Multi-dimensional cushioning anti-floating limit precast sleeper and construction control method

Abstract

The present application relates to a kind of multi-dimensional buffer anti-floating limit position prefabricated sleeper and construction control method, multi-dimensional buffer anti-floating limit position prefabricated sleeper includes the longitudinal sleeper being provided with the limit tenon extending to its side, anti-floating device, anti-floating buffer pad and the first vertical buffer pad and the second vertical buffer pad being set in the longitudinal sleeper bottom.The limit tenon is used for multidirectional space limit;Anti-floating device is set to the lateral of the external ballast bed base, and anti-floating device is clamped by overhanging pressing plate limit tenon to realize vertical limit;Anti-floating buffer pad between overhanging pressing plate and limit tenon converts the clamping force of overhanging pressing plate into vertical downward elastic pre-pressure to inhibit track void;The first vertical buffer pad is set in the longitudinal end of longitudinal sleeper, and the second vertical buffer pad is set in the longitudinal middle part of longitudinal sleeper;The longitudinal two sides of limit tenon and the side of longitudinal sleeper are respectively provided with longitudinal buffer pad and transverse buffer pad, to provide horizontal elastic buffer.

Description

Technical Field

[0001] This invention relates to the field of track engineering technology, and in particular to a multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper and its construction control method. Background Technology

[0002] Elastic floating structural systems are a type of structural design in long-span bridges (especially cable-stayed and suspension bridges) where the towers and piers are integrated while the towers and beams are separated. Their key feature is allowing the main beam to undergo controllable elastic displacement in the longitudinal direction to absorb energy from dynamic forces such as earthquakes and wind loads, thereby suppressing structural resonance and improving overall seismic performance. Elastic floating structural systems do not float freely; instead, they utilize techniques such as viscous dampers and elastic restraint devices to ensure the main beam's ability to adapt to deformation while limiting excessive displacement to guarantee safety.

[0003] When dealing with elastic floating structural systems such as long-span suspension bridges, existing track technology has limitations in its application to such conditions, which are reflected in three aspects: (1) Traditional track systems use rigid or semi-rigid connections, which cannot adapt to the up-and-down fluctuations and deflection changes of the main bridge beam under train loads, temperature changes, and wind loads. This leads to the separation of the longitudinal sleepers from the sub-foundation (i.e., track detachment), increasing the risk of track instability and derailment. When facing large-scale temperature expansion and contraction of the bridge deck, the continuous rails and the main bridge will generate huge longitudinal tensile forces due to the deformation difference. Existing conventional average resistance fastener systems will rigidly lock the rails and the base, and cannot adaptively release displacement with the bridge span section, causing the continuous precast long sleeper system to be easily pulled apart due to stress concentration. In addition, long-span bridges are prone to eccentric torsion under load, which will cause uneven settlement of the left and right sleepers, and thus cause the contact surface between the transverse connecting rods (such as transverse steel pipes) and the concrete to bear large shear forces, posing a hidden danger of structural pull-out failure.

[0004] (2) Existing connection methods suffer from insufficient matching of rigidity and flexibility, and lack a multi-dimensional buffer system to effectively absorb dynamic loads. Existing anti-buoyancy devices mostly use rigid connections, which can easily lead to concrete cracking or steel structure damage when the sleepers are displaced. Traditional buffer materials are prone to fatigue peeling from the concrete when subjected to train dynamic loads and complex torsional shear forces of the main beam, resulting in buffer failure. In order to adapt to the deformation of suspension bridges, some existing technologies can only rely on reducing the longitudinal length of the sleeper plate, and fail to fit the unique undulating curve of the bridge surface through the gradient distribution of physical parameters. At the same time, conventional ballastless track bearing platforms mostly use a 1:40 rail bottom slope. Under the dynamic deformation conditions of flexible suspension bridges, the change in the bridge surface line will cause this slope to be unable to maintain sufficient contact surface between the wheels and rails, reducing the lateral stability and guidance of trains at high speeds. On the other hand, in order to reduce costs and construction difficulties, existing technologies often use lightweight prefabricated sleepers, resulting in a lower permanent load on the track in the second phase. Under the coupled dynamic action of the vehicle and the bridge, this lighter track structure will amplify the wavy swaying amplitude of the flexible bridge surface, reducing the stability of train operation.

