A method and system for adjusting the alignment of ballastless track in the operation and maintenance of a long-span steel truss cable-stayed bridge for both road and rail use.

Abstract

This application discloses a method and system for adjusting the alignment of ballastless track in the operation and maintenance of a long-span dual-purpose steel truss cable-stayed bridge, including: (1) determining the range of ballastless track alignment adjustment; (2) establishing an alignment monitoring system for the long-span dual-purpose steel truss cable-stayed bridge; (3) establishing a refined analysis model for the long-span dual-purpose steel truss cable-stayed bridge; (4) analyzing the impact of the upper-level highway load on the lower-level railway alignment adjustment and determining the track construction alignment within the adjustment range; (5) deploying a CPIII local precision measurement network within the ballastless track alignment adjustment range and establishing a real-time correction model for the CPIII precision measurement network; (6) removing existing CRTSIII type track slabs; (7) installing temporary transition devices for train passage during track openings; (8) constructing a double-isolation layer double-hole limit track structure; and (9) re-measuring the adjusted alignment. This invention solves the problem of difficult alignment adjustment for ballastless track in the operation phase of long-span dual-purpose steel truss cable-stayed bridges.

Description

Technical Field

[0001] This invention relates to the field of track alignment adjustment technology for long-span railway-road dual-purpose steel truss cable-stayed bridges, and particularly to a method and system for track alignment adjustment for long-span railway-road dual-purpose steel truss cable-stayed bridges. Background Technology

[0002] High-speed rail, a landmark achievement of independent innovation, has become a national symbol. Ballastless track offers better stability and smoothness compared to ballasted track, requiring less maintenance. All of my country's 350km / h high-speed railways use ballastless track. Given my country's vast territory, high-speed railways commonly cross major rivers and deep mountain valleys, with spans exceeding 180m. Ballastless track, as a rigid structure, has very limited adjustable track profile, demanding extremely high construction precision and strict control over rail-bearing structure deformation. In contrast, long-span bridges have low stiffness and large deformation, and their alignment dynamically changes due to temperature, wind, and creep. Only in recent years has the 300m limit for laying ballastless track on long-span bridges been broken. Long-span cable-stayed bridges with both road and rail use feature integrated road and rail decks, typically with the road deck on top and the rail deck below to minimize mutual influence. However, long-span bridges have relatively low overall stiffness and are significantly affected by temperature, wind load, and creep. During railway bridge track construction, the impact of highway loads, including dead load, vehicle live load, and vibration, on the deformation of the underlying railway bridge cannot be ignored. After the ballastless track on the bridge is constructed, adjustments can only be made using fasteners, with an adjustment range of -4 to +26 mm, which is relatively small. During subsequent operation, the bridge will inevitably experience large deformations, and once these deformations exceed the fastener adjustment range, adjustments will become very difficult.

[0003] Currently, there are relevant methods for controlling the alignment of track structures on long-span cable-stayed bridges. For example, patent CN110219246A discloses a construction method for ballastless track on a long-span flexible bridge. However, this patent focuses on the arrangement of CPIII and the construction process of ballastless track, with relatively little consideration given to the impact of the secondary dead load on the beam alignment. Patent CN110846958B discloses a method for controlling the alignment accuracy of ballastless track construction on cable-stayed bridges, patent CN117077251A discloses a method for controlling the alignment of ballastless track on a long-span steel truss structure, and patent CN116837672A discloses a construction method for laying ballastless track on a long-span bridge. All of these patents require a preloading process for long-span bridges, which makes the construction process relatively complex and affects the construction period. Patent CN117090140A discloses a construction method for ballastless track of a long-span cable-stayed bridge. Although this patent does not require preloading, it considers few factors affecting the bridge alignment, mainly relying on finite element models for correction. This method differs significantly from actual site conditions, with numerous influencing factors making it difficult to control the final track alignment accuracy. The aforementioned existing patents all target traditional cable-stayed bridges, primarily focusing on alignment adjustments during the construction phase of long-span bridges, with virtually no consideration for alignment adjustments during the operational phase. Furthermore, the dual-purpose (road and rail) steel truss cable-stayed bridge involved in this patent must also consider the impact of highway loads on the alignment adjustments of long-span bridges during operation. Summary of the Invention

[0004] To address the technical problems existing in the prior art, this patent proposes a method and system for adjusting the alignment of ballastless track in the operation and maintenance of a long-span road-rail dual-purpose steel truss cable-stayed bridge. During the operation phase of the ballastless track on the long-span bridge, the method fully utilizes the easy and large-scale adjustment characteristics of the double-isolation layer new track structure system. At the same time, it combines a comprehensive monitoring system, theoretical analysis, and various construction measures to solve the problem of difficult alignment adjustment in the operation and maintenance of ballastless track in a long-span road-rail dual-purpose steel truss cable-stayed bridge.

[0005] In a first aspect, the present invention provides a method for adjusting the alignment of a long-span steel truss cable-stayed bridge for both road and rail use, comprising the following steps:

[0006] Step 1. Determine the range of track alignment adjustments for ballastless track maintenance;

[0007] Step 2. Construct a monitoring system for a long-span steel truss cable-stayed bridge used for both 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 correct the parameters of the initial finite element model based on the monitoring system of the long-span dual-purpose steel truss cable-stayed bridge for both road and rail, and establish a refined analysis model of the long-span dual-purpose steel truss cable-stayed bridge for both road and rail.

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

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

[0011] Step 6. Remove the existing CRTSIII type track slabs within the ballastless track maintenance alignment adjustment range;

[0012] Step 7. Install temporary transition devices for train passage during track maintenance window periods within the ballastless track alignment adjustment range to restore temporary traffic.

[0013] Step 8. Construct a double-isolation layer, double-hole limiting track structure within the ballastless track maintenance alignment adjustment range;

[0014] Step 9. Adjust the alignment and retest.

