, and load and changes at any time. The layout error of the track precision measurement control network is large, which makes it difficult to control the track accuracy. All these have brought difficulties and challenges to the laying of ballastless track on large-span bridges. Therefore, how to ensure that the construction line shape of the ballastless track on the large-span bridge can meet the requirements of the standard design acceptance, and how to control and adjust the track line shape in real time during the construction process is a core issue.

[0004] At present, there are related methods for controlling the linear shape of track structures on large-span cable-stayed bridges. For example, patent CN110219246A discloses a method for constructing ballastless tracks on large-span flexible bridges. However, the patent focuses on the arrangement of CPIII and the construction process of the ballastless track, and relatively little consideration is given to the influence of the second-phase constant load on the bridge on the linear shape of the beam surface; patent CN110846958B discloses a method for controlling the linear shape accuracy of ballastless track construction on cable-stayed bridges, patent CN117077251A discloses a method for controlling the linear shape of ballastless tracks with large-span steel truss structures, and patent CN116837672A discloses a method for laying ballastless tracks on large-span bridges. The above patents all require a preloading process for the large-span bridge, and the construction process is relatively complicated, which affects the construction period. Patent CN117090140A discloses a method for constructing ballastless track for a large-span cable-stayed bridge. Although this patent does not require preloading, the factors affecting the bridge alignment are rarely considered and are mainly corrected through finite element models, which are relatively different from the actual situation on site. There are many influencing factors, which makes it difficult to control the final track alignment laying accuracy.

[0005] In addition, for large-span dual-use steel truss cable-stayed bridges, the highway deck and the railway deck are integrated, with the highway deck generally located on the top and the railway deck generally located on the bottom, in order to minimize the mutual influence between the two. However, the overall stiffness of a large-span bridge is relatively small and is significantly affected by external loads. During the construction of the railway bridge deck track, the analysis of the impact of highway loads, including dead loads, vehicle live loads, vibrations, etc., on the linear shape of the lower railway bridge cannot be ignored. The above-mentioned existing patents are all for traditional cable-stayed bridges, and do not involve large-span dual-use steel truss cable-stayed bridges for highway and railway, which also need to consider the impact of highway loads on the linear shape of large-span bridges. Summary of the invention

[0006] In response to the technical problems existing in the prior art, this patent proposes a method and system for controlling the linearity of the ballastless track laid on a large-span dual-purpose steel truss cable-stayed bridge for road and rail. During the construction process, various factors affecting the linearity of the large-span bridge track are fully considered, and a comprehensive monitoring system, theoretical analysis, and multiple construction measures are used simultaneously to ensure the linearity accuracy of the ballastless track laid on the large-span dual-purpose steel truss cable-stayed bridge for road and rail.

[0007] In a first aspect, the present invention provides a method for controlling the alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail, comprising the following steps:

[0008] Step 1. Construct a monitoring system for a large-span dual-use steel truss cable-stayed bridge to monitor bridge response information and environmental information;

[0009] Step 2. Establish an initial finite element model to simulate and calculate each construction process of the track on the bridge, and based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and railway, correct the parameters of the initial finite element model and establish a refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway;

[0010] Step 3. Based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway, analyze the influence of the upper highway bridge deck on the stress and deformation of the lower railway bridge deck during the construction process;

[0011] Step 4. Deploy the CPIII precision measurement network and establish a real-time correction model for the CPIII precision measurement network to correct the CPIII precision measurement network;

[0012] Step 5. Before the construction of the track structure and ancillary facilities, the pre-camber of the bridge to be laid is adjusted by adjusting the cables to correct the beam surface line shape;

[0013] Step 6. Construct other ancillary facilities on the bridge step by step except the track. Based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway, and the influence of the upper highway bridge surface on the stress and deformation of the lower railway bridge surface during the construction process, the theoretical line shape during the ballastless track laying process is predicted;

[0014] Step 7. Perform ballastless track construction on the bridge based on the theoretical line shape during the ballastless track laying process;

[0015] Step 8. Acceptance inspection of track laying alignment.

[0016] Furthermore, the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and railway in step 1 includes an array fiber grating measurement front end, a fiber grating signal acquisition and demodulation instrument, a monitoring data intelligent analysis module, and a visualization module;

[0017] The fiber Bragg grating measurement front end is used to collect bridge response information and environmental information to obtain monitoring data, and the monitoring data includes temperature, second-phase dead load, wind load, and cable force;

[0018] The fiber Bragg grating signal acquisition demodulator is used to demodulate the optical signal at the front end of the fiber Bragg grating measurement into analyzable monitoring data;

[0019] The monitoring data intelligent analysis module compares the pre-input design information with the monitoring data to determine whether the monitoring data is erroneous data, and stores it after removing the erroneous data;

[0020] The monitoring data intelligent analysis module compares the real-time monitoring data with the historical monitoring data to make linear predictions, and issues early warnings and forecasts for abnormal data by setting limits;

[0021] The visualization module is based on BIM and GIS technology and is used for visualization and monitoring of monitoring data. It displays the designed bridge status information, the comparison information between the ideal design line shape and the line shape of the bridge at different construction stages.

[0022] Furthermore, the establishment of a refined analysis model of a large-span dual-purpose steel truss cable-stayed bridge for road and rail in step 2 includes:

[0023] Collect the design parameters of bridge piers and main beams to establish the initial finite element model;

[0024] Based on the initial finite element model, simulation calculation and stress analysis were performed on each construction process of the bridge track;

[0025] By comparing the monitoring data of the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail with the theoretical data calculated by the initial finite element model, the model parameters of the initial finite element model are corrected, and a refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail is established.