[0005] (3) Traditional construction relies on static coordinate layout, which is difficult to cope with the continuous changes in the alignment of flexible structures, leading to difficulties in later adjustments. Traditional ballastless track construction relies on the absolute coordinates of CPIII control points on the bridge deck as the beam deforms. During construction and after the bridge is completed, the alignment of the main beam changes with the loading of the second-stage dead load. Traditional construction usually uses asynchronous solid materials for the second-stage dead load loading. The long loading cycle causes a large deviation between the deformation state of the flexible main beam and the theoretical simulation. This not only makes it impossible to achieve effective replacement of the pre-stressing in the early stage and the load in the later stage, but also causes the control network based on static coordinates to fail, resulting in the technical problem of the multi-valued coordinates of the measurement control points for the elevation and geometric control on the flexible bridge.

[0006] These technical deficiencies are mainly due to the mismatch between the design parameters of existing technologies and actual working conditions: they were originally designed for rigid foundations or small-to-medium span bridges, focusing on vibration reduction and noise reduction, without fully considering the adaptability to large deformations; traditional anti-buoyancy technologies are designed for buoyancy problems during the construction period, without taking into account the dynamic balance between limiting upward movement and allowing deformation during the operation period.

[0007] For example, CN120006564A discloses a trapezoidal sleeper system with a prefabricated limiting frame and its construction method. This system includes a novel trapezoidal sleeper and a prefabricated limiting frame, which is made of reinforced concrete. The novel trapezoidal sleeper eliminates the traditional limiting boss and the buffer pads pasted on the outside of the original limiting boss and longitudinal beams; correspondingly, the left and right outer side shoulders of the track bed are eliminated. Concrete blocks are wrapped around the connecting steel pipes, and buffer pads are pasted on the concrete blocks and the inner sides of adjacent longitudinal beams. The prefabricated limiting frame is located at the end of the trapezoidal sleeper, specifically inside the two longitudinal beams and between the outer concrete beams of the two trapezoidal sleepers, thus limiting the novel trapezoidal sleeper. During construction, the limiting frame and the trapezoidal sleeper are pre-assembled as a single unit. The limiting frame also functions as a mold during on-site casting. Concrete is poured from the limiting frame at the end of the trapezoidal sleeper, and the limiting frame and the track bed are cast as a single unit, forming a limiting pier. However, this trapezoidal sleeper system is mainly designed for planar restraint on conventional lines and cannot address the technical shortcomings of long-span flexible bridges under dynamic conditions. This technical solution lacks an anti-buoyancy device to provide downward preload, making it difficult to counteract the track lifting effect caused by the undulation of the main beam and rail constraints. Furthermore, this technical solution does not disclose a variable stiffness vertical buffer pad design, making it unable to fit the differentiated dynamic deformation curves of the bridge deck; its buffer pad also lacks a special structure to enhance contact surface adhesion, posing a risk of contact surface peeling under complex torsional shear forces.

[0008] For example, CN102146643A discloses a longitudinal sleeper, which includes a pair of prestressed concrete longitudinal beams respectively arranged longitudinally under the rails, and a concrete connecting plate that connects the pair of prestressed concrete longitudinal beams laterally. When facing the dynamic deformation of long-span bridges, this technical solution lacks an active vertical anti-buoyancy constraint mechanism, making it prone to track slippage and rigid collisions under bridge deflection and buoyancy conditions. Its passive lateral restraint design and insufficient torsional stiffness of the rigid connecting plate easily lead to local component breakage and lateral track slippage under lateral train impact. Furthermore, its homogeneous damping material pad at the bottom lacks variable stiffness distribution and sliding surface design, failing to adaptively fit the continuous undulating curve of the bridge deck and effectively release interlayer shear stress.

[0009] As mentioned above, there is an urgent need for a technical solution to eliminate the risk of derailment in long-span track suspension bridges. This solution should utilize variable stiffness buffering and elastic limiting to coordinate the deformation of the track and bridge, while simultaneously addressing the matching issues between static measurements and dynamic parameters to ensure safe operation. Furthermore, it should improve structural performance through refined design and construction methods, meet environmental protection requirements, and achieve effective control of life-cycle costs.