[0015] Further, step 1 includes:

[0016] The alignment of the CRTSIII type slab track on the long-span bridge was measured. In accordance with the requirements of the high-speed railway line specifications, the alignment and slope were fitted to determine the range that could not be adjusted by fasteners, namely the number and length of the track slabs, and the amount of deformation of the rails in the deformation zone. At the same time, the thickness of the adjustment layer set on the track slab, the offset of the track slab, or the amount of vertical deformation was determined by the alignment measurement.

[0017] Furthermore, the monitoring system for the long-span railway-highway dual-purpose steel truss cable-stayed bridge in step 2 includes front-end measurement markers, alignment measurement equipment, a high-precision spatiotemporal synchronous acquisition and control system, and a visualization module;

[0018] The front-end measurement markers are firmly affixed to the bridge's crash barrier at regular intervals;

[0019] The linear measuring device is used to collect monitoring data on bridge deformation.

[0020] The high-precision spatiotemporal synchronous acquisition and control system controls all alignment measurement devices on the long-span bridge to acquire data at the same time; simultaneously, it calculates the coordinates of front-end measurement markers at multiple locations in real time and performs data verification processing to eliminate measurement errors; it compares the pre-input design data with the monitoring data to determine whether the monitoring data is erroneous, removes erroneous data and stores it, performs longitudinal comparison of existing monitoring data and historical monitoring data to predict alignment, and provides early warning and forecasting of abnormal data by setting limits;

[0021] The visualization module, based on BIM and GIS technologies, is used for the visualization and monitoring of monitoring data, displaying information on the completed bridge structure, the alignment under the ideal design state, and the comparison information between the bridge alignment at different construction stages.

[0022] Furthermore, step 3, establishing a refined analysis model for a long-span steel truss cable-stayed bridge for both road and rail use, includes:

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

[0024] Simulation calculations and force analysis of the track alignment adjustment process were performed based on the initial finite element model.

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

[0026] Further, step 3 includes:

[0027] Based on the refined analysis model of a long-span railway and highway dual-purpose steel truss cable-stayed bridge, 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-level railway bridge, a pre-camber is set within the adjustment range of the ballastless track maintenance alignment to offset the influence of the upper-level highway load on the track structure alignment.

[0029] Further, step 5 includes:

[0030] Within the maintenance and alignment adjustment range of ballastless track, deploy the CPIII precision measurement network during the maintenance window period;

[0031] Based on the deformation of various measuring points of the bridge monitored by the monitoring system for long-span dual-purpose steel truss cable-stayed bridges for both road and rail, the CPIII key control points were determined.

[0032] Based on the influence of temperature and wind speed on the main bridge, the CPIII measurement boundary conditions are derived;

[0033] Based on the monitoring results of bridge deck vertical displacement, temperature field, bridge expansion and contraction deformation, and CPIII control point coordinates before the main bridge construction, and considering the real-time temperature on the bridge, combined with the planar and elevation relationships between the CPIII key control points and the bridge tower control points, a real-time correction model of CPIII points in three-dimensional coordinates under the bridge axis coordinate system was established; and the three-dimensional coordinates of each CPIII control point were corrected.

[0034] Further, step 6 includes:

[0035] 1) Under the design locking rail temperature, cut the rails of CRTSIII type track within the operation and maintenance alignment adjustment range of ballastless track and remove fasteners;

[0036] 2) Use a lifting device to lift the track slab and the self-compacting concrete layer beneath the CRTSIII type track, and then hoist and remove them;

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

[0038] Further, step 7 includes:

[0039] 1) Install rail slit clamps;

[0040] 2) Install and secure the temporary transition pillow;

[0041] 3) The cut rails are hoisted back into the ballastless track 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 passage in the alignment adjustment area.

[0042] Further, step 8 includes:

[0043] 1) Attach the height adjustment pad to the upper surface of the base plate, and replace the elastic buffer pad layer at the bottom and around the groove of the base;

[0044] 2) Coarse and fine-tuned double-hole limiting track plates;

[0045] 3) Install the double-hole limiting track plate anti-floating device and the grouting mold for the under-plate pad layer;

[0046] 4) The under-plate cushion layer is formed by injecting the limiting hole to create an integrated limiting and adjustment structure;

[0047] 5) Welding rails, installing fasteners, and fine-tuning the line based on the monitoring system for large-span dual-purpose steel truss cable-stayed bridges for both road and rail and the establishment of a refined analysis model for large-span dual-purpose steel truss cable-stayed bridges for both road and rail.

[0048] On the other hand, the present invention provides a track alignment adjustment system for the maintenance of a long-span steel truss cable-stayed bridge for both road and rail use, comprising:

[0049] Adjustment Range Determination Module: This module is used to determine the adjustment range of the track alignment for ballastless track maintenance.

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

[0051] The refined analysis model construction module 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 long-span road-rail dual-purpose steel truss cable-stayed bridge, thereby establishing a refined analysis model of the long-span road-rail dual-purpose steel truss cable-stayed bridge.

[0052] Analysis module: It is used to analyze the impact of the upper highway bridge deck on the track construction alignment within the adjustment range of the lower railway bridge deck based on a refined analysis model of a long-span dual-purpose steel truss cable-stayed bridge.

[0053] The CPIII precision measurement network construction module is used to deploy the CPIII precision measurement network within the ballastless track maintenance alignment adjustment range and to establish a real-time correction model for the CPIII precision measurement network to correct the CPIII precision measurement network.

[0054] The CRTSIII type track slab removal module is used to remove existing CRTSIII type track slabs within the range of track alignment adjustment for ballastless track maintenance.

[0055] Transition device installation module: It is used to install temporary transition devices for trains to pass through during track maintenance and alignment adjustments within the track maintenance and track window period, and to restore temporary passage.