[0026] Further, the step 3 comprises:

[0027] Based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway, the stress-deformation variation law of the highway bridge deck under different dead loads and live loads before the railway bridge deck track construction is calculated, and the deformation envelope curve of the railway bridge deck under different loads of the highway bridge deck is obtained;

[0028] When setting the pre-camber of the lower railway bridge deck, the deformation envelope curve of the railway bridge deck under different loads of the highway bridge deck is superimposed, so that under the constant load of the upper highway bridge, the linear shape of the lower railway track is theoretically a straight line with a flat slope;

[0029] When vehicles pass through the upper highway bridge, the pre-camber of the lower railway track is set to half of the designed static and live load of the railway when laying the lower railway track;

[0030] Under other combined loads of the highway bridge, the track alignment of the lower railway bridge changes within the deformation envelope curve of the railway bridge deck under different loads on the highway bridge deck.

[0031] Furthermore, the step 4 comprises:

[0032] Deploy CPIII precision measurement network;

[0033] Based on the deformation of each measuring point of the bridge monitored by the monitoring system of the large-span dual-use steel truss cable-stayed bridge for road and railway, the CPIII key control points are determined;

[0034] Combined with the influence of temperature and wind speed on the main bridge, the CPIII measurement boundary conditions were obtained;

[0035] According to the monitoring results of the vertical displacement of the bridge deck, temperature field monitoring, bridge expansion and contraction deformation monitoring, and CPIII control point coordinates before the main bridge construction, considering the real-time temperature on the bridge and combining the plane and elevation relationship of the CPIII key control points relative to the bridge tower control points, a real-time correction model of the CPIII points with three-dimensional coordinates in the bridge axis coordinate system was established; the three-dimensional coordinates of each CPIII control point were corrected.

[0036] Furthermore, the step 5 comprises:

[0037] Before the construction of track structure and auxiliary facilities, if the pre-camber of the bridge to be laid is adjusted by adjusting the cables at the temperature of the bridge system, the actual line shape of the bridge will be close to the design line shape of the beam surface;

[0038] If it is not at the system temperature, the bridge line shape is corrected based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail.

[0039] Furthermore, the step 6 comprises:

[0040] First, construct other ancillary facilities on the bridge except the track, and gradually add the weight of different types of other ancillary facilities on the bridge. Based on the monitoring system of large-span dual-purpose steel truss cable-stayed bridge for road and railway, monitor the influence of different constant loads on the bridge on the bridge line shape; and based on the refined analysis model of large-span dual-purpose steel truss cable-stayed bridge for road and railway, calculate the target value of cable adjustment, and perform cable adjustment to correct the bridge deck line shape;

[0041] After the construction of other ancillary facilities on the bridge except the track is completed, the influence of the second phase of the constant load of the ancillary facilities on the track alignment is calculated and analyzed based on the load conditions and temperature conditions before the ballastless track construction based on the refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and railway. Based on the changes in the bridge deck alignment, the key influencing parameters of the refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and railway are corrected for stiffness;

[0042] Based on the monitoring system of large-span dual-purpose steel truss cable-stayed bridge for road and railway, and the influence of the stress and deformation of the upper highway bridge deck on the lower railway bridge deck during the construction process in step 3, the theoretical line shape during the laying of ballastless track is predicted.

[0043] Furthermore, the step 6 also includes:

[0044] Combined with the deformation envelope curve and monitoring data of the lower railway bridge track line shape under different loads on the railway bridge deck and the highway bridge deck, the linear change law of the bridge track is analyzed, and the functional relationship between the bridge deformation y and the temperature t and the constant load p is established to improve and supplement the bridge deformation under extreme loads that cannot be measured under actual monitoring conditions:

[0045] y=f(t,p,x)

[0046] Where x is the horizontal coordinate of the bridge deformation monitoring point.

[0047] Furthermore, the step 7 comprises:

[0048] Based on the predicted theoretical alignment during the ballastless track laying process, the ballastless track on the bridge is constructed sequentially, and the adjustability of the track base plate is used to eliminate the local alignment error of the main beam segment. The self-compacting concrete layer is then used to fine-tune the track alignment. Finally, fasteners are used to make sub-millimeter adjustments to the track alignment.

[0049] On the other hand, the present invention provides a linear control system for laying ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail, comprising:

[0050] Monitoring system construction module: It is used to build a monitoring system for a large-span dual-purpose steel truss cable-stayed bridge for road and rail to monitor bridge response information and environmental information;

[0051] Refined analysis model building module: It is used to establish an initial finite element model to simulate the construction process of the track on the bridge, and to correct the parameters of the initial finite element model based on the monitoring system of the large-span dual-use steel truss cable-stayed bridge for road and railway, and to establish a refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and railway;

[0052] Analysis module: It is used to analyze the influence of the upper highway bridge deck on the stress and deformation of the lower railway bridge deck during the construction process based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge;

[0053] A CPIII precision measurement network construction module is used to deploy the CPIII precision measurement network and establish a CPIII precision measurement network real-time correction model to correct the CPIII precision measurement network;

[0054] The beam surface linear correction module is used to correct the beam surface linear shape by adjusting the pre-camber of the bridge to be laid by adjusting the cables before the construction of the track structure and ancillary facilities;

[0055] Theoretical alignment prediction module: It is used to construct other ancillary facilities on the bridge step by step except the track. It predicts the theoretical alignment during the ballastless track laying process based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway and the influence of the upper highway bridge surface on the stress and deformation of the lower railway bridge surface during the construction process;

[0056] Theoretical alignment construction module: It is used to construct ballastless track on bridges based on the theoretical alignment during the ballastless track laying process;

[0057] Linear acceptance module: It is used to accept the track laying line shape.