[0010] Furthermore, on the one hand, there are differences in understanding among those skilled in the art; on the other hand, the applicant studied a large number of documents and patents when making this invention, but due to space limitations, not all details and contents were listed in detail. However, this does not mean that the present invention does not possess the features of these prior art. On the contrary, the present invention already possesses all the features of the prior art, and the applicant reserves the right to add relevant prior art to the background art. Summary of the Invention

[0011] This invention aims to solve the problems of track slippage, fatigue damage, and linear instability caused by large structural deformation in long-span flexible bridges under dynamic conditions. By integrating elastic anti-buoyancy limiting, multi-dimensional variable stiffness buffer, and constant load dynamic balancing technologies, coordinated deformation of the track and substructure is achieved, ensuring traffic safety.

[0012] In view of the shortcomings of the prior art, the present invention provides a multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper, including a longitudinal sleeper, an anti-buoyancy device, an anti-buoyancy buffer pad, and a first vertical buffer pad and a second vertical buffer pad disposed at the bottom of the longitudinal sleeper.

[0013] The longitudinal sleeper extends longitudinally and is equipped with a limiting tenon extending laterally. The limiting tenon is used to limit the longitudinal sleeper in multiple directions. The anti-buoyancy device is set on the side of the external track bed base. The anti-buoyancy device includes a vertically set stiffening plate and a cantilever pressure plate extending laterally from the stiffening plate. The cantilever pressure plate is anchored to the track bed base and cantilevered above the limiting tenon. The anti-buoyancy device is used to lock the limiting tenon by the cantilever pressure plate, thereby realizing the vertical limitation of the longitudinal sleeper. The stiffening plate increases the structural stiffness of the cantilever pressure plate to resist deformation. The anti-buoyancy buffer pad is set between the cantilever pressure plate and the limiting tenon. It is used to convert the locking force of the cantilever pressure plate into a vertically downward elastic preload to suppress track slippage. The first vertical buffer pad is set at the longitudinal end of the longitudinal sleeper, and the second vertical buffer pad is set at the longitudinal middle of the longitudinal sleeper. The stiffness of the first vertical buffer pad is greater than that of the second vertical buffer pad. It is used to coordinate the deformation of the longitudinal sleeper and the track bed base.

[0014] The undulation of the elastic floating substructure and the lifting of the rail constraint cause the longitudinal sleepers to detach from the foundation, and the difference in stress characteristics leads to inconsistent deformation in different sections. To address this defect, this invention uses a limiting tenon in conjunction with an anti-buoyancy device, and provides downward preload through a cantilever pressure plate to achieve spatial limiting and prevent detachment. Furthermore, the vertical buffer pad at the end, which has a greater stiffness than the one in the middle, fits the undulating curve of the bridge, so that the longitudinal sleepers adapt to the linear changes of the track bed foundation.

[0015] According to a preferred embodiment, the track bed base is provided with a lateral stop structure, and a limiting groove is provided in the lateral stop structure. The limiting tenon is accommodated in the limiting groove to limit the longitudinal displacement of the limiting tenon.

[0016] Due to train load, temperature contraction, and structural deformation, longitudinal sleepers experience longitudinal slippage and lateral displacement. Therefore, this invention incorporates a limiting groove within the lateral stop structure. By defining the movement boundary of the limiting tenon, multi-directional sliding force is transmitted to the lateral stop structure, thereby achieving displacement blocking.

[0017] According to a preferred embodiment, the track also includes a transverse connector disposed between the parallel longitudinal sleepers, thereby connecting the parallel longitudinal sleepers into a whole to maintain the gauge stability of the track structure.

[0018] Parallel longitudinal sleepers experience uneven settlement when subjected to eccentric torsion loads on the bridge deck. This invention incorporates transverse connectors between the parallel longitudinal sleepers, creating a unified structure and enhancing transverse stiffness to resist torsional shear forces and maintain track gauge stability.

[0019] According to a preferred embodiment, longitudinal buffer pads are provided on both sides of the limiting tenon, and transverse buffer pads are provided on the sides of the longitudinal sleeper. When the track bed base is provided with a lateral stop structure, the longitudinal buffer pads and transverse buffer pads provide elastic buffering between the longitudinal sleeper, the limiting tenon and the lateral stop structure to avoid direct contact between components.

