Method and system for adjusting operation and maintenance line shape of ballastless track of large-span highway-railway dual-purpose steel truss girder cable-stayed bridge

Abstract

The invention discloses a large-span highway-railway dual-purpose steel truss girder cable-stayed bridge ballastless track operation and maintenance linear adjustment method and system. The method comprises the steps that (1) the ballastless track operation and maintenance linear adjustment range is determined; (2) establishing a long-span highway-railway dual-purpose steel truss girder cable-stayed bridge linear monitoring system; (3) establishing a fine analysis model of the large-span highway-railway dual-purpose steel truss girder cable-stayed bridge; (4) analyzing the influence of the upper-layer road load on the lower-layer railway line shape adjustment, and determining the track construction line shape in the adjustment range; (5) arranging a CPIII local accurate measurement network within the adjustment range of the ballastless track operation and maintenance line shape, and establishing a CPIII accurate measurement network real-time correction model; (6) the existing CRTSIII type track slab is dismantled; (7) installing a skylight point train to pass through a temporary transition device; (8) constructing a double-isolation-layer double-hole limiting track structure; and (9) adjusting the line shape and remeasuring. According to the method, in the operation stage of the ballastless track on the large-span bridge, the problem that the operation and maintenance line shape of the ballastless track of the large-span highway-railway dual-purpose steel truss girder cable-stayed bridge is difficult to adjust is solved.

Description

Technical Field

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

[0002] As a landmark achievement of independent innovation, high-speed railway has become a national business card. Compared with ballasted track, ballastless track has better stability and smoothness, and less maintenance work in the later stage. All high-speed railways in my country with a speed of 350 km / h adopt ballastless track. my country has a vast territory, and high-speed railways crossing large rivers, deep mountains and canyons are very common. Long-span bridges over 180 meters are very common. As a rigid structure, ballastless track has very small adjustable track surface linear shape, and the construction accuracy requirements are extremely high. The deformation of the track-bearing structure is strictly controlled; while the long-span bridge has small stiffness and large deformation. Affected by temperature, wind, and creep, the linear shape of the completed bridge changes dynamically. In recent years, the laying of ballastless track on long-span bridges has only broken the 300m limit. The long-span steel truss cable-stayed bridge for both highway and railway is formed by integrating the highway bridge deck and the railway bridge deck. The highway bridge deck is generally located at the top and the railway bridge deck is generally located at the bottom to minimize the mutual influence between the two. However, the overall stiffness of the long-span bridge is relatively small, and it is significantly affected by factors such as temperature, wind load, and creep. During the construction of railway bridge deck tracks, the impact of highway loads including dead loads, vehicle live loads, vibrations, etc. on the deformation of the lower railway bridge cannot be ignored. After the construction of the ballastless track on the bridge is completed, it can only be adjusted by fasteners. The fastener adjustment range is -4 to +26mm, which is relatively small. In the subsequent operation process, the bridge will inevitably deform greatly. Once the fastener adjustment range is exceeded, it will be difficult to adjust.

[0003] 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. It is mainly corrected through the finite element model, which is 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. The above-mentioned existing patents are all aimed at traditional cable-stayed bridges, and are mainly aimed at the alignment adjustment during the construction phase of large-span bridges. There is basically no alignment adjustment during the operation phase. In addition, the dual-purpose steel truss cable-stayed bridge for road and rail involved in this patent also needs to consider the impact of highway loads on the alignment adjustment of large-span bridges during operation. Summary of the invention

[0004] In view of the technical problems existing in the prior art, this patent proposes a method and system for adjusting the operation and maintenance alignment of a ballastless track on a large-span dual-purpose steel truss cable-stayed bridge for road and rail. During the operation stage of the ballastless track on the large-span bridge, the easy-adjustment and large-adjustment characteristics of the new double-isolation layer track structure system are fully utilized. At the same time, a comprehensive monitoring system, theoretical analysis, and multiple construction measures are adopted simultaneously to solve the problem of difficult operation and maintenance alignment of the ballastless track on a large-span dual-purpose steel truss cable-stayed bridge for road and rail.

[0005] In a first aspect, the present invention provides a method for adjusting the operation and maintenance alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail, comprising the following steps:

[0006] Step 1. Determine the adjustment range of the ballastless track operation and maintenance alignment;

[0007] Step 2. Construct a monitoring system for a large-span dual-use steel truss cable-stayed bridge for road and rail to monitor bridge deformation information;

[0008] Step 3. Establish an initial finite element model to simulate the track alignment adjustment process, and based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail, 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 rail;

[0009] Step 4. Analyze the influence of the upper highway bridge deck on the track adjustment range and track construction alignment of the lower railway bridge deck based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway;

[0010] Step 5. Deploy the CPIII precision measurement network within the ballastless track operation and maintenance linear adjustment range and establish a CPIII precision measurement network real-time correction model to correct the CPIII precision measurement network;

[0011] Step 6. Remove the existing CRTSIII track slab within the ballastless track operation and maintenance alignment adjustment range;

[0012] Step 7. Install a temporary transition device for trains to pass through within the range of ballastless track operation and maintenance alignment adjustment to resume temporary traffic;

[0013] Step 8. Carry out the construction of double-isolation layer double-hole limited track structure within the ballastless track operation and maintenance linear adjustment range;

[0014] Step 9. Adjust the line shape and retest.

[0015] Furthermore, the step 1 comprises:

[0016] The alignment of the CRTSIII ballastless track on the long-span bridge is measured, and the alignment and slope adjustment fitting is carried out in combination with the requirements of the high-speed railway line specifications to determine the range that cannot be adjusted using fasteners, namely the number and length of the track plates, and the deformation of the rails in the deformation zone; at the same time, the thickness of the adjustment layer set on the track plate, the offset or vertical deformation of the track plate are determined through linear measurement.