[0056] Double-isolation-layer double-hole limiting track construction module: It is used for the construction of double-isolation-layer double-hole limiting track structure within the alignment 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] This invention proposes a method for adjusting the alignment of ballastless track in the operation and maintenance of a long-span railway-highway dual-purpose steel truss cable-stayed bridge. By adjusting the track alignment and slope, the method minimizes the large deformation range of the bridge where fasteners cannot be adjusted. The method replaces the CRTSIII type track slabs in the large deformation area of ​​the bridge with an easily adjustable, large-adjustment double-isolation layer, double-hole limiting track structure. By adjusting the rubber-plastic height adjustment pads on the top surface of the base plate and the adjustment layer under the track slab, the alignment of the ballastless track in the large deformation area of ​​the long-span bridge can be effectively restored. This ensures the stress stability and structural reliability of the ballastless track after alignment adjustment, increases the adjustment range of the track slab in the alignment adjustment area, and facilitates secondary deformation adjustment of the track in the event of secondary deformation. This effectively reduces the workload of ballastless track deformation adjustment on long-span bridges, shortens the track adjustment cycle, improves the efficiency of ballastless track alignment adjustment, saves track deformation adjustment costs, and enables subsequent adjustment of the track structure, ensuring the track alignment on long-span bridges.

[0060] The proposed method for deformation adjustment of CRTSIII type slab track ballastless track for long-span railway-highway dual-purpose steel truss cable-stayed bridges is simple in procedure and convenient in operation. It can effectively achieve deformation adjustment of CRTSIII type slab track ballastless track, while ensuring normal daytime operation of the line during the adjustment period. It also allows for temporary passage of the line during the deformation adjustment process, effectively improving the efficiency of ballastless track deformation adjustment, reducing the cost of ballastless track deformation adjustment, and minimizing the impact of ballastless track deformation adjustment on normal daytime operation of the line. It has good application prospects and promotion value.

[0061] This invention proposes an image recognition-based linear non-contact monitoring system. By designing specific front-end measurement markers, the accuracy and stability of the monitoring method are improved. The linear measurement equipment is driven by a low-light CMOS image sensor, solving problems such as remote laser illumination, high-precision edge extraction and noise removal in complex backgrounds, stable measurement throughout the entire cycle under large-scale light changes, and high-precision spatiotemporal synchronous acquisition and analysis. It achieves high-resolution, high-frame-rate image acquisition, high-performance image processing, displacement calculation, and data transmission functions, with displacement measurement accuracy reaching the millimeter level. The high-precision spatiotemporal synchronous acquisition and control system can control all monitoring devices on a long-span bridge to acquire data simultaneously. Through a self-developed high-precision target center extraction algorithm and a convenient and accurate displacement coefficient calibration method, sub-pixel-level target center extraction is achieved, ensuring that the measurement accuracy meets the requirements. At the same time, the coordinates of the front-end measurement markers at multiple locations can be calculated in real time and data verification processing can be performed to eliminate measurement errors, realizing high-precision multi-point joint measurement of the track alignment on long-span bridges.

[0062] This invention proposes a method for adjusting the track alignment of a long-span steel truss cable-stayed bridge for both road and rail use. When determining the track alignment within the adjustment range, the method comprehensively considers the impact of various combined loads from the upper-level highway bridge on the track alignment. By setting a pre-camber within the adjustment range, the pre-camber of the track surface is offset against the impact of the upper-level highway load on the track structure alignment. This improves the smoothness of train operation and ensures that the upper-level highway load does not affect the acceptance of the railway track alignment and the requirements for high-speed train operation.

[0063] This invention proposes a method for adjusting the alignment of ballastless track in the operation and maintenance of a long-span steel truss cable-stayed bridge for both road and rail use. By correcting the parameters of the theoretical model through monitoring data, the theoretically calculated deformation is kept consistent with the measured alignment. When a local CPIII precision measurement network is set up within the alignment adjustment range of the ballastless track, a real-time correction model of the CPIII precision measurement network is established to accurately guide the subsequent track alignment adjustment construction.

[0064] This invention proposes a method for adjusting the alignment of ballastless track in the operation and maintenance of a long-span steel truss cable-stayed bridge for both road and rail use. By dividing the construction of the alignment adjustment area into multiple construction units and setting corresponding transition sleepers for each construction unit, this method effectively adapts to the daytime operation of the line, enabling construction units to carry out construction during the nighttime track maintenance window and temporarily restoring track traffic during the day. This effectively reduces the impact of ballastless track alignment adjustments on the normal operation of the line, lowers train scheduling costs during ballastless track maintenance, and improves the economy and stability of ballastless track operation.

[0065] This invention proposes a method for adjusting the alignment of ballastless track in the operation and maintenance of a long-span railway-highway dual-purpose steel truss cable-stayed bridge. By setting limiting holes, the track slabs are effectively limited and fixed. The top of the limiting boss can extend out of the top surface of the double-hole limiting track slab, which facilitates secondary deformation when it occurs, shortens the cycle of secondary adjustment, and reduces the workload of secondary adjustment. Attached Figure Description

[0066] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0067] Figure 1 This is a schematic diagram of the overall process of the present invention: a method for adjusting the alignment of ballastless track for operation and maintenance of a large-span steel truss cable-stayed bridge for both road and rail use.

[0068] Figure 2 This is a diagram of the monitoring system composition for a method of adjusting the alignment of ballastless track in the operation and maintenance of a long-span steel truss cable-stayed bridge for both road and rail use, as described in this invention.

[0069] Figure 3 This is a schematic diagram of the full bridge alignment measurement of the monitoring system for the ballastless track alignment adjustment method of a long-span dual-purpose steel truss cable-stayed bridge for both road and rail transport, according to the present invention.

[0070] Figure 4 This is a schematic diagram of the alignment monitoring scheme for a long-span railway-highway dual-purpose steel truss cable-stayed bridge ballastless track alignment adjustment method according to the present invention.

[0071] Figure 5 This is a cross-sectional view of the original CRTSIII slab track of the present invention, which is a method for adjusting the alignment of the track of a long-span steel truss cable-stayed bridge for both road and rail use.