[0058] Compared with the prior art, the present invention has the following beneficial effects:

[0059] The monitoring system constructed by the present invention can continuously monitor the stress conditions such as temperature, deformation, acceleration, stress size and change trend of the beam surface in real time. The monitoring data is comprehensive, rich and real-time effective, and the stress and deformation conditions of the bridge deck can be grasped in time. The signal transmission line of the monitoring fiber grating is unified and highly consistent, which can improve the accuracy of the monitoring results. The array fiber grating laid at the same time can be used for the laying of bridge deck tracks during construction, and can also be used for operation and maintenance monitoring after the line track is completed and opened to traffic, guiding the engineering department to timely inspect and maintain the ballastless track, ensuring the construction quality and service status of the bridge track throughout the life cycle, and realizing the monitoring of various health projects of the bridge track service environment. The monitoring data is richer and can comprehensively and reliably reflect the service status of the track. At the same time, the problem of the unintuitive monitoring results of the bridge line is solved, and the measurement data is visualized through BIM and GIS technology. Data processing, calculation analysis and result display are all located on the cloud platform, with strong adaptability and reliability, efficient and accurate calculation module, avoiding the possibility of manual errors, high degree of automation and strong controllability.

[0060] The invention proposes a method for controlling the alignment of ballastless track in a large-span dual-purpose steel truss cable-stayed bridge for road and rail. The method calculates the weight of other ancillary facilities on the bridge, determines the corresponding relationship between the load and the deformation of the main beam by graded loading, and adjusts the tension of the inclined cables to systematically and widely adjust the alignment of the main beam, so that the alignment of the main beam reaches a relatively reasonable state, and the accuracy can be controlled at the centimeter level; fully utilizes the adjustability of the track base plate to eliminate the local alignment error of the main beam segment; then uses the self-compacting concrete layer to fine-tune the track alignment, and the accuracy can be controlled at the millimeter level; finally, uses fasteners to adjust the track alignment at the sub-millimeter level, so as to ensure that the laying of the ballastless track and the alignment of the track surface after the bridge is completed meet the requirements.

[0061] The refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail established in the present invention can take into account the influence of various factors on the linear shape of the bridge structure, compare theoretical data with field test data, conduct feedback analysis and adjustment, and timely discover whether large deviations occur during the construction process, implement prompt warning or emergency treatment, ensure the safety of the bridge construction process and the permanent structure after the bridge is completed, and ensure the smooth linear shape of the bridge deck after the bridge is completed.

[0062] The present invention fully considers the influence of various combined loads of the upper highway bridge on the alignment during the construction of the railway bridge deck track alignment. When the lower railway bridge deck pre-camber is set, the envelope curve of the influence of the upper highway bridge on the railway alignment is superimposed. When the train is running, the influence of the track surface pre-camber and the static and live loads of the train on the track structure alignment is offset, and the influence of the subsequent construction of the upper highway train load on the lower track alignment is minimized, the smoothness of the line train during operation is improved, and the acceptance of the railway layer track alignment and the high-speed running requirements of the train are not affected, and the track alignment on the bridge is further guaranteed.

[0063] The present invention proposes a method for laying and controlling the linear shape of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail. The method combines environmental factors such as wind speed and temperature and the influence of bridge loads at different construction stages on the linear shape, and uses monitoring data to establish a CPIII real-time coordinate real-time correction and prediction model. The method can control and grasp the linear shape and change law of the track structure at each construction stage of the track structure for laying a large-span bridge, compare and verify the on-site real-time data analysis with the theoretical calculation, adjust the model in time, and solve the problem of difficult control of accuracy during the construction process.

[0064] The construction line shape adjustment method provided by the present invention abandons the preloading process, and the construction process is relatively simple. By establishing a comprehensive monitoring network, the measured data is combined with the theoretical analysis model for mutual correction, early warning and forecasting, which can effectively ensure the bridge line shape, abandon the line shape control method of equivalent load replacement, correct the finite element model according to the actual construction situation, simplify the process, and correct the finite element model more accurately, so as to ensure that the laying accuracy of the ballastless track meets the standard, especially the preload quality accuracy control problem and the related material and equipment procurement and layout process that may occur during the preloading process, which are not required by the present invention, thereby greatly saving construction time.

[0065] The present invention proposes a method for laying and controlling the line shape of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail. The pre-camber set after the final track laying adopts a herringbone slope plus a vertical curve form, so that the bridge line shape is consistent with the line line shape, and is simplified to a herringbone slope type, thereby offsetting the influence of the static and live loads of railway trains, and superimposing the influence of the upper vehicle load on the bridge line shape; ensuring that the track surface line shape at each stage of ballastless track laying and after the bridge is completed meets the standard acceptance requirements, further ensuring the track line shape acceptance and driving safety; at the same time, the design, construction and acceptance are more convenient, do not affect driving safety and comfort, and meet the requirements of higher operating speeds. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0067] Figure 1 It is an overall flow chart of a method for laying ballastless track and linear control of a large-span dual-purpose steel truss cable-stayed bridge for road and rail in the present invention;

[0068] Figure 2 The present invention is a monitoring system composition diagram of a ballastless track laying and linear control method for a large-span dual-purpose steel truss cable-stayed bridge for road and rail.

[0069] Figure 3The invention discloses a cross-sectional view of the fiber grating arrangement of a ballastless track laying and linear control method for a large-span dual-purpose steel truss cable-stayed bridge for road and rail.

[0070] Figure 4 The present invention is a cross-sectional view of a CRTSIII type slab ballastless track on a bridge of a large-span dual-purpose steel truss cable-stayed bridge for road and rail, and a method for laying and controlling the linear shape of the ballastless track.

[0071] Figure 5 The invention discloses an alignment control method for laying a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail, and describes an influence of an upper highway layer on the alignment of a bridge track of a lower railway layer.

[0072] Figure 6 The invention discloses a schematic diagram of the completed bridge alignment of a ballastless track laying and alignment control method for a large-span dual-purpose steel truss cable-stayed bridge for road and rail.