[0017] Furthermore, the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail in step 2 includes a front-end measurement mark, a linear measurement device, a high-precision time-space synchronous acquisition control system, and a visualization module;

[0018] The front-end measurement marks are firmly attached to the crash barrier of the bridge at intervals;

[0019] The linear measurement equipment is used to collect monitoring data of bridge deformation information;

[0020] The high-precision time-space synchronous acquisition control system controls all linear measurement equipment on the long-span bridge to collect data at the same time; at the same time, the front-end measurement identification coordinates of multiple positions are solved in real time and data verification is performed to eliminate measurement errors; by comparing the pre-input design data with the monitoring data, it is determined whether the monitoring data is erroneous, and the erroneous data is stored after being eliminated. The existing monitoring data and historical monitoring data are compared vertically to perform linear prediction, and abnormal data is warned and forecasted 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 step 3 of establishing a refined analysis model of a large-span dual-purpose steel truss cable-stayed bridge for road and rail includes:

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

[0024] Conduct simulation calculation and force analysis on the track alignment adjustment process based on the initial finite element model;

[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 variation law of the track alignment of the lower railway bridge deck under different loads on the upper highway bridge deck is calculated, and the deformation envelope curve of the railway bridge deck under different loads on the highway bridge deck is obtained.

[0028] When adjusting the track alignment of the lower railway bridge, the pre-camber of the ballastless track operation and maintenance alignment adjustment range is set to offset the influence of the track surface pre-camber and the upper highway load on the track structure alignment.

[0029] Furthermore, the step 5 comprises:

[0030] Deploy the CPIII precision measurement network within the time window of the ballastless track operation and maintenance alignment adjustment range;

[0031] 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;

[0032] Combined with the influence of temperature and wind speed on the main bridge, the CPIII measurement boundary conditions were obtained;

[0033] 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.

[0034] Further, the step 6 comprises:

[0035] 1) Cut the rails of CRTSIII type track within the linear adjustment range of ballastless track operation and maintenance at the designed locked rail temperature and remove the fasteners;

[0036] 2) Use the lifting device to lift the track slab of the CRTSIII track and the self-compacting concrete layer under the slab, lift and remove them;

[0037] 3) Clean the upper surface of the base plate and the base groove of the CRTSIII type track and level it.

[0038] Furthermore, the step 7 comprises:

[0039] 1) Install rail cutting splint;

[0040] 2) Install and fix temporary transition pillows;

[0041] 3) The cut rails are hoisted back into the ballastless track operation and maintenance alignment adjustment range, and the track alignment is adjusted by adjusting the fasteners. The two ends of the rails in the alignment adjustment area are connected to the rails in the undeformed area through rail joint clamps, thereby restoring temporary traffic in the alignment adjustment area.

[0042] Furthermore, the step 8 comprises:

[0043] 1) Paste the height adjustment pad on the upper surface of the base plate, and replace the elastic buffer pad at the bottom and surrounding grooves of the base;

[0044] 2) Rough laying and fine adjustment of double-hole limit track plates;

[0045] 3) Install the double-hole limit track plate anti-floating device and the casting mold of the cushion layer under the plate;

[0046] 4) The underlayer of the plate is poured through the limiting holes to form an underlayer structure of the plate with integrated limiting and adjustment functions;

[0047] 5) Weld rails, install fasteners, fine-tune the line based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail, and establish a refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail.

[0048] On the other hand, the present invention provides a large-span dual-purpose steel truss cable-stayed bridge ballastless track operation and maintenance linear adjustment system, comprising:

[0049] Adjustment range determination module: used to determine the adjustment range of the ballastless track operation and maintenance line shape;

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

[0051] Refined analysis model building module: It is used to establish an initial finite element model to simulate the track alignment adjustment process, 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 rail, and to establish a refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and rail;

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

[0053] A CPIII precision measurement network construction module is used to lay out the CPIII precision measurement network within the linear adjustment range of ballastless track operation and maintenance and to establish a CPIII precision measurement network real-time correction model to correct the CPIII precision measurement network;

[0054] CRTSIII track slab removal module, which is used to remove the existing CRTSIII track slabs except those within the range of ballastless track operation and maintenance linear adjustment;

[0055] Transition device installation module: It is used to install a temporary transition device for trains to pass through within the range of ballasted track operation and maintenance linear adjustment to restore temporary traffic;

[0056] Double-isolation layer double-hole limit track construction module: It is used for the construction of double-isolation layer double-hole limit track structure within the linear adjustment range of ballastless track operation and maintenance;

[0057] Retest module: It is used to adjust the line shape and perform retest.

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

[0059] The present invention proposes a method for adjusting the linear shape of ballastless track operation and maintenance of a large-span dual-purpose steel truss cable-stayed bridge for road and rail. The method reduces the large deformation range of the bridge that cannot be adjusted by fasteners as much as possible by adjusting the line and slope. The CRTSIII type track plate in the large deformation zone on the bridge is replaced with a double-isolation layer double-hole limit track structure that is easy to adjust and has a large adjustment. By adjusting the rubber-plastic height adjustment pad on the top surface of the base plate and the adjustment layer under the track plate, the linear shape of the ballastless track in the large deformation zone on the large-span bridge can be effectively restored, the force stability and structural reliability of the ballastless track after the track linear shape is adjusted, the adjustment amount of the track plate in the linear shape adjustment zone is increased, and convenience is provided for the secondary deformation adjustment of the track when secondary deformation occurs subsequently. The workload of deformation adjustment of the ballastless track on the large-span bridge is effectively reduced, the track adjustment cycle is shortened, the linear shape adjustment efficiency of the ballastless track is improved, the cost of track deformation adjustment is saved, the subsequent track structure can be adjusted, and the track linear shape on the large-span bridge is guaranteed.