[0020] When the track system experiences longitudinal slippage and lateral impact, the limiting tenon and the longitudinal sleeper body come into rigid contact with the lateral stop structure. To address this deficiency, the present invention places longitudinal and lateral buffer pads between the components, providing elastic cushioning to prevent direct contact between the components.

[0021] According to a preferred embodiment, the anti-buoyancy device further includes an anchoring assembly, through which the cantilever plate is connected and anchored to the track bed base to transfer the vertical lifting force borne by the anti-buoyancy device to the track bed base.

[0022] Dynamic deformation of the bridge causes the anti-buoyancy device to be subjected to vertical lifting force. To overcome this defect, the present invention uses an anchoring assembly to anchor the cantilever plate to the track bed base, thereby transferring the vertical lifting force borne by the anti-buoyancy device to the track bed base and ensuring the stability of the system under stress.

[0023] According to a preferred embodiment, the top of the longitudinal sleeper is provided with a rail support platform, which has pre-embedded holes and an inwardly inclined rail support surface to ensure effective contact between the wheels and the rails under the dynamic deformation conditions of the flexible bridge, thereby improving the lateral stability of the train operation.

[0024] When a flexible suspension bridge undergoes linear changes (such as deflection or torsion) as a train passes, it alters the original wheel-rail spatial contact geometry, thus changing the contact relationship between the wheels and the rails. This invention incorporates an inwardly inclined rail support surface on the rail support platform. By providing an inward tilt angle to the train wheel treads, it maintains effective contact between the wheels and the rails, reducing wheel-rail wear and noise, and improving the lateral stability of the train operation.

[0025] According to a preferred embodiment, one side of the first vertical buffer pad, the second vertical buffer pad, and the anti-buoyancy buffer pad is provided with a non-smooth mechanical interlocking structure to enhance the adhesion between the buffer pad and the concrete structure, while the opposite side is a flat surface to improve the anti-peeling performance; in the case where the multi-dimensional buffer anti-buoyancy limiting precast sleeper includes a longitudinal buffer pad and a transverse buffer pad, one side of the longitudinal buffer pad and the transverse buffer pad is provided with a non-smooth mechanical interlocking structure, while the opposite side is a flat surface.

[0026] If the elastic components peel off at the contact surface joint, a reliable connection cannot be formed. To avoid this, the present invention provides a non-smooth mechanical interlocking structure on the surface of the buffer pad. By embedding it into the structure during concrete pouring, it is bonded as a whole, enhancing the adhesion of the contact surface and improving the peel resistance of the contact surface.

[0027] According to a preferred embodiment, the system also includes a counterweight assembly disposed between parallel longitudinal sleepers to adjust the secondary constant load distribution of the track structure in order to suppress bridge deck vibration under vehicle-bridge coupling.

[0028] Lightweight track structures, under vehicle-bridge coupling, increase bridge deck undulation and reduce train running stability. To address this, the present invention places counterweight components between longitudinal sleepers, adjusting the secondary constant load distribution of the track structure and decomposing the loading sequence to suppress bridge deck sway, thus facilitating track laying construction.

[0029] According to a preferred embodiment, when the longitudinal sleeper is provided with a rail-supporting ramp, the inclination of the rail-supporting ramp on the longitudinal sleeper is 1:40 to 1:30.

[0030] The conventional 1:40 rail base slope parameter of high-speed rail is insufficient to compensate for track directional irregularities caused by the dynamic deformation of flexible bridges. To overcome this deficiency, this invention extends the inclination of the rail bearing surface to 1:30. By adapting to ultra-large dynamic deformation conditions, it maintains stability at the wheel-rail contact point under dynamic conditions, thereby enhancing the guiding performance of train wheels.