[0073] In the figure: 1. Rail, 2. Fastener, 3. Track plate, 4. Self-compacting concrete, 5. Base plate, 6. Beam surface groove, 7. Fiber Bragg grating, 8. Cable, 9. Beam surface. DETAILED DESCRIPTION

[0074] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0075] Example 1

[0076] like Figure 1 As shown, the present invention proposes a method for controlling the alignment of ballastless track on a large-span dual-purpose steel truss cable-stayed bridge for road and railway, comprising the following steps: (1) constructing a monitoring system for a large-span dual-purpose steel truss cable-stayed bridge for road and railway; (2) establishing a refined analysis model for a large-span dual-purpose steel truss cable-stayed bridge for road and railway; (3) analyzing the influence of the upper highway load on the alignment of the lower railway track; (4) laying out the CPIII precision measurement network and establishing a real-time correction and prediction model for the CPIII precision measurement network; (5) adjusting the cables and preliminarily correcting the alignment of the beam surface; (6) constructing other ancillary facilities on the bridge except the track step by step, and establishing a mapping relationship between the second-phase constant load and the alignment of the bridge surface; (7) constructing the ballastless track on the bridge: ① constructing the base plate, isolation buffer cushion layer and elastic cushion layer; ② rough laying and fine-tuning the track plate; ③ pouring self-compacting concrete; ④ laying the rails and fasteners, and fine-tuning the line; (8) acceptance of the alignment of the track laying.

[0077] The five key steps of gradually constructing other ancillary facilities on the bridge, laying the base plate, roughly laying and fine-tuning the track plate, pouring self-compacting concrete, and installing and fine-tuning the rail fasteners in the above-mentioned steps require comparing the deviation relationship between the actual line shape of the bridge track and the theoretical design pre-camber, and timely correcting the construction line shape according to the actual measured situation; at the same time, it is also necessary to combine the measured data to compare and analyze the actual line shape of the main bridge with the theoretical line shape, and correct the model parameters to accurately guide the subsequent construction process.

[0078] S1: Construction of a monitoring system for a large-span steel truss cable-stayed bridge for both road and rail use

[0079] The monitoring system for the large-span dual-purpose steel truss cable-stayed bridge for road and rail is based on array fiber grating laying technology. Fiber grating displacement, strain, vibration acceleration, and temperature sensors are set on the beam surface 9, and fiber grating strain sensors, air temperature, and wind speed sensors are set at the position of the cable 8 on the large-span bridge to monitor the changes in the tension of the cable 8, air temperature, and wind speed; obtain key parameters of the bridge service status, and realize full perception, prediction and early warning of the deformation and service environment of the large-span bridge.

[0080] The monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and railway includes an array fiber grating measurement front end, a fiber grating signal acquisition demodulator, a monitoring data intelligent analysis module, and a visualization module. Figure 2 shown.

[0081] The fiber Bragg grating measurement front end is used to collect monitoring data of bridge response information and environmental information, and uses arrayed fiber Bragg grating to monitor key parameters such as deformation, temperature, cable force, and lateral wind speed of the entire bridge surface; the fiber Bragg grating signal acquisition demodulator is used to demodulate the optical signal into analyzable data; the monitoring data intelligent analysis module compares the pre-input design information with the monitoring data, automatically determines whether the monitoring is erroneous data, and stores it after eliminating the erroneous data, so as to realize the storage of monitoring data; the monitoring data intelligent analysis module is based on a deep learning algorithm, and compares the existing collected monitoring data with the historical monitoring data vertically, and can perform linear prediction, and warn and forecast abnormal data by setting limits. The visualization module is based on BIM and GIS technology, and is used for the visualization and monitoring of measurement information, and can display the bridge status information of the designed bridge, the linear shape under the ideal design state, and the linear shape comparison information of the bridge at different construction stages.

[0082] like Figure 3As shown, after the bridge is completed, a beam groove 6 is chiseled out along the longitudinal direction of the line on both sides of the bridge deck and outside the range of the track base plate 5. The size of the beam groove 6 meets the requirements for laying array fiber gratings, and the groove depth is within the range of 15 to 25 mm. Then, fine stone mortar is poured into the beam groove 6 to fill and fix it; it can also be directly laid on the bridge surface. In this scheme, special attention should be paid to the subsequent construction. The fiber grating 7 cannot be repeatedly rolled, resulting in falling off or damage. The protective cover can better protect the warping deformation monitoring optical cable. The protective cover is fixed to the bridge surface by fixing parts such as expansion screws. The fiber grating 7 in the groove is an array fiber grating stress cable integrated with multiple fiber grating sensors, which can continuously measure the temperature, deformation, stress and acceleration of the bridge, and timely grasp the stress and deformation status of the bridge deck. The density of the fiber grating sensors in the connecting cable can be set according to the specific situation. For example, in this example, the spacing between two adjacent fiber grating vibration sensors is within the range of 0.1 to 0.2 m.

[0083] The temperature, deformation, stress and acceleration of the bridge are collected in real time through the fiber Bragg grating 7 in the groove, and the fiber Bragg grating signal demodulator receives and demodulates the data into analyzable data, which is sent to the monitoring data intelligent analysis module. Considering the long length of the ballastless track, it is preferred to set multiple fiber Bragg grating data demodulators to ensure the accuracy and reliability of the monitoring data. Preferably, each fiber Bragg grating data demodulator is used to obtain the monitoring information of the two sections of fiber Bragg grating array monitoring cables on the front and rear sides thereof; in one embodiment, two adjacent fiber Bragg grating data demodulators are connected in series by a single cable, and in the single serial cable, a certain point is taken as the dividing point, and the fiber Bragg grating sensor on the front side of the dividing point sends monitoring information to the fiber Bragg grating data demodulator on the front side, and the fiber Bragg grating sensor on the rear side of the dividing point sends monitoring information to the fiber Bragg grating data demodulator on the rear side, which can be achieved by setting the light emission direction of the fiber Bragg grating sensor in the optical cable. Preferably, a fiber Bragg grating data demodulator is arranged at the bridge tower position, which can demodulate, store and calculate the data.