[0060] The deformation adjustment method for CRTSIII type slab ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail proposed in the present invention has simple steps and convenient operation, can effectively realize the deformation adjustment of the CRTSIII type slab ballastless track, and can also ensure the normal operation of the line during the daytime during the renovation period, realize the temporary passage of the line during the deformation adjustment process, effectively improve the efficiency of the deformation adjustment of the ballastless track, reduce the cost of the deformation adjustment of the ballastless track, and reduce the impact of the deformation adjustment of the ballastless track on the normal operation of the line during the daytime, and has good application prospects and promotion value.

[0061] The linear non-contact monitoring system based on image recognition proposed in the present invention improves the accuracy and stability of the monitoring method by designing a specific front-end measurement mark; the linear measurement equipment is driven by a low-illumination CMOS image sensor, which solves the problems of remote laser supplementary lighting, high-precision edge extraction and noise removal under complex backgrounds, full-cycle stable measurement under large-scale light changes, high-precision time-space synchronous acquisition and analysis, etc., and realizes high-resolution, high-frame rate image acquisition, high-performance image processing, displacement calculation, data transmission and other functions, and the displacement measurement accuracy reaches the millimeter level. The high-precision time-space synchronous acquisition control system can control all monitoring equipment on the long-span bridge to collect at the same time, and realize sub-pixel target center extraction through a self-compiled high-precision target center extraction algorithm and a convenient and accurate displacement coefficient calibration method, ensuring that the measurement accuracy meets the requirements; at the same time, the front-end measurement mark coordinates of multiple positions can be solved in real time and data verification processing can be performed to eliminate measurement errors, and realize high-precision multi-point joint measurement of track linearity on large-span bridges.

[0062] The present invention proposes a method for adjusting the operation and maintenance alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail. When determining the track construction alignment within the adjustment range, the influence of various combined loads of the upper highway bridge on the alignment is comprehensively considered. By setting the pre-camber of the adjustment range, the influence of the track surface pre-camber and the upper highway load on the track structure alignment is offset, thereby improving the smoothness of the line train during operation, so that the upper highway load does not affect the acceptance of the railway track alignment and the high-speed running requirements of the train.

[0063] The present invention proposes a method for adjusting the operation and maintenance alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail. The method corrects theoretical model parameters through monitoring data so that the theoretical calculated deformation is consistent with the measured alignment. When a local CPIII precision measurement network is laid out in the ballastless track operation and maintenance alignment adjustment range, a real-time correction model of the CPIII precision measurement network is established to accurately guide subsequent track alignment adjustment construction.

[0064] The invention proposes a method for adjusting the operation and maintenance alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail. The method divides the construction of an alignment adjustment area into a plurality of construction units, and sets corresponding transition sleepers corresponding to the construction of each construction unit. The method effectively adapts to the daytime operation process of the line, realizes the construction of the construction unit during the track skylight time at night and the temporary restoration of the track during the day, effectively reduces the impact of the ballastless track alignment adjustment on the normal operation of the line, reduces the train dispatching cost during the inspection and maintenance of the ballastless track, and improves the economy and stability of the ballastless track operation.

[0065] The present invention proposes a method for adjusting the operation and maintenance linear shape of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail. By setting limiting holes, the limiting and fixing of the track plate is effectively achieved, and the top of the limiting boss can extend out of the top surface of the double-hole limiting track plate, which provides convenience for subsequent secondary deformation when secondary deformation occurs, shortens the cycle of secondary adjustment, and reduces the workload of secondary adjustment. 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 a schematic diagram of the overall process of a method for adjusting the operation and maintenance alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail in the present invention;

[0068] Figure 2 It is a composition diagram of a monitoring system for a method for adjusting the linearity of operation and maintenance of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail in the present invention;

[0069] Figure 3 It is a schematic diagram of full-bridge alignment measurement of a monitoring system for a method for adjusting the alignment of a ballastless track operation and maintenance of a large-span dual-purpose steel truss cable-stayed bridge for road and rail in the present invention;

[0070] Figure 4 It is a schematic diagram of a linear monitoring scheme of a method for adjusting the linearity of operation and maintenance of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail in the present invention;

[0071] Figure 5 It is a cross-sectional view of the original CRTSIII slab ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail in accordance with the present invention;

[0072] Figure 6It is a schematic diagram of the overall structure of a double-hole limit track on a bridge of a method for adjusting the operation and maintenance line shape of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail in the present invention;

[0073] Figure 7 It is an exploded view of a double-hole limited track structure on a bridge of a method for adjusting the operation and maintenance line shape of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail in the present invention;

[0074] Figure 8 The present invention is a schematic diagram of the horizontal and vertical sections of the track structure after the linear adjustment of the operation and maintenance linear adjustment method of the ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail.

[0075] In the figure: 1. Rail, 2. Fastener, 3. Track plate, 4. Self-compacting concrete, 5. Base plate, 6. Isolation layer, 7. Base groove, 8. Double-hole limit track plate, 9. Limit hole, 10. Boss elastic buffer pad, 11. Limit boss, 12. Geotextile isolation layer, 13. Adjustment layer, 14. Rubber-plastic height adjustment pad, 15. Grooved elastic buffer pad, 16. Bridge deck, 17. Crash barrier, 18. Front-end measurement mark, 19. Linear measurement equipment. DETAILED DESCRIPTION

[0076] 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.