[0072] Figure 6This is a schematic diagram of the overall structure of the double-hole limiting track on the bridge, which is a method for adjusting the alignment of the ballastless track of a long-span steel truss cable-stayed bridge for both road and rail use according to the present invention.

[0073] Figure 7 This is an exploded view of the double-span limit track structure on the bridge, which is part of the "Method for Adjusting the Track Shape of Ballastless Track in the Maintenance of a Large-Span Railway-Highway Dual-Purpose Steel Truss Cable-Stayed Bridge" of the present invention.

[0074] Figure 8 This is a schematic diagram of the horizontal and vertical cross-sections of the track structure after alignment adjustment, based on the alignment adjustment method for the ballastless track of a long-span steel truss cable-stayed bridge for both road and rail use, according to the present invention.

[0075] In the diagram: 1. Rail, 2. Fastener, 3. Track slab, 4. Self-compacting concrete, 5. Base plate, 6. Isolation layer, 7. Base groove, 8. Double-hole limiting track slab, 9. Limiting hole, 10. Boss elastic buffer pad, 11. Limiting boss, 12. Geotextile isolation layer, 13. Adjustment layer, 14. Rubber and plastic height adjustment pad, 15. Groove elastic buffer pad layer, 16. Bridge deck, 17. Crash barrier, 18. Front measurement marker, 19. Linear measurement equipment. Detailed Implementation

[0076] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0077] Example 1

[0078] like Figure 1As shown, the present invention proposes a method for adjusting the track alignment of a long-span railway-highway dual-purpose steel truss cable-stayed bridge. The key steps include: (1) determining the adjustment range of the track alignment; (2) establishing a track alignment monitoring system for the long-span railway-highway dual-purpose steel truss cable-stayed bridge; (3) establishing a refined analysis model for the long-span railway-highway dual-purpose steel truss cable-stayed bridge; (4) analyzing the impact of the upper-level highway load on the lower-level railway alignment adjustment and determining the track construction alignment within the adjustment range; (5) deploying a CPIII local precision measurement network within the track alignment adjustment range and establishing a real-time correction model for the CPIII precision measurement network; (6) removing existing CRTSIII type track slabs: ① cutting the rails within the adjustment range and removing fasteners under the design locked rail temperature; ② using a lifting device to lift... Lift the track slab and the self-compacting concrete layer under the slab, lift and remove it; ③ Clean the upper surface of the base plate and the base groove, and level it; (7) Install temporary transition devices for trains passing through the skylight: ① Drill holes in the rail web at the rail cut position and install the clamps; ② Install and fix the temporary transition sleepers; (8) Construction of 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 base groove according to the site conditions; ② Roughly lay and finely adjust the double hole limit track slab; ③ Install the double hole limit track slab anti-floating device and the grouting mold for the under-slab pad; ④ Grout the under-slab pad through the limit hole to form an integrated limit and adjustment under-slab pad structure; ⑤ Weld the rails, install fasteners, and finely adjust the track; (9) Adjust and re-measure the alignment.

[0079] The four key steps described above—removing the rails, fasteners, and CRTSIII type track slabs; coarsely laying and finely adjusting the double-hole limiting track slabs; grouting the adjusting pad and limiting boss under the slab; and welding the rails—require comparing the deviation between the measured bridge alignment and the theoretical calculation values. Based on the actual measurement, the model parameters and theoretical calculation results should be corrected in a timely manner to guide subsequent construction.

[0080] S1: Determine the range of alignment adjustments for ballastless track maintenance.

[0081] The alignment of the CRTSIII type slab track on the long-span bridge is measured. Based on the requirements of high-speed railway line specifications, alignment and slope adjustment are fitted to minimize the adjustment range of the existing CRTSIII type slab track. The range that cannot be adjusted using fasteners is determined, namely the number and length of the CRTSIII type track slabs, and the deformation of the rails within this deformation zone. Simultaneously, the thickness of the adjustment layer on the track slab, the offset of the track slab, or the vertical deformation is determined through alignment measurement.

[0082] S2: Establish a line monitoring system for long-span steel truss cable-stayed bridges used for both road and rail traffic.

[0083] The refined analysis model of the long-span dual-purpose (road and rail) steel truss cable-stayed bridge includes front-end measurement markers, alignment measurement equipment, a high-precision spatiotemporal synchronous acquisition and control system, and a visualization module, such as... Figure 2 and Figure 4 As shown.

[0084] The front-end measurement markers 18 are firmly affixed to the bridge 17 at intervals. In this example, the front-end measurement markers 18 are spaced 3m apart.

[0085] The linear measurement device 19 is used to collect bridge deformation information. Driven by a low-light CMOS image sensor, it employs remote laser illumination technology to improve the recognition accuracy of the coordinates of the bridge front measurement marker 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 in complex backgrounds based on AI, with errors controlled below the millimeter level, enabling real-time processing and analysis of track elevation data in the field.

[0086] The single linear measurement device 19 can identify the positional changes of several front-end measurement markers 18 within a certain range; multiple linear measurement devices 19 are arranged longitudinally along the long-span bridge, and each set of devices has a certain length of overlapping measurement area. Error correction is performed on the position of the measuring points in the overlapping measurement section; in this example, the monitoring range of each linear measurement device 19 is 60m, and each linear measurement device 19 has a 10m overlapping measurement area.

[0087] The alignment measurement device 19 monitors the total length covering the track alignment adjustment area, connecting the bridge positions at the same time to form a curve showing the change in bridge alignment. The alignment at different times and under different conditions is 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 alignment of the bridge at the time of measurement is obtained.