[0084] The array fiber grating cable is a cable with multiple fiber grating sensors integrated in a single optical cable. It is an existing product with the characteristics of wide monitoring coverage (covering more than 10km as needed), high measurement accuracy, and small spacing between sensor units (the minimum spacing can be 1cm). The specific structure will not be described here.

[0085] The fiber Bragg grating data demodulator is preferably a data demodulator capable of composite demodulating stress strain information and vibration information, and is used to receive monitoring information sent by the slot monitoring optical cable, and demodulate it into a demodulation signal and send it to the background processor. The fiber Bragg grating data demodulator is also an existing device; it can be electrically connected or communicated with the background processor.

[0086] S2: Establish a detailed analysis model for a large-span dual-use steel truss cable-stayed bridge

[0087] The key parameters such as the design elastic modulus and cross-sectional size parameters of the piers and main beams, and the design load data are collected to construct an initial finite element model. Based on the initial finite element model, simulation calculations and force analysis are carried out on each construction process of the bridge track. The initial finite element model parameters are corrected through monitoring data to establish a refined analysis model of a large-span dual-purpose steel truss cable-stayed bridge for road and rail transportation. This ensures that the theoretical calculated deformation is consistent with the measured line shape at the track line shape detection temperature, thereby guiding subsequent construction.

[0088] The structural sensitivity analysis is carried out using the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail. On the basis of the current working condition model, the unit length of the sling is changed in turn (assuming that 1 cm is the unit length of the sling change). Under the current change in the unit length of the sling, the changes in the cable forces of all other slings and the linear changes in the positions of all bridge decks can be calculated. On this basis, the cable force measurement points are optimally arranged to optimize the monitoring data of the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail.

[0089] The refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail can take into account the influence of various factors on the linear shape of the bridge structure, and analyze and predict the linear shape of the bridge in the completed state through theoretical calculation.

[0090] S3: Analyze the impact of upper highway load on lower railway track alignment

[0091] When constructing the alignment of the railway bridge deck track, it is necessary to consider the influence of various combined loads of the upper highway bridge on the alignment. Combined with real-time monitoring data, using the refined analysis model of large-span dual-purpose steel truss cable-stayed bridge for road and railway, theoretical calculation and analysis are performed on the influence of the upper highway bridge surface on the stress and deformation during the construction process of the lower railway bridge deck track. Before the construction of the railway bridge deck track, the stress and deformation variation law of the highway bridge deck under different constant loads and live loads is theoretically calculated to obtain the deformation envelope curve of the railway bridge deck under different loads of the highway bridge deck; when setting the pre-arch of the lower railway bridge deck, the deformation envelope curve of the upper railway bridge deck under different loads of the highway bridge deck is superimposed, so that under the constant load of the upper highway bridge, the alignment of the lower railway track is theoretically a straight line and flat slope; under the vehicle load of the upper highway bridge When a train passes by, the pre-camber of the track surface is set to half of the designed static and live load of the railway when the lower railway track is laid, so as to offset the influence of the static and live load of the railway train. Under the influence of other combined loads of the highway bridge, the track line shape of the lower railway bridge changes within the envelope curve range of its influence. By setting the pre-camber, when the train is running, the influence of the track surface pre-camber and the static and live load of the train on the track structure line shape is offset, and the influence of the subsequent construction of the upper highway train load on the lower track line shape is minimized, so as to improve the smoothness of the line train operation, so as not to affect the acceptance of the railway track line shape and the high-speed running requirements of the train, and further ensure the track line shape on the bridge.

[0092] S4: Deploy CPIII precision measurement network and establish real-time correction and prediction model of CPIII precision measurement network

[0093] Select a time period of the day when the temperature is relatively stable to conduct a through measurement of the control base points on the fixed auxiliary objects outside the two anchor spans to ensure smooth connection of the bridge and ensure the accuracy of ballastless track construction. The precision measurement network is laid out and measured from 00:00 to 03:00 in the morning, and the fixed point is set at the main tower position. The actual bridge line shape is obtained through the fiber grating monitoring system, and compared and corrected with the theoretical calculation results of the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail; combined with the deformation of each measuring point of the bridge, the CPIII key control points are determined, and the CPIII measurement boundary conditions are obtained in combination with the influence of temperature and wind speed on the main bridge; according to the monitoring results of the vertical displacement of the bridge deck before the construction of the main bridge, the temperature field monitoring, the bridge expansion and contraction deformation monitoring, and the CPIII control point coordinates, considering the real-time temperature on the bridge and other factors, combined with the plane and elevation relationship of the CPIII control point relative to the bridge tower control point, a real-time correction model of the CPIII point with three-dimensional coordinates in the bridge axis coordinate system is established, and the three-dimensional coordinates of each CPIII control point are corrected to accurately guide the subsequent track line shape adjustment construction.

[0094] The layout of the CPIII precision measurement network also needs to consider the impact of the vehicle load of the upper highway bridge on the adjustment of the construction line shape of the lower railway track, and timely correct the CPIII precision measurement network.

[0095] S5: Adjust the cables and make preliminary corrections to the beam surface line shape

[0096] Before the construction of the track structure and ancillary facilities, the pre-camber of the bridge to be laid is adjusted by adjusting the cables, so that the actual line shape of the bridge is close to the designed line shape of the beam surface. At the bridge system temperature, the pre-camber height is the same as the height of the influence of the base plate 5, track plate, self-compacting concrete adjustment layer and rail 1 on the track line shape constructed later, so that the pre-camber and line shape influence are completely offset, further improving the line shape accuracy of the track; if it is not at the system temperature, the bridge line shape needs to be corrected by a theoretical calculation model.