[0077] Example 1

[0078] like Figure 1As shown in the figure, the present invention proposes a method for adjusting the operation and maintenance alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and railway, and the key processes include: (1) determining the adjustment range of the operation and maintenance alignment of the ballastless track; (2) establishing an alignment monitoring system for a large-span dual-purpose steel truss cable-stayed bridge for road and railway; (3) establishing a refined analysis model for a large-span dual-purpose steel truss cable-stayed bridge for road and railway; (4) analyzing the influence of the upper highway load on the alignment adjustment of the lower railway, and determining the track construction alignment within the adjustment range; (5) laying out a CPIII local precision measurement network within the adjustment range of the ballastless track operation and maintenance alignment, and establishing a real-time correction model for the CPIII precision measurement network; (6) removing the existing CRTSIII track slab: ① cutting the rails within the adjustment range and removing the fasteners at the designed locked rail temperature; ② using a lifting device to lift the rails; Lift the track plate and the self-compacting concrete layer under the plate, lift and remove them; ③ Clean the upper surface of the base plate and the base groove, and level them; (7) Install the temporary transition device for the skylight point train: ① Drill holes in the rail waist at the rail cutting position and install the plywood; ② Install and fix the temporary transition sleeper; (8) Construction of the double-isolation layer double-hole limit track structure: ① Paste the height adjustment pad on the upper surface of the base plate, and replace the elastic buffer pad at the bottom and around the bottom of the base groove according to the on-site conditions; ② Roughly lay and fine-tune the double-hole limit track plate; ③ Install the double-hole limit track plate anti-floating device and the pouring mold for the plate underlay; ④ Pour the plate underlay through the limit hole to form an integrated plate underlay structure for limit and adjustment; ⑤ Weld the rails, install fasteners, and fine-tune the line; (9) Adjust the line shape and re-measure.

[0079] The four key steps of removing rails, fasteners and CRTSIII track plates, roughly laying and fine-tuning double-hole limit track plates, adjusting the cushion layer and limit bosses under the pouring plates, and welding rails in the above-mentioned steps require comparing the deviation relationship between the measured bridge line shape and the theoretical calculation value, and timely correcting the model parameters and theoretical calculation results based on the actual measurement situation to guide subsequent construction.

[0080] S1: Determine the adjustment range of ballastless track operation and maintenance alignment

[0081] The alignment of the CRTSIII slab ballastless track on the long-span bridge is measured, and the alignment and slope adjustment fitting is performed in combination with the requirements of the high-speed railway line specifications to minimize the adjustment range of the existing CRTSIII slab ballastless track and determine the range that cannot be adjusted using fasteners, that is, the number and length of the CRTSIII track plates, and the deformation of the rails in the deformation zone; at the same time, the thickness of the adjustment layer set on the track plate, the offset or vertical deformation of the track plate are determined through linear measurement;

[0082] S2: Establish a linear monitoring system for large-span dual-use steel truss cable-stayed bridges

[0083] The refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway includes front-end measurement marks, linear measurement equipment, high-precision time-space synchronous acquisition control system, and visualization module, such as Figure 2 and Figure 4 shown.

[0084] The front end measurement marks 18 are firmly attached to the bridge 17 at intervals. In this example, the distance between the front end measurement marks 18 is 3m.

[0085] The linear measurement device 19 is used to collect bridge deformation information. It is driven by a low-light CMOS image sensor and uses remote laser fill-in technology to improve the recognition accuracy of the coordinates of the bridge front-end measurement mark 18. The linear measurement device 19 has a built-in self-programmed deformation recognition algorithm, which can achieve high-precision edge extraction and noise removal under complex backgrounds based on AI, with errors controlled below the millimeter level, and achieve real-time processing and analysis of track height data in on-site equipment.

[0086] The single linear measuring device 19 can identify the position changes of several front-end measuring marks 18 within a certain range; multiple linear measuring devices 19 are arranged longitudinally along the long-span bridge, and each set of linear measuring devices 19 has an overlapping measurement area of ​​a certain length, and errors are corrected by correcting the measuring point positions in the overlapping measurement sections; in this example, the monitoring range of each linear measuring device 19 is 60m, and each linear measuring device 19 has an overlapping measurement area of ​​10m.

[0087] The linear measurement device 19 monitors the total length of the track linear adjustment area, connects the bridge positions at the same time in series, and thus forms a curve of bridge linear change. The linear shapes at different times and under different circumstances are all relative to the CPIII measuring point at the bridge tower position. By obtaining the absolute coordinates of the CPIII measuring point at the bridge tower position, the absolute linear shape corresponding to the bridge during measurement is obtained.

[0088] The high-precision time-space synchronous acquisition control system can control all monitoring equipment on the long-span bridge to collect data at the same time. It can realize sub-pixel target center extraction through self-compiled high-precision target center extraction algorithm and convenient and accurate displacement coefficient calibration method. At the same time, it can solve the front-end measurement identification 18 coordinates of multiple positions in real time and perform data verification processing to eliminate measurement errors and realize high-precision multi-point joint measurement of track line shape on long-span bridges. At the same time, by comparing the pre-input design data with the monitoring data, it can automatically determine whether the measurement data is erroneous data, and store it after eliminating the erroneous data to realize monitoring data storage;

[0089] The high-precision spatiotemporal synchronous acquisition and control system is based on a deep learning algorithm, which makes a longitudinal comparison between the currently collected data and the historical data, can perform linear prediction, and issue early warnings and forecasts for abnormal data by setting limits.

[0090] The visualization module is based on BIM and GIS technology and is used for visualization and monitoring of measurement information. It can display the designed bridge status information, and the comparison information between the alignment under the ideal design state and the alignment of the bridge at different construction stages.