[0088] The high-precision spatiotemporal synchronous acquisition and control system can control all monitoring devices on the long-span bridge to acquire data simultaneously. Through a self-developed high-precision target center extraction algorithm and a convenient and accurate displacement coefficient calibration method, it achieves sub-pixel-level target center extraction. Simultaneously, it can calculate the coordinates of multiple front-end measurement markers in real time and perform data verification processing to eliminate measurement errors, enabling high-precision multi-point joint measurement of the track alignment on the long-span bridge. Furthermore, by comparing pre-input design data with the monitoring data, it can automatically determine whether the measurement data is erroneous, remove erroneous data, and store it, thus realizing the storage of monitoring data.

[0089] The high-precision spatiotemporal synchronous acquisition and control system is based on deep learning algorithms. It compares existing acquired data with historical data longitudinally, performs linear prediction, and provides early warning and forecast of abnormal data by setting limits.

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

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

[0092] S3: Establish a refined analysis model for a long-span steel truss cable-stayed bridge for both road and rail use.

[0093] Before establishing a refined analysis model for a long-span road-rail dual-purpose steel truss cable-stayed bridge, it is necessary to collect key parameters such as the design elastic modulus and cross-sectional dimensions of the piers and main beams, as well as design load data, to establish an initial finite element model. Simulation calculations and stress analyses are then performed on the track alignment adjustment process. Monitoring data is used to correct the parameters of the initial finite element model to establish a refined analysis model for the long-span road-rail dual-purpose steel truss cable-stayed bridge. This ensures that the theoretically calculated deformation of the refined analysis model matches the measured alignment under the track alignment detection temperature, guiding subsequent construction.

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

[0095] Determining the track alignment within the adjustment range requires considering the impact of various combined loads from the upper highway bridge on the railway bridge deck alignment adjustment. Based on monitoring data, a refined analysis model of a long-span dual-purpose (rail and road) steel truss cable-stayed bridge is used to calculate the variation law of the track alignment on the lower railway bridge deck 16 under different loads on the upper highway bridge deck 16, obtaining the deformation envelope curve of the railway bridge deck under different loads on the highway bridge deck. During the adjustment of the lower railway bridge track alignment, a pre-camber is set within the adjustment range to offset the influence of the upper highway load on the track structure alignment, thereby improving the smoothness of train operation and ensuring that the upper highway load does not affect the acceptance of the railway track alignment and the requirements for high-speed train operation.

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

[0097] During the designated track maintenance window, a localized CPIII precision measurement network was deployed, with fixed points set at the main tower locations. The effects of temperature and wind speed on the main bridge were determined, and the CPIII measurement boundary conditions were derived. Based on the monitoring results of vertical displacement, temperature field, bridge expansion and contraction deformation, and CPIII control point coordinates of the bridge deck 16 before main bridge construction, and considering factors such as real-time temperature on the bridge, a real-time correction model of CPIII points in three-dimensional coordinates under the bridge axis coordinate system was established, taking into account factors such as real-time temperature on the bridge and the planar and elevation relationships between the CPIII control points and the bridge tower control points. This model corrected the three-dimensional coordinates of each CPIII control point, providing precise guidance for subsequent track alignment adjustments.

[0098] The layout of the CPIII precision measurement network also needs to consider the impact of the vehicle load of the upper-level highway bridge on the adjustment of the construction alignment of the lower-level railway track, and the CPIII precision measurement network should be corrected in a timely manner.

[0099] S6: Removal of existing CRTSIII type track slabs

[0100] The existing CRTSIII type slab track structure on the bridge consists of rails 1, fasteners 2, track slabs 3, self-compacting concrete layer 4, base plate 5, and isolation layer 6, etc. Figure 3 As shown.

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

[0102] The rail 1 at the boundary between the deformed zone and the undeformed zone is cut to obtain a deformed section rail of the corresponding length of the deformed zone. During the cutting, both ends of the rail are preferably within the locking rail temperature range. When cutting the rail in the deformed zone, the rails on both sides of the cut are locked by fasteners. Then, several bolt holes are opened on the rails on both sides of the cut. The bolt holes are opened on the waist of the rail and are multiple in a longitudinally spaced manner. They are set in correspondence with the rail joint clamps so that the corresponding connection between the deformed section rail and the end of the rail in the undeformed zone can be achieved through the corresponding setting of the rail joint clamps. Further, after completing the corresponding cutting of the deformed section rail and the corresponding opening of the bolt holes, the fasteners of the deformed section rail are loosened to lift the deformed section rail and move it to the rail storage area.

[0103] 2) Use a lifting device to lift the track slab 3 and the self-compacting concrete layer 4 underneath, and then hoist and remove them;

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

[0105] When determining the construction length, since the deformation zone is often quite long and the track often needs to meet the requirement of uninterrupted daytime train operation during deformation adjustment construction, the aforementioned deformation adjustment construction often needs to be carried out during nighttime maintenance windows. Typically, these maintenance windows are 4 hours long. Therefore, considering the speed of nighttime construction and the need for temporary daytime line passage, in actual construction, the deformation adjustment construction of the deformation zone is often divided into several construction units for corresponding construction. In a preferred embodiment, the length of this construction unit is the length of two Type III plates. Typically, the double-hole limiting track plate is designed to have the same length as the Type III plate, and this is a standard value.

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

[0107] During the process of removing the isolation layer 6 and lifting the CRTSIII type plate track plate, the isolation layer is often damaged or lifted together with the isolation layer, causing damage to the original isolation layer and making it unusable.

[0108] The top surface of the corresponding base plate 4 and the base groove 7 of the CRTSIII type track plate 3 are moved back and 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: Temporary transition device installed for train passage during track maintenance windows.

[0110] 1) Installation of the rail slit clamp;

[0111] Before the rails in the track alignment adjustment area are cut and removed from the CRTSIII type track plate 3, multiple bolt holes are opened longitudinally at intervals on the rail webs on both sides of each cut for the installation of rail joint clamps.