[0097] S6: Step by step construction of other ancillary facilities on the bridge except the track, and establishment of the mapping relationship between the second phase of the dead load and the bridge deck line shape

[0098] First, construct other ancillary facilities on the bridge except the track, calculate the weight of different types of other ancillary facilities on the bridge, apply them step by step, and use the monitoring system to monitor the impact of different bridge dead loads on the bridge line shape. After the construction of the ancillary facilities on the bridge is completed, adjust the inclined cable 8 according to the load conditions before the construction of the ballastless track and the theoretical line shape of the beam surface calculated under the temperature conditions, and after the cable adjustment is completed, check the line shape of the beam surface, review the geometric elements such as the beam surface elevation and center line, and deal with the out-of-tolerance parts in a timely manner.

[0099] After the loads of the other ancillary facilities are applied, if the actual bridge deck line shape is significantly different, cable adjustment is performed; before the cable adjustment, the relationship between the cable force of the entire bridge and the bridge deformation is analyzed, and the bridge deformation is predicted and verified by the cable force; the cable adjustment target value is calculated through the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail, and the bridge line shape changes are monitored in real time through the monitoring system to provide early warning and forecast; finally, the bridge deck line shape is corrected to make the bridge deck line shape as close to the design line shape as possible.

[0100] Combined with the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway, the influence of the second-phase constant load of the ancillary facilities on the bridge (bridge deck waterproof layer, protective layer structure, cables, and contact network) on the track alignment is calculated and analyzed. The ancillary facilities are constructed, and the changes in the bridge deck alignment before and after construction are monitored. Based on the changes in the bridge deck alignment, the stiffness correction of the key influencing parameters of the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway is carried out.

[0101] Before the construction of the bridge deck track, the linear change law of the bridge deck at different temperatures is monitored, and a mapping relationship between temperature and bridge deck linear shape is established; the second-stage constant load on the bridge is applied step by step on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail; the linear change law of the beam surface under different second-stage constant load conditions is obtained; the linear change law of the bridge track is analyzed by combining the deformation envelope curve calculated by the bridge track theory and the bridge linear monitoring data, and a trigonometric function and a polynomial combination are used for fitting to establish a functional relationship y=f(t,p,x) between the bridge deformation y and key influencing factors such as temperature t and constant load p. By establishing the function, the deformation of the bridge under extreme loads that cannot be measured under actual monitoring conditions is improved and supplemented.

[0102] S7: Ballastless track construction on bridge

[0103] The construction of the ballastless track on the bridge can only be implemented after the installation of other ancillary facilities on the bridge deck is completed. The construction of the ballastless track on the main bridge is carried out in the order of the side span of the main bridge first and then the middle span of the main bridge to prevent subsequent construction from affecting the linear shape of the main span. The concrete construction of the base plate 5 of the middle span of the main bridge is completed by one-time pouring on one side, and the self-compacting concrete of the middle span of the main bridge is completed by one-time continuous pouring on both sides.

[0104] like Figure 4 and 5 As shown, the steps of constructing ballastless track on a bridge mainly include: 1) constructing a base plate 5, an isolation buffer cushion layer and an elastic cushion layer; 2) rough laying and fine-tuning the track plate 3; 3) pouring self-compacting concrete 4; 4) laying rails 1 and fasteners 2, and fine-tuning the line.

[0105] 1) Construction base plate, isolation cushion and elastic cushion

[0106] After reaching the theoretical calculated linear shape, the base construction is laid out and constructed according to the theoretical linear shape before ballastless track construction; the linear shape of the base is measured and verified with the theoretical linear shape under this condition. The base is laid out according to the designed elevation, and the base is constructed according to the designed thickness of 220mm. After laying out and setting up the base formwork, the base concrete, rubber isolation buffer layer, and elastic pad layer around the limit groove are constructed according to the standard operating procedures. According to the actual construction temperature conditions, the linear shape of the base plate 5 after construction is completed is adjusted.

[0107] Adjusting the cable tension can make the main beam line shape reach a more reasonable state, but it has little effect on adjusting the local line shape difference between segments. When there is a local deviation between the actual line shape of a segment and the theoretical line shape, the adjustable thickness range of the track plate 3 can be fully utilized to eliminate the local line shape error of the main beam segment. After the construction of the ballastless track base plate 5 is completed, the line shape of the base plate 5 should be compared with the theoretical line shape. The base plate 5 can eliminate the beam surface line shape error of ±20mm.

[0108] 2) Rough laying and fine adjustment of track slab 3

[0109] According to the design layout requirements, the corresponding track slab 3 model is selected, and the track slab 3 is roughly laid according to the standard operating procedures. The theoretical line shape of the middle span of the main bridge is calculated according to the load and temperature conditions after the layout, and the track slab 3 is fine-tuned according to this line shape.

[0110] 3) Self-compacting concrete construction

[0111] A pouring template and a clamping device are set on both sides of the track plate 3 to prevent the double-hole limited track plate 3 from floating up during the pouring of the cushion layer under the plate; the self-compacting concrete 4 is constructed according to the standard process. The self-compacting concrete 4 layer of the type III track plate 3 is 103mm thick and is equipped with a steel mesh. Self-compacting can eliminate the linear construction error of -10 to +20mm.

[0112] 4) Track laying

[0113] When adjusting the alignment using the thickness of the track structure, the influence of the weight change caused by the change in track structure thickness on the alignment should be considered and the corresponding compensation value should be calculated. Finally, the track laying fine adjustment operation is carried out, and the alignment construction error of -4 to +26mm can be eliminated through fastener 2.