[0091] The long-span bridge monitoring system can also be used for the subsequent safe operation and maintenance of the track structure on the long-span bridge, and for real-time monitoring of the subsequent service status of the line adjustment section.

[0092] S3: Establishment of a detailed analysis model for a large-span steel truss cable-stayed bridge for both road and rail use

[0093] Before establishing the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway, it is necessary to collect key parameters such as the design elastic modulus and cross-sectional size parameters of the piers and main beams, and the design load data to establish an initial finite element model; the track alignment adjustment process is simulated and analyzed, and the initial finite element model parameters are corrected through monitoring data to establish a refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway, so that the theoretical calculated deformation of the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and railway is consistent with the measured alignment at the track alignment detection temperature, thereby guiding subsequent construction.

[0094] S4: Analyze the impact of the upper highway load on the lower railway alignment and determine the adjustment range of the track construction alignment

[0095] To determine the track construction alignment within the adjustment range, it is necessary to consider the impact of various combined loads of the upper highway bridge on the adjustment of the railway bridge deck alignment. Combined with the monitoring data results, the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail is used to calculate the change law of the track alignment of the lower railway bridge deck 16 under the different loads of the upper highway bridge deck 16, and obtain the deformation envelope curve of the railway bridge deck under the different loads of the highway bridge deck. When adjusting the track alignment of the lower railway bridge, by setting the pre-camber of the adjustment range, the influence of the track surface pre-camber and the upper highway load on the track structure alignment is offset, thereby improving the smoothness of the line train during operation, so that the upper highway load does not affect the acceptance of the railway track alignment and the high-speed driving requirements of the train.

[0096] S5: Deploy a local CPIII precision measurement network within the ballastless track operation and maintenance alignment adjustment range and establish a real-time correction model for the CPIII precision measurement network

[0097] During the window time, a local CPIII precision measurement network is deployed, and the fixed point is set at the main tower position. The influence of temperature and wind speed on the main bridge is determined, and the CPIII measurement boundary conditions are obtained; according to the monitoring results of the 16 vertical displacements of the bridge deck, temperature field monitoring, bridge expansion and deformation monitoring, and CPIII control point coordinates before the main bridge construction, the real-time temperature on the bridge is considered, and the plane and elevation relationship of the CPIII control point relative to the bridge tower control point is combined. 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 alignment adjustment construction.

[0098] 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.

[0099] S6: Removal of existing CRTSIII track slabs

[0100] The existing CRTSIII type ballastless track structure on the bridge is composed of rails 1, fasteners 2, track plates 3, self-compacting concrete layers 4, base plates 5, isolation layers 6, etc. Figure 3 shown.

[0101] 1) At the designed locked rail temperature, cut the rail within the adjustment range 1 and remove the fastener 2;

[0102] The rail 1 at the junction of the deformation zone and the undeformed zone is cut to obtain a deformation section rail corresponding to the length of the deformation zone. When cutting, the two ends of the rail are preferably in the locking rail temperature range, and when cutting the deformation zone rail, the rails on both sides of the cut are locked by fasteners respectively, and then a number of bolt holes are opened on the rails on both sides of the cut. The bolt holes are opened at the waist of the rail and are opened in a plurality of intervals along the longitudinal direction. They are correspondingly arranged with the rail joint clamps, so that the corresponding connection between the deformation section rail and the end of the undeformed area rail is achieved through the corresponding arrangement of the rail joint clamps; further, after completing the corresponding cutting of the deformation section rail and the corresponding opening of the bolt holes, the fasteners of the deformation zone rail are released to lift the deformation section rail and move it to the storage area of ​​the rail.

[0103] 2) Use a lifting device to lift the track plate 3 and the self-compacting concrete layer 4 under the plate, lift them away, and remove them;

[0104] During the nighttime skylight period, the CRTSIII type track plate 3 in the linear adjustment area is lifted, hoisted and removed by lifting devices such as jacks; the CRTSIII type track plate 3 is directly lifted, separated, hoisted and removed to the storage area by jacks; when constructing the track structure in the linear adjustment area, it can be divided into several construction units and carried out separately, and the length of each construction unit is equal to the sum of the lengths of a certain number of CRTSIII type track plates 3; the removal of the track plate is carried out separately for each construction unit, and after the construction unit completes the construction, the linear adjustment area can be temporarily restored to traffic.

[0105] In determining the length of the construction, since the length of the deformation zone is often long, and the track often needs to meet the need for uninterrupted traffic during the daytime during the deformation adjustment construction, the above deformation adjustment construction often needs to be carried out during the night skylight time; usually, the above skylight time is 4 hours. In view of this, considering the speed of nighttime construction and the need for temporary traffic on the daytime line, in actual construction, the deformation adjustment construction of the deformation zone is often divided into several construction units for corresponding construction. The length of the construction unit is the length of two Type III plates in the preferred embodiment. Usually, the double-hole limit track plate is designed to be equal to the length of the Type III plate, and is a standard value.

[0106] 3) Clean the upper surface of the base plate 4 and the base groove 7 and level them;

[0107] When removing the isolation layer 6 and lifting the CRTSIII track slab, the isolation layer is often damaged or lifted together with the isolation layer, causing damage to the original isolation layer and making it impossible to reuse.

[0108] The top surface of the base plate 4 and the base groove 7 corresponding to the CRTSIII track plate 3 are cleaned with a high-pressure water gun; after the base plate is cleaned, the top surface of the base plate is leveled with quick-setting mortar;

[0109] S7: Install a temporary transition device for skylight point trains to pass through

[0110] 1) Installation of rail 1 slit splint;

[0111] Before the rails in the track alignment adjustment area are cut and removed from the CRTSIII track plate 3, a plurality of bolt holes are longitudinally spaced apart at the waist of the rails on both sides of each cut for setting the rail joint clamps.