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

[0113] After leveling, multiple transition sleepers can be laid longitudinally at intervals on the base plate, and corresponding limits can be set at both ends of the transition sleepers. The transition sleepers can be wooden sleepers, steel sleepers, or steel sleeper frames. After the longitudinal and lateral limits of the transition sleepers in this construction unit are achieved, the track alignment can be adjusted to the position corresponding to the track in the undeformed area by adjusting the height of the fastener pad and the plane position of the fastener. Then, the height of the contact wire above the deformed area can be adjusted accordingly to meet the normal operation of the train.

[0114] The rails cut from the alignment adjustment zone are hoisted back into the deformation zone, and the track alignment is adjusted by adjusting the fasteners. The two ends of the rails in the alignment adjustment zone are connected to the rails in the undeformed zone through rail joint clamps, thereby restoring temporary passage in the alignment adjustment zone. After the transition sleepers are installed, the cut deformed rail sections are restored accordingly, and the rail joint clamps are used to connect the deformed rail sections to the rails in the undeformed zones at both ends, thus completing the corresponding construction of the construction unit within one track window. This satisfies the temporary passage of the track in the deformation zone during construction. Since trains passing through the deformation zone will be subject to speed restrictions during construction, strong limiting and connecting structures are not required.

[0115] Furthermore, during the next skylight period, 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; more preferably, in the preferred embodiment, the transition sleepers are wooden sleepers, which are set at intervals of 0.5m along the longitudinal direction.

[0116] S8: Construction of Double-Isolation Layer Double-Hole Limiting Track Structure

[0117] The double-isolation layer, double-hole limiting track structure consists of a rail 1, fasteners 2, a double-hole limiting track plate 8, limiting holes 9, a boss elastic buffer pad layer 10, limiting bosses 11, a geotextile isolation layer 12, an adjustment layer 13, a rubber and plastic height adjustment pad 14, and a base plate 5. A geotextile isolation layer 12 is adhered under the double-hole limiting track plate 8. A rubber and plastic height adjustment pad 14 is placed between the adjustment layer 13 and the original base plate 5, isolating the adjustment layer 13 from the upper double-hole limiting track 8 and the lower base plate 5 to form a double-isolation layer structure system. The double-hole limiting track plate has two limiting holes 9. Inside each hole, a prefabricated, integrated, or adhered EPDM rubber boss elastic buffer pad layer 10 is formed. The prefabricated boss elastic buffer pad layer inside the limiting hole is an 8mm thick rubber elastic buffer sleeve, which serves to isolate and buffer the limiting bosses 11 from the limiting holes in the track plate. Figure 7 As shown.

[0118] 1) A rubber and plastic height adjustment pad 14 is pasted on the upper surface of the base plate 5. The bottom and sides of the base groove 7 are replaced with elastic buffer pads 15 according to the site conditions.

[0119] A rubber-plastic height adjustment pad 14 of a certain thickness is attached to the top surface of the base plate. The height adjustment pad should preferably be made of a rubber-plastic material with high rigidity. A steel mesh of a certain thickness is then laid on top of the rubber-plastic height adjustment pad, and a raised steel cage is installed at the corresponding position of the limiting hole. During the laying process, efforts should be made to ensure that the rubber-plastic height adjustment pad is flat and centered, and to prevent it from being torn. Furthermore, a steel mesh is laid on the completed rubber-plastic height adjustment pad.

[0120] 2) Coarse and fine-tuned double-hole limiting track plates;

[0121] Multiple pads with a thickness equal to the thickness of the adjustment layer are set on the base plate 5 corresponding to each double-hole limiting track plate 8 to prevent the double-hole limiting track plate from directly pressing on the steel mesh below. The double-hole limiting track plate 8 is then hoisted onto the base plate 5 so that the limiting holes 9 of each double-hole limiting track plate are aligned and matched with the limiting holes 7 of the base plate, and each double-hole limiting track plate is placed on multiple pads. Each double-hole limiting track plate is then finely adjusted to match the double-hole limiting track plate 8 with the CRTSIII type track plate 3 at both ends of the linear adjustment area.

[0122] Pads are placed on the base plate corresponding to the double-hole limiting track plates to be replaced. The replacement double-hole limiting track plates are then hoisted onto the base plate, allowing the limiting holes of the double-hole limiting track plates to match the limiting grooves of the base plate. The four corners of the double-hole limiting track plates are placed on the pads. The reinforcing mesh is laid on the top surface of the base plate below the double-hole limiting track plates. After the reinforcing mesh is installed, it is embedded inside the adjustment layer 13. The double-hole limiting track plates 8 are finely adjusted using fine-adjustment claws. After the fine adjustment is satisfactory, the pouring templates for the adjustment layer are installed on both sides of each double-hole limiting track plate 8 in the linear adjustment area, and corresponding clamping devices are installed to ensure the stable formation of the adjustment layer.

[0123] 3) Install the double-hole limiting track plate 8 anti-floating device and the grouting mold for the under-plate pad layer;

[0124] A grouting template and a clamping device are set on both sides of each of the double-hole limiting track plates to prevent the double-hole limiting track plates 8 from floating during the pouring of the under-plate cushion layer; the adjustment layer is fast-hardening concrete, which is poured into the space between the double-hole limiting track plate 8 and the base plate 5 through the limiting holes 9 opened longitudinally on the double-hole limiting track plate 8, thereby forming the adjustment layer 13 under the double-hole limiting track plate 8. After the concrete is confirmed to be completely set and hardened, the grouting template, track plate fine adjustment claw and clamping device are removed.

[0125] 4) The under-plate cushion layer is formed by injecting the limiting hole to create an integrated limiting and adjustment structure;

[0126] A self-filling adjustment layer is injected between the double-hole limiting track plate 8 and the base plate 5 to form an adjustment layer 13 between the lower part of the double-hole limiting track plate 8 and the upper part of the base plate 5. Simultaneously, the adjustment layer is integrally cast at the limiting hole positions to form limiting bosses 11. The injection template and clamping device are then removed after curing. The above steps are repeated until the entire adjustment layer construction in the linear adjustment area is completed. The setting elevation of the limiting bosses 11 on the double-hole limiting track plate is higher than the elevation of the top surface of the track plate after installation. That is, after the double-hole limiting track plate 8 is correspondingly installed in the deformation adjustment area, the top of each limiting boss 11 extends beyond the top surface of the corresponding double-hole limiting plate 8.