[0031] This invention provides a construction control method for a multi-dimensional buffer anti-buoyancy limiting precast sleeper from a second aspect. The method includes: hoisting and positioning a longitudinal sleeper with a first vertical buffer pad and a second vertical buffer pad pre-installed at its bottom, and placing an adjusting pad below the first and second vertical buffer pads; wherein the first vertical buffer pad is positioned at the longitudinal end of the longitudinal sleeper, the second vertical buffer pad is positioned at the longitudinal middle of the longitudinal sleeper, and the stiffness of the first vertical buffer pad is greater than the stiffness of the second vertical buffer pad; by controlling the translation and elevation, the adjusting pad is positioned... The limiting tenon extending laterally from the longitudinal sleeper of the pad block is positioned to a predetermined limiting area on the side of the track bed base; an integrated anti-buoyancy device is installed on the side of the track bed base and anchored to the track bed base, so that the cantilever pressure plate of the anti-buoyancy device cantilever above the anti-buoyancy buffer pad prefabricated on the top surface of the limiting tenon; the anchoring state of the anti-buoyancy device is adjusted to control the cantilever pressure plate to apply clamping pressure to the anti-buoyancy buffer pad and the limiting tenon; this clamping pressure is converted into a vertically downward elastic preload, so that the longitudinal sleeper and the track bed base achieve deformation coordination and suppress track slippage.

[0032] Compared to traditional existing technologies, the implementation of this construction control method brings the following technical advantages and effects: (1) This method lays vertical buffer pads of different stiffnesses in a gradient, sets the end stiffness to be greater than that of the middle, and fits the undulating curve of the flexible bridge so that the longitudinal sleepers can adapt to the linear changes of the track bed base and achieve deformation coordination between the track structure and the foundation.

[0033] (2) This method changes the traditional rigid locking connection by arranging an anti-buoyancy buffer pad between the limiting tenon and the cantilever pressure plate to construct an elastic clamping system. By adjusting the anchoring state of the anti-buoyancy device, a controllable downward clamping force is applied, which is converted into an elastic preload. This preload can counteract the rail lifting effect caused by the dynamic deformation of the bridge, maintain continuous vertical restraint without direct contact between components, effectively suppress rail slippage, and ensure the stability of the track system under complex working conditions. Attached Figure Description

[0034] Figure 1 This is an exploded view of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper provided by the present invention; Figure 2 This is an exploded view of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper provided by the present invention. Figure 3 This is a schematic diagram of the longitudinal sleeper supported by the construction support frame provided by the present invention; Figure 4 This is an assembly diagram of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper provided by the present invention; Figure 5This is a schematic diagram of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper provided by the present invention installed on the bridge deck; Figure 6 This is a schematic diagram of the structure of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper provided by the present invention after the rail is installed; Figure 7 This is a schematic diagram of the structure of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper after the installation of the counterweight assembly provided by the present invention; Figure 8 This is a schematic diagram of the longitudinal arrangement of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleepers provided by the present invention on the bridge deck; Figure 9 This is a top-view three-dimensional structural diagram of the longitudinal sleeper provided by the present invention; Figure 10 This is a schematic diagram of the anti-buoyancy device provided by the present invention; Figure 11 This is a structural schematic diagram of the construction support frame provided by the present invention; Figure 12 This is a cross-sectional schematic diagram of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper provided by the present invention; Figure 13 This is a cross-sectional schematic diagram of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper installation counterweight assembly provided by the present invention; Figure 14 This is a flowchart illustrating the construction control method for the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper provided by the present invention. Figure 15 This is a schematic diagram of the deflection curve of the main bridge of the flexible bridge provided by the present invention; Figure 16 This is a schematic diagram of the top view of the longitudinal sleeper and each buffer pad provided by the present invention; Figure 17 This is a three-dimensional schematic diagram of the longitudinal sleeper wrapping sleeve during the construction and installation process provided by the present invention; Figure 18 This is a three-dimensional schematic diagram of the longitudinal sleeper isolation material provided by the present invention during the construction and installation process.

[0035] List of reference numerals 100: Longitudinal sleeper; 110: Limiting tenon; 120: Rail support platform; 121: Rail support ramp; 122: Embedded hole; 130: Transverse connector; 200: Elastic isolation layer; 210: First vertical buffer pad; 220: Second vertical buffer pad; 230: Longitudinal buffer pad; 240: Transverse buffer pad; 250: Anti-buoyancy buffer pad; 300: Track bed base; 310: Lateral stop structure; 320: Limiting groove; 330: Shear stud; 400: Anti-buoyancy device; 410: Anchoring component; 420: Cantilever pressure plate; 430: Stiffening plate; 500: Bridge deck; 510: Counterweight component; 520: Height adjustment pad; 600: Rail; 700: Construction support frame; 800: Wrapping sleeve; 900: Isolation material. Detailed Implementation

[0036] The following is a detailed explanation with reference to the accompanying drawings.