[0114] S8: Track laying alignment acceptance

[0115] like Figure 6As shown, the final alignment after track laying is provided with a pre-camber, in the form of a herringbone slope plus a vertical curve, and the influence of the upper vehicle load on the alignment of the bridge is superimposed; and the pre-camber of the railway layer of the bridge includes a constant load pre-camber and a live load pre-camber, wherein the later creep deformation is regarded as a constant load deformation and taken into account in the constant load pre-camber, and the live load pre-camber is considered as half of the designed static live load, and the setting of the pre-camber is implemented in the construction process; it ensures that the alignment of the track surface at each stage of ballastless track laying and after the bridge is completed meets the standard acceptance requirements, such as the acceptance standards for the limit values ​​of the long-wave 60m chord and the short-wave 10m chord, and the dynamic TQI index evaluation and acceptance of the overall smoothness of the line.

[0116] Example 2

[0117] A specific embodiment of the present invention further provides a linear control system for laying ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail, comprising:

[0118] Monitoring system construction module: It is used to build a monitoring system for a large-span dual-purpose steel truss cable-stayed bridge for road and rail to monitor bridge response information and environmental information;

[0119] Refined analysis model building module: It is used to establish an initial finite element model to simulate the construction process of the track on the bridge, and to correct the parameters of the initial finite element model based on the monitoring system of the large-span dual-use steel truss cable-stayed bridge for road and railway, and to establish a refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and railway;

[0120] Analysis module: It is used to analyze the influence of the upper highway bridge deck on the stress and deformation of the lower railway bridge deck during the construction process based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge;

[0121] A CPIII precision measurement network construction module is used to deploy the CPIII precision measurement network and establish a CPIII precision measurement network real-time correction model to correct the CPIII precision measurement network;

[0122] The beam surface linear correction module is used to correct the beam surface linear shape by adjusting the pre-camber of the bridge to be laid by adjusting the cables before the construction of the track structure and ancillary facilities;

[0123] Theoretical alignment prediction module: It is used to construct other ancillary facilities on the bridge step by step except the track. It predicts the theoretical alignment during the ballastless track laying process based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway and the influence of the upper highway bridge surface on the stress and deformation of the lower railway bridge surface during the construction process;

[0124] Theoretical alignment construction module: It is used to construct ballastless track on bridges based on the theoretical alignment during the ballastless track laying process;

[0125] Linear acceptance module: It is used to accept the track laying line shape.

[0126] The above is only a preferred specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed in the present application should be covered within the protection scope of the present application.

[0127] It should be understood that parts not elaborated in detail in this specification belong to the prior art.

[0128] It should be understood that the above description of the preferred embodiment is relatively detailed and cannot be regarded as limiting the scope of patent protection of the present invention. Under the enlightenment of the present invention, ordinary technicians in this field can also make substitutions or modifications without departing from the scope of protection of the claims of the present invention, which all fall within the scope of protection of the present invention. The scope of protection requested for the present invention shall be based on the attached claims.

Claims

1. A method for controlling the laying line shape of ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail, characterized in that: The following steps are involved: Step 1. Construct a monitoring system for a large-span dual-use steel truss cable-stayed bridge to monitor bridge response information and environmental information; Step 2. Establish an initial finite element model to simulate and calculate each construction process of the track on the bridge, and based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and railway, correct the parameters of the initial finite element model and establish a refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway; Step 3. Based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway, analyze the influence of the upper highway bridge deck on the stress and deformation of the lower railway bridge deck during the construction process; Step 4. Deploy the CPIII precision measurement network and establish a real-time correction model for the CPIII precision measurement network to correct the CPIII precision measurement network; Step 5. Before the construction of the track structure and ancillary facilities, the pre-camber of the bridge to be laid is adjusted by adjusting the cables to correct the beam surface line shape; Step 6. Construct other ancillary facilities on the bridge step by step except the track. Based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway, and the influence of the upper highway bridge surface on the stress and deformation of the lower railway bridge surface during the construction process, the theoretical line shape during the ballastless track laying process is predicted; Step 7. Perform ballastless track construction on the bridge based on the theoretical line shape during the ballastless track laying process; Step 8. Acceptance inspection of track laying alignment.

2. The method for controlling the laying line shape of ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail according to claim 1 is characterized in that: The monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and railway in step 1 includes an array fiber grating measurement front end, a fiber grating signal acquisition and demodulation instrument, a monitoring data intelligent analysis module, and a visualization module; The fiber Bragg grating measurement front end is used to collect bridge response information and environmental information to obtain monitoring data, and the monitoring data includes temperature, second-phase dead load, wind load, and cable force; The fiber Bragg grating signal acquisition demodulator is used to demodulate the optical signal at the front end of the fiber Bragg grating measurement into analyzable monitoring data; The monitoring data intelligent analysis module compares the pre-input design information with the monitoring data to determine whether the monitoring data is erroneous data, and stores it after removing the erroneous data; The monitoring data intelligent analysis module compares the real-time monitoring data with the historical monitoring data to make linear predictions, and issues early warnings and forecasts for abnormal data by setting limits; The visualization module is based on BIM and GIS technology and is used for visualization and monitoring of monitoring data. It displays the designed bridge status information, the comparison information between the ideal design line shape and the line shape of the bridge at different construction stages.

3. The method for controlling the laying line shape of ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail as claimed in claim 2 is characterized in that: The step 2 of establishing a refined analysis model of a large-span dual-purpose steel truss cable-stayed bridge for road and rail includes: Collect the design parameters of bridge piers and main beams to establish the initial finite element model; Based on the initial finite element model, simulation calculation and stress analysis were performed on each construction process of the bridge track; By comparing the monitoring data of the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail with the theoretical data calculated by the initial finite element model, the model parameters of the initial finite element model are corrected, and a refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail is established.