[0112] 2) Installation and fixation of temporary transition pillows;

[0113] After corresponding leveling, multiple transition sleepers can be laid at intervals along the longitudinal direction of the base plate, and corresponding limits can be achieved at both ends of the transition sleepers. The transition sleepers can be wooden sleepers, steel sleepers, or steel sleeper frames. After the longitudinal and transverse limits of the transition sleepers in the construction unit are achieved, the line shape of the track can be adjusted to a position corresponding to the track in the undeformed area by adjusting the height of the fastener pad and the plane position of the fastener, and then the contact network guide height above the deformed area can be adjusted accordingly to meet the normal operation of the train.

[0114] The rails cut in the linear adjustment area are hoisted back to the deformation area, and the track linear adjustment is achieved by adjusting the fasteners. The two ends of the rails in the linear adjustment area are connected to the rails in the undeformed area through rail joint clamps, so as to restore the temporary passage of the linear adjustment area. After the transition sleepers are set, the cut deformed section rails are restored accordingly, and the rail joint clamps are used to achieve the corresponding connection between the deformed section rails and the undeformed area rails at both ends, so as to complete the corresponding construction of the construction unit within a skylight time, meet the temporary passage of the track in the deformation area during the construction process, because the trains passing through the deformation area will be speed-limited during the construction process, so there is no need for too strong limiting structures and connection structures;

[0115] Furthermore, within the next window time, the above process is repeated to carry out the corresponding construction of the next construction unit until the removal of the mortar layer in the entire deformation zone and the setting of the transition sleepers are completed; further preferably, the transition sleepers in the preferred embodiment are wooden sleepers, which are arranged at intervals of 0.5m in the longitudinal direction.

[0116] S8: Double isolation layer double hole limit track structure construction

[0117] The double-isolation layer double-hole limit track structure is composed of a rail 1, a fastener 2, a double-hole limit track plate 8, a limit hole 9, a boss elastic buffer layer 10, a limit boss 11, a geotextile isolation layer 12, an adjustment layer 13, a rubber-plastic height adjustment pad 14, a base plate 5 and other parts. A geotextile isolation layer 12 is pasted under the double-hole limit track plate 8, and a rubber-plastic height adjustment pad 14 is provided between the adjustment layer 13 and the original base plate 5. The adjustment layer 13 is isolated from the upper double-hole limit track 8 and the lower base plate 5 to form a double isolation layer structural system; the double-hole limit track plate is provided with two limit holes 9, and an EPDM rubber boss elastic buffer layer 10 is prefabricated and integrally formed or pasted on the inner side of the hole. The prefabricated boss elastic buffer layer in the limit hole is a rubber elastic buffer sleeve with a thickness of 8 mm, which plays the role of isolating the buffer limit boss 11 and the limit hole of the track plate, such as Figure 7 shown.

[0118] 1) A rubber-plastic height-adjusting pad 14 is pasted on the upper surface of the base plate 5, and the elastic buffer pad 15 at the bottom and around the base groove 7 is replaced according to the on-site conditions;

[0119] A rubber-plastic height adjustment pad 14 of a certain thickness is pasted on the top surface of the base plate. The height adjustment pad is preferably made of a rubber-plastic material with greater rigidity. A steel mesh of a certain thickness is laid on the top of the rubber-plastic height adjustment pad, and a boss steel cage is set at the corresponding position of the limit hole; during the laying process, the rubber-plastic height adjustment pad should be kept flat and centered as much as possible, and prevented from being scratched; further, a steel mesh is laid on the laid rubber-plastic height adjustment pad.

[0120] 2) Rough laying and fine adjustment of double-hole limit track plates;

[0121] A plurality of pads with a thickness equal to the thickness of the adjustment layer are respectively arranged on the base plate 5 corresponding to each double-hole limit track plate 8 to prevent the double-hole limit track plate from being directly pressed onto the steel mesh below, and the double-hole limit track plate 8 is hoisted onto the base plate 5 so that the limit holes 9 of each double-hole limit track plate are aligned and matched with the limit holes 7 of the base plate, and each double-hole limit track plate is respectively placed on a plurality of pads; each double-hole limit track plate is fine-tuned to achieve matching of the double-hole limit track plate 8 with the CRTSIII type track plates 3 at both ends of the linear adjustment area;

[0122] Pads are set on the base plate corresponding to the double-hole limit track plates to be replaced, and the replacement double-hole limit track plates are hoisted above the base plate, so that the limit holes of the double-hole limit track plates can match the limit grooves of the base plate respectively, and the four corners of the double-hole limit track plates are respectively placed on the pads, that is, the steel mesh is laid on the top surface of the base plate below the double-hole limit track plates. After the construction of the steel mesh is completed, it is buried inside the adjustment layer 13. Use the fine-tuning claws to fine-tune the double-hole limit track plate 8. After the fine-tuning is qualified, the pouring templates of the adjustment layer are installed on both sides of each double-hole limit track plate 8 in the linear adjustment area, and the clamping device is installed accordingly to ensure the stable forming of the adjustment layer;

[0123] 3) Install the anti-floating device of the double-hole limit track plate 8 and the pouring mold of the cushion layer under the plate;

[0124] A pouring template and a clamping device are arranged on both sides of each of the double-hole limit track plates to prevent the double-hole limit track plate 8 from floating up during the pouring of the cushion layer under the plate; the adjustment layer is quick-hardening concrete, which is poured between the double-hole limit track plate 8 and the base plate 5 through the limit holes 9 opened along the longitudinal intervals on the double-hole limit track plate 8, and then the adjustment layer 13 under the double-hole limit track plate 8 is formed. After it is determined that the concrete is completely solidified and hardened, the pouring template, the track plate fine-adjustment claws and the clamping device are removed.