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

[0128] 5) Welding the rails: 1. Installing fasteners; 2. Fine-tuning the track.

[0129] A new steel rail is installed on the double-hole limiting track plate 8 in the alignment adjustment area, and the new steel rail is welded to the old steel rail in the undeformed area, thereby realizing the alignment adjustment of the CRTSIII type slab track on the long-span bridge.

[0130] The new rail is transported to the double-hole limiting track plate 8 in the alignment adjustment area. Typically, the length of the new rail is greater than the length of the deformation zone, allowing it to replace the existing rails in the alignment adjustment area. The alignment of the new rails can be adjusted accordingly to achieve the corresponding setting. Both ends of the new rail can be welded to the rails in the undeformed area, thus completing the deformation adjustment of the ballastless track in the deformation zone. Figures 5-6 As shown.

[0131] S9: Adjust the line shape and retest.

[0132] like Figure 8 As shown, after the new rails are installed, the track alignment after the rail fasteners are finely adjusted and the entire bridge is re-measured, the equipment or structures removed in the corresponding restoration steps need to be adjusted to restore the alignment of the ballastless track in the alignment adjustment area of ​​the large-span railway-highway dual-purpose steel truss cable-stayed bridge.

[0133] Example 2

[0134] A specific embodiment of the present invention also provides a track alignment adjustment system for the maintenance of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge, comprising:

[0135] Adjustment Range Determination Module: This module is used to determine the adjustment range of the track alignment for ballastless track maintenance.

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

[0137] The refined analysis model construction module 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 long-span road-rail dual-purpose steel truss cable-stayed bridge, thereby establishing a refined analysis model of the long-span road-rail dual-purpose steel truss cable-stayed bridge.

[0138] Analysis module: It is used to analyze the impact of the upper highway bridge deck on the track construction alignment within the adjustment range of the lower railway bridge deck based on a refined analysis model of a long-span dual-purpose steel truss cable-stayed bridge.

[0139] The CPIII precision measurement network construction module is used to deploy the CPIII precision measurement network within the ballastless track maintenance alignment adjustment range and to establish a real-time correction model for the CPIII precision measurement network to correct the CPIII precision measurement network.

[0140] The CRTSIII type track slab removal module is used to remove existing CRTSIII type track slabs within the range of track alignment adjustment for ballastless track maintenance.

[0141] Transition device installation module: It is used to install temporary transition devices for trains to pass through during track maintenance and alignment adjustments within the track maintenance and track window period, and to restore temporary passage.

[0142] Double-isolation-layer double-hole limiting track construction module: It is used for the construction of double-isolation-layer double-hole limiting track structure within the alignment 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 description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

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

[0146] It should be understood that the above description of the preferred embodiments is quite detailed, but it should not be considered as a limitation on the scope of protection of this invention. Those skilled in the art, under the guidance of this invention, can make substitutions or modifications without departing from the scope of protection of the claims of this invention, and all such substitutions or modifications fall within the scope of protection of this invention. The scope of protection of this invention should be determined by the appended claims.

Claims

1. A method for adjusting the track alignment of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge, characterized in that: Includes the following steps: Step 1. Determine the range of track alignment adjustments for ballastless track maintenance; Step 2. Construct a monitoring system for a long-span steel truss cable-stayed bridge used for both road and rail to monitor bridge deformation information; Step 3. Establish an initial finite element model to simulate the track alignment adjustment process, and correct the parameters of the initial finite element model based on the monitoring system of the long-span dual-purpose steel truss cable-stayed bridge for both road and rail, and establish a refined analysis model of the long-span dual-purpose steel truss cable-stayed bridge for both road and rail. Step 4. Analyze the impact of the upper highway bridge deck on the track construction alignment within the adjustment range of the lower railway bridge deck based on the refined analysis model of the long-span dual-purpose steel truss cable-stayed bridge; Step 5. Deploy the CPIII precision measurement network within the ballastless track maintenance alignment adjustment range and establish a real-time correction model for the CPIII precision measurement network to correct the CPIII precision measurement network; Step 6. Remove the existing CRTSIII type track slabs within the ballastless track maintenance alignment adjustment range; Step 7. Install temporary transition devices for train passage during track maintenance window periods within the ballastless track alignment adjustment range to restore temporary traffic flow; Step 8. Construct a double-isolation layer, double-hole limiting track structure within the ballastless track maintenance alignment adjustment range; Step 9. Adjust the alignment and retest.

2. The method for adjusting the track alignment of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge according to claim 1, characterized in that, Step 1 includes: The alignment of the CRTSIII type slab track on the long-span bridge was measured. In accordance with the requirements of the high-speed railway line specifications, the alignment and slope were fitted to determine the range that could not be adjusted by fasteners, namely the number and length of the track slabs, and the amount of deformation of the rails in the deformation zone. At the same time, the thickness of the adjustment layer set on the track slab, the offset of the track slab, or the amount of vertical deformation was determined by the alignment measurement.