4. The method for controlling the laying line shape of ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail as claimed in claim 2 is characterized in that: The step 3 comprises: Based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway, the stress-deformation variation law of the highway bridge deck under different dead loads and live loads before the railway bridge deck track construction is calculated, and the deformation envelope curve of the railway bridge deck under different loads of the highway bridge deck is obtained; When setting the pre-camber of the lower railway bridge deck, the deformation envelope curve of the railway bridge deck under different loads of the highway bridge deck is superimposed, so that under the constant load of the upper highway bridge, the linear shape of the lower railway track is theoretically a straight line with a flat slope; When vehicles pass through the upper highway bridge, the pre-camber of the lower railway track is set to half of the designed static and live load of the railway when laying the lower railway track; Under other combined loads of the highway bridge, the track alignment of the lower railway bridge changes within the deformation envelope curve of the railway bridge deck under different loads on the highway bridge deck.

5. The method for controlling the laying line shape of ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail as claimed in claim 1 is characterized in that: The step 4 comprises: Deploy CPIII precision measurement network; Based on the deformation of each measuring point of the bridge monitored by the monitoring system of the large-span dual-use steel truss cable-stayed bridge for road and railway, the CPIII key control points are determined; Combined with the influence of temperature and wind speed on the main bridge, the CPIII measurement boundary conditions were obtained; According to the monitoring results of the vertical displacement of the bridge deck, temperature field monitoring, bridge expansion and contraction deformation monitoring, and CPIII control point coordinates before the main bridge construction, considering the real-time temperature on the bridge and combining the plane and elevation relationship of the CPIII key control points relative to the bridge tower control points, a real-time correction model of the CPIII points with three-dimensional coordinates in the bridge axis coordinate system was established; the three-dimensional coordinates of each CPIII control point were corrected.

6. The method for controlling the laying line shape of ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail as claimed in claim 1 is characterized in that: The step 5 comprises: Before the construction of track structure and auxiliary facilities, if the pre-camber of the bridge to be laid is adjusted by adjusting the cables at the temperature of the bridge system, the actual line shape of the bridge will be close to the design line shape of the beam surface; If it is not at the system temperature, the bridge line shape is corrected based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail.

7. The method for controlling the laying line shape of ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail as claimed in claim 4 is characterized in that: The step 6 comprises: First, construct other ancillary facilities on the bridge except the track, and gradually add the weight of different types of other ancillary facilities on the bridge. Based on the monitoring system of large-span dual-purpose steel truss cable-stayed bridge for road and railway, monitor the influence of different constant loads on the bridge on the bridge line shape; and based on the refined analysis model of large-span dual-purpose steel truss cable-stayed bridge for road and railway, calculate the target value of cable adjustment, and perform cable adjustment to correct the bridge deck line shape; After the construction of other ancillary facilities on the bridge except the track is completed, the influence of the second phase of the constant load of the ancillary facilities on the track alignment is calculated and analyzed based on the load conditions and temperature conditions before the ballastless track construction based on the refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and railway. Based on the changes in the bridge deck alignment, the key influencing parameters of the refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and railway are corrected for stiffness; Based on the monitoring system of large-span dual-purpose steel truss cable-stayed bridge for road and railway, and the influence of the stress and deformation of the upper highway bridge deck on the lower railway bridge deck during the construction process in step 3, the theoretical line shape during the laying of ballastless track is predicted.

8. The method for controlling the laying line shape of ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail as claimed in claim 7 is characterized in that: The step 6 also includes: Combined with the deformation envelope curve and monitoring data of the lower railway bridge track line shape under different loads on the railway bridge deck and the highway bridge deck, the linear change law of the bridge track is analyzed, and the functional relationship between the bridge deformation y and the temperature t and the constant load p is established to improve and supplement the bridge deformation under extreme loads that cannot be measured under actual monitoring conditions: y=f(t,p,x) Where x is the horizontal coordinate of the bridge deformation monitoring point.

9. The method for controlling the laying line shape of ballastless track of a large-span steel truss cable-stayed bridge for both road and rail as claimed in claim 1, characterized in that: The step 7 comprises: Based on the predicted theoretical alignment during the ballastless track laying process, the ballastless track on the bridge is constructed sequentially, and the adjustability of the track base plate is used to eliminate the local alignment error of the main beam segment. The self-compacting concrete layer is then used to fine-tune the track alignment. Finally, fasteners are used to make sub-millimeter adjustments to the track alignment.

10. A linear control system for laying ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail, characterized in that: include: Monitoring system construction module: It is used to build a monitoring system for a large-span dual-purpose steel truss cable-stayed bridge for road and rail to monitor bridge response information and environmental information; Refined analysis model building module: It is used to establish an initial finite element model to simulate the construction process of the track on the bridge, and to correct the parameters of the initial finite element model based on the monitoring system of the large-span dual-use steel truss cable-stayed bridge for road and railway, and to establish a refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and railway; Analysis module: It is used to analyze the influence of the upper highway bridge deck on the stress and deformation of the lower railway bridge deck during the construction process based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge; A CPIII precision measurement network construction module is used to deploy the CPIII precision measurement network and establish a CPIII precision measurement network real-time correction model to correct the CPIII precision measurement network; The beam surface linear correction module is used to correct the beam surface linear shape by adjusting the pre-camber of the bridge to be laid by adjusting the cables before the construction of the track structure and ancillary facilities; Theoretical alignment prediction module: It is used to construct other ancillary facilities on the bridge step by step except the track. It predicts the theoretical alignment during the ballastless track laying process based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway and the influence of the upper highway bridge surface on the stress and deformation of the lower railway bridge surface during the construction process; Theoretical alignment construction module: It is used to construct ballastless track on bridges based on the theoretical alignment during the ballastless track laying process; Linearity acceptance module: used to accept the track-laying line shape; The linear control system for laying ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and railway is used to execute the steps in the linear control method for laying ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and railway as described in any one of claims 1-9.

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