[0125] 4) The underlayer of the plate is poured through the limiting holes to form an underlayer structure of the plate with integrated limiting and adjustment functions;

[0126] A self-filling adjustment layer is poured between the double-hole limit track plate 8 and the base plate 5 to form an adjustment layer 13 between the bottom of the double-hole limit track plate 8 and the top of the base plate 5. At the same time, the adjustment layer is integrally cast at the limit hole position to form a limit boss 11; the pouring template and the clamping device are removed for maintenance; the above steps are repeated until the construction of the adjustment layer of the entire linear adjustment area is completed. The setting elevation of the limit boss 11 of the double-hole limit track plate is higher than the elevation of the top surface of the track plate after setting, that is, after the double-hole limit track plate 8 is set in the corresponding deformation adjustment area, the top of each limit boss 11 extends out of the top surface of the corresponding double-hole limit plate 8.

[0127] When the limiting boss 11 is formed, the elevation of its top surface is preferably higher than the elevation after the double-hole limiting track plate 8 is set, that is, the top surface of the limiting boss 11 will protrude from the top surface after the double-hole limiting track plate 8 is set, so as to provide conditions for possible subsequent adjustments. Once the adjusted track structure is deformed again, the height adjustment can be achieved by lifting the double-hole limiting track plate 8 and thickening the rubber and plastic height adjustment cushion layer or adjustment layer.

[0128] 5) Welding rails 1, installing fasteners 2, and fine-tuning the line;

[0129] New rails are correspondingly arranged on the double-hole limit track plate 8 in the linear adjustment area, and the new rails are correspondingly welded to the old rails in the non-deformed area, so as to realize the operation and maintenance linear adjustment of the CRTSIII type ballastless track on the long-span bridge.

[0130] The new rail is transported to the double-hole limit track plate 8 in the linear adjustment area. Usually, the length of the new rail is greater than the length of the deformation area, and then the existing rail in the linear adjustment area can be replaced accordingly. The linear shape of the rail can be adjusted accordingly to achieve the corresponding setting of the new rail, and the two ends of the new rail can be respectively connected to the rail in the non-deformed area by welding, so as to complete the deformation adjustment of the ballastless track in the deformation area. Figure 5-6 shown.

[0131] S9: Adjust the linearity and re-measure.

[0132] like Figure 8 As shown, after the installation of the above-mentioned new rails is completed, the track alignment after fine-tuning of the rail fasteners is remeasured on the entire bridge. The equipment or structures removed in the corresponding restoration steps need to be adjusted to complete the alignment, and the normal operation of the ballastless track in the alignment adjustment area of ​​the large-span dual-purpose steel truss cable-stayed bridge for road and rail is restored.

[0133] Example 2

[0134] A specific embodiment of the present invention further provides a large-span dual-purpose steel truss cable-stayed bridge ballastless track operation and maintenance linear adjustment system, comprising:

[0135] Adjustment range determination module: used to determine the adjustment range of the ballastless track operation and maintenance line shape;

[0136] Monitoring system construction module: It is used to build a large-span dual-use steel truss cable-stayed bridge for road and rail to monitor bridge deformation information;

[0137] Refined analysis model building module: It is used to establish an initial finite element model to simulate the track alignment adjustment process, 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 rail, and to establish a refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and rail;

[0138] Analysis module: It is used to analyze the influence of the upper highway bridge deck on the track adjustment range and track construction alignment of the lower railway bridge deck based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway;

[0139] A CPIII precision measurement network construction module is used to lay out the CPIII precision measurement network within the linear adjustment range of ballastless track operation and maintenance and to establish a CPIII precision measurement network real-time correction model to correct the CPIII precision measurement network;

[0140] CRTSIII track slab removal module, which is used to remove the existing CRTSIII track slabs except those within the range of ballastless track operation and maintenance linear adjustment;

[0141] Transition device installation module: It is used to install a temporary transition device for trains to pass through within the range of ballasted track operation and maintenance linear adjustment to restore temporary traffic;

[0142] Double-isolation layer double-hole limit track construction module: It is used for the construction of double-isolation layer double-hole limit track structure within the linear adjustment range of ballastless track operation and maintenance;

[0143] Retest module: It is used to adjust the line shape and perform retest.

[0144] 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.

[0145] It should be understood that parts not elaborated in detail in this specification belong to the prior art.

[0146] 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 adjusting the operation and maintenance alignment of a 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. Determine the adjustment range of the ballastless track operation and maintenance alignment; Step 2. Construct a monitoring system for a large-span dual-use steel truss cable-stayed bridge for road and rail to monitor bridge deformation information; Step 3. Establish an initial finite element model to simulate the track alignment adjustment process, and based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail, 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 rail; Step 4. 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 track adjustment range and track construction alignment of the lower railway bridge deck; Step 5. Deploy the CPIII precision measurement network in the ballastless track operation and maintenance linear adjustment range and establish a CPIII precision measurement network real-time correction model to correct the CPIII precision measurement network; Step 6. Remove the existing CRTSIII track slab within the ballastless track operation and maintenance alignment adjustment range; Step 7. Install a temporary transition device for trains to pass through within the range of ballastless track operation and maintenance alignment adjustment to resume temporary traffic; Step 8. Carry out the construction of double-isolation layer double-hole limited track structure within the ballastless track operation and maintenance linear adjustment range; Step 9. Adjust the line shape and retest.