3. The method for adjusting the alignment of a long-span railway-highway dual-purpose steel truss cable-stayed bridge track during maintenance, as described in claim 1, is characterized in that... The monitoring system for the long-span railway-highway dual-purpose steel truss cable-stayed bridge in step 2 includes front-end measurement markers, alignment measurement equipment, a high-precision spatiotemporal synchronous acquisition and control system, and a visualization module. The front-end measurement markers are securely affixed to the bridge's crash barrier at regular intervals; The linear measuring device is used to collect monitoring data on bridge deformation. The high-precision spatiotemporal synchronous acquisition and control system controls all alignment measurement devices on the long-span bridge to acquire data at the same time; simultaneously, it calculates the coordinates of front-end measurement markers at multiple locations in real time and performs data verification processing to eliminate measurement errors; it compares the pre-input design data with the monitoring data to determine whether the monitoring data is erroneous, removes erroneous data and stores it, performs longitudinal comparison of existing monitoring data and historical monitoring data to predict alignment, and provides early warning and forecasting of abnormal data by setting limits; The visualization module, based on BIM and GIS technologies, is used for the visualization and monitoring of monitoring data, displaying information on the completed bridge structure, the alignment under the ideal design state, and the comparison information between the bridge alignment at different construction stages.

4. The method for adjusting the track alignment of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge according to claim 3, characterized in that, Step 3, which establishes a refined analysis model for a long-span steel truss cable-stayed bridge for both road and rail use, includes: Collect design parameters for bridge piers and main beams to establish an initial finite element model; Simulation calculations and force analysis of the track alignment adjustment process were performed based on the initial finite element model. By comparing the monitoring data of the monitoring system for a long-span road-rail dual-purpose steel truss cable-stayed bridge with the theoretical data calculated by the initial finite element model, the model parameters of the initial finite element model were corrected, and a refined analysis model for the long-span road-rail dual-purpose steel truss cable-stayed bridge was established.

5. The method for adjusting the track alignment of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge according to claim 3, characterized in that, Step 3 includes: Based on the refined analysis model of a long-span railway and highway dual-purpose steel truss cable-stayed bridge, 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-level railway bridge, a pre-camber is set within the adjustment range of the ballastless track maintenance alignment to offset the influence of the upper-level highway load on the track structure alignment.

6. The method for adjusting the track alignment of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge according to claim 1, characterized in that, Step 5 includes: Within the maintenance and alignment adjustment range of ballastless track, deploy the CPIII precision measurement network during the maintenance window period; Based on the deformation of various measuring points of the bridge monitored by the monitoring system for long-span dual-purpose steel truss cable-stayed bridges for both road and rail, the CPIII key control points were determined. Based on the influence of temperature and wind speed on the main bridge, the CPIII measurement boundary conditions are derived; Based on the monitoring results of bridge deck vertical displacement, temperature field, bridge expansion and contraction deformation, and CPIII control point coordinates before the main bridge construction, and considering the real-time temperature on the bridge, combined with the planar and elevation relationships between the CPIII key control points and the bridge tower control points, a real-time correction model of CPIII points in three-dimensional coordinates under the bridge axis coordinate system was established; and the three-dimensional coordinates of each CPIII control point were corrected.

7. The method for adjusting the track alignment of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge according to claim 1, characterized in that, Step 6 includes: 1) Under the design locking rail temperature, cut the rails of CRTSIII type track within the operation and maintenance alignment adjustment range of ballastless track and remove the fasteners; 2) Use a lifting device to lift the track slab and the self-compacting concrete layer beneath the CRTSIII type track, and then hoist 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 track alignment of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge according to claim 7, characterized in that, Step 7 includes: 1) Install rail slit clamps; 2) Install and secure the temporary transition pillow; 3) The cut rails are hoisted back into the ballastless track 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 passage in the alignment adjustment area.

9. The method for adjusting the alignment of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge track according to claim 8, characterized in that, Step 8 includes: 1) Attach the height adjustment pad to the upper surface of the base plate, and replace the elastic buffer pad at the bottom and around the grooves of the base; 2) Coarse and fine-tuned double-hole limiting track plates; 3) Install the double-hole limiting track plate anti-floating device and the grouting mold for the under-plate pad layer; 4) The under-plate cushion layer is formed by injecting the limiting hole to create an integrated limiting and adjustment structure; 5) Welding rails, installing fasteners, and fine-tuning the line based on the monitoring system for large-span dual-purpose steel truss cable-stayed bridges for both road and rail and the establishment of a refined analysis model for large-span dual-purpose steel truss cable-stayed bridges for both road and rail.

10. A track alignment adjustment system for the maintenance of a long-span dual-purpose (road and rail) steel truss cable-stayed bridge, characterized in that: include: Adjustment Range Determination Module: This module is used to determine the adjustment range of the track alignment for ballastless track maintenance. Monitoring system construction module: It is used to construct a long-span steel truss cable-stayed bridge for both road and rail use to monitor bridge deformation information; The refined analysis model construction module 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 long-span road-rail dual-purpose steel truss cable-stayed bridge, thereby establishing a refined analysis model of the long-span road-rail dual-purpose steel truss cable-stayed bridge. Analysis module: It is used to analyze the impact of the upper highway bridge deck on the track construction alignment within the adjustment range of the lower railway bridge deck based on a refined analysis model of a long-span dual-purpose steel truss cable-stayed bridge. The CPIII precision measurement network construction module is used to deploy the CPIII precision measurement network within the range of ballastless track maintenance alignment adjustment and to establish a real-time correction model for the CPIII precision measurement network to correct the CPIII precision measurement network. The CRTSIII type track slab removal module is used to remove existing CRTSIII type track slabs within the range of track alignment adjustment for ballastless track maintenance. Transition device installation module: It is used to install temporary transition devices for trains to pass through during track maintenance and alignment adjustments within the track maintenance and track window period, and to restore temporary passage. Double-isolation-layer double-hole limiting track construction module: It is used for the construction of double-isolation-layer double-hole limiting track structure within the alignment adjustment range of ballastless track operation and maintenance; Retest module: It is used to adjust the line shape and perform retesting; The aforementioned long-span road-rail dual-purpose steel truss cable-stayed bridge ballastless track operation and maintenance alignment adjustment system is used to perform the steps in the long-span road-rail dual-purpose steel truss cable-stayed bridge ballastless track operation and maintenance alignment adjustment method according to any one of claims 1-9.

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