2. The method for adjusting the operation and maintenance alignment of a 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 1 comprises: The alignment of the CRTSIII ballastless track on the long-span bridge is measured, and the alignment and slope adjustment fitting is carried out in combination with the requirements of the high-speed railway line specifications to determine the range that cannot be adjusted using fasteners, namely the number and length of the track plates, and the deformation of the rails in the deformation zone; at the same time, the thickness of the adjustment layer set on the track plate, the offset or vertical deformation of the track plate are determined through linear measurement.

3. The method for adjusting the operation and maintenance alignment of a 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 monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail in step 2 includes a front-end measurement mark, a linear measurement device, a high-precision time-space synchronous acquisition control system, and a visualization module; The front-end measurement marks are firmly attached to the crash barrier of the bridge at intervals; The linear measurement equipment is used to collect monitoring data of bridge deformation information; The high-precision time-space synchronous acquisition control system controls all linear measurement equipment on the long-span bridge to collect data at the same time; at the same time, the front-end measurement identification coordinates of multiple positions are solved in real time and data verification is performed to eliminate measurement errors; by comparing the pre-input design data with the monitoring data, it is determined whether the monitoring data is erroneous, and the erroneous data is stored after being eliminated. The existing monitoring data and historical monitoring data are compared vertically to perform linear prediction, and abnormal data is warned and forecasted 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.

4. The method for adjusting the operation and maintenance alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail as claimed in claim 3 is characterized in that: The step 3 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; Conduct simulation calculation and force analysis on the track alignment adjustment process based on the initial finite element model; 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.

5. The method for adjusting the operation and maintenance alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail as claimed in claim 3 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 variation law of the track alignment of the lower railway bridge deck under different loads on the upper highway bridge deck is calculated, and the deformation envelope curve of the railway bridge deck under different loads on the highway bridge deck is obtained. When adjusting the track alignment of the lower railway bridge, the pre-camber of the ballastless track operation and maintenance alignment adjustment range is set to offset the influence of the track surface pre-camber and the upper highway load on the track structure alignment.

6. The method for adjusting the operation and maintenance alignment of a 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: Deploy the CPIII precision measurement network within the time window of the ballastless track operation and maintenance alignment adjustment range; 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.

7. The method for adjusting the operation and maintenance alignment of a 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 6 comprises: 1) Cut the rails of CRTSIII type track within the linear adjustment range of ballastless track operation and maintenance at the designed locked rail temperature and remove the fasteners; 2) Use the lifting device to lift the track slab of the CRTSIII track and the self-compacting concrete layer under the slab, lift and remove them; 3) Clean the upper surface of the base plate and the base groove of the CRTSIII type track and level it.

8. The method for adjusting the operation and maintenance alignment of a 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 7 comprises: 1) Install rail cutting splint; 2) Install and fix temporary transition pillows; 3) The cut rails are hoisted back into the ballastless track operation and maintenance alignment adjustment range, and the track alignment is adjusted by adjusting the fasteners. The two ends of the rails in the alignment adjustment area are connected to the rails in the undeformed area through rail joint clamps, thereby restoring temporary traffic in the alignment adjustment area.

9. The method for adjusting the operation and maintenance alignment of a ballastless track of a large-span dual-purpose steel truss cable-stayed bridge for road and rail as claimed in claim 8, characterized in that: The step 8 comprises: 1) Paste the height adjustment pad on the upper surface of the base plate, and replace the elastic buffer pad at the bottom and surrounding grooves of the base; 2) Rough laying and fine adjustment of double-hole limit track plates; 3) Install the double-hole limit track plate anti-floating device and the casting mold of the cushion layer under the plate; 4) The underlayer of the plate is poured through the limiting holes to form an underlayer structure of the plate with integrated limiting and adjustment functions; 5) Weld rails, install fasteners, fine-tune the line based on the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail, and establish a refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for road and rail.

10. A large-span dual-purpose steel truss cable-stayed bridge ballastless track operation and maintenance linear adjustment system, characterized in that: include: Adjustment range determination module: used to determine the adjustment range of the ballastless track operation and maintenance line shape; Monitoring system construction module: It is used to build a large-span dual-use steel truss cable-stayed bridge for road and rail to monitor bridge deformation information; Refined analysis model building module: It is used to establish an initial finite element model to simulate the track alignment adjustment process, 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 rail, and to establish a refined analysis model of the large-span dual-use steel truss cable-stayed bridge for road and rail; Analysis module: It is used to analyze the influence of the upper highway bridge deck on the track adjustment range and track construction alignment of the lower railway bridge deck based on the refined analysis model of the large-span dual-purpose steel truss cable-stayed bridge for highway and railway; A CPIII precision measurement network construction module is used to lay out the CPIII precision measurement network within the linear adjustment range of ballastless track operation and maintenance and to establish a CPIII precision measurement network real-time correction model to correct the CPIII precision measurement network; CRTSIII track slab removal module, which is used to remove the existing CRTSIII track slabs except those within the range of ballastless track operation and maintenance linear adjustment; Transition device installation module: It is used to install a temporary transition device for trains to pass through within the range of ballasted track operation and maintenance linear adjustment to restore temporary traffic; Double-isolation layer double-hole limit track construction module: It is used for the construction of double-isolation layer double-hole limit track structure within the linear adjustment range of ballastless track operation and maintenance; Retest module: used to adjust the line shape and perform retest; The system for adjusting the operation and maintenance alignment of a ballastless track of a large-span steel truss cable-stayed bridge for road and railway use is used to execute the steps in the method for adjusting the operation and maintenance alignment of a ballastless track of a large-span steel truss cable-stayed bridge for road and railway use as described in any one of claims 1-9.

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