[0037] This invention provides explanations for some of the nouns and terms.

[0038] To enable those skilled in the art to better understand the technical solution of the present invention, the following unified explanation is provided in advance regarding the spatial direction and relative position terms and proper nouns mentioned herein.

[0039] Longitudinal: refers to the length direction along the railway line and the rails.

[0040] Lateral: refers to the width direction perpendicular to the longitudinal direction (i.e., the extension direction of the lateral connector 130). Based on this, lateral refers to the left and right sides of the longitudinal sleeper 100 or track bed base 300 distributed laterally. Inward refers to the direction along the lateral direction pointing towards the centerline between the left and right rails 600; outward refers to the direction along the lateral direction away from this centerline. Inner side refers to a position or component surface relatively closer to the aforementioned centerline in the lateral direction; outer side refers to a position or component surface relatively farther away from the aforementioned centerline in the lateral direction.

[0041] Vertical: refers to the height direction that is perpendicular to both the longitudinal and transverse directions, that is, the direction that is perpendicular to the 300 bearing surface of the track bed base, rather than being limited to the absolute geographical gravity direction.

[0042] Second-stage dead load (second-stage dead load): specifically refers to the load of permanent ancillary facilities added to the bridge after the main structure and track laying are completed. In this invention, it specifically refers to the weight generated by facilities such as sound barriers and railings.

[0043] Shear connector (shear stud 330 and PBL): refers to the connection structure installed between the bridge deck 500 and the concrete base to resist relative slippage between the two. In this invention, a combined connection scheme is adopted, specifically including shear studs 330 welded to the bridge deck 500 (see...). Figure 12 and Figure 13The rail-bridge connection is reinforced with a perforated steel plate shear key (PBL) and a pre-cast steel plate shear key, both of which are cast together and embedded in the concrete base to ensure the reliability of the rail-bridge connection.

[0044] Floating structural system: Specifically refers to a bridge structural system where the main beam and main tower are not rigidly connected, and are mainly suspended by cables or suspenders (such as long-span suspension bridges). In this invention, its core feature is a flexible bridge deck system with low structural stiffness, which is prone to significant vertical undulation and longitudinal displacement under train loads and temperature changes.

[0045] Voiding: refers to the relative displacement and separation between the bottom of the longitudinal sleeper and the bearing surface of the track bed base when the lower foundation is deformed by up-and-down undulations due to external factors.

[0046] Snake-like movement: refers to the unavoidable periodic lateral swaying motion that occurs when a train wheelset rolls forward within the rail gauge. This motion exerts a periodic lateral impact force on the sleepers through the rails.

[0047] Synchronous unloading of counterweight loads: This refers to the process of increasing the solid dead load by pouring connecting layers or installing rail panels on flexible bridges. In order to maintain the bridge's stress and alignment without abrupt changes, the operation must be carried out according to the principle of "the amount of solid weight added must be replaced by the equivalent amount of water load discharged in the corresponding area".

[0048] Deformation coordination: refers to the requirement that when two or more components that are in contact or connected to each other are displaced due to stress or environmental changes, the geometric continuity at the contact surface must be maintained (i.e., no undesirable gaps, overlaps or abrupt changes should occur).

[0049] Existing track technology faces numerous structural and construction limitations when applied to long-span flexible bridges. Regarding structural adaptability and stress release mechanisms, traditional rigid or semi-rigid connections cannot adapt to the vertical undulations and deflection changes of the main girder under complex loads, leading to sleeper separation from the substructure and resulting in detachment. Existing mean-resistance fastening systems lock the rails to the base, failing to adaptively release the longitudinal tension generated by large-scale temperature expansion and contraction and main bridge deformation, making continuous long sleeper systems prone to damage due to stress concentration. Furthermore, uneven settlement caused by eccentric torsion loads on the bridge can subject the contact surfaces of transverse links to significant shear forces, posing a risk of structural pull-out failure. In terms of buffer design and parameter matching, the rigid connection compression of existing anti-buoyancy devices easily causes structural damage, and traditional smooth-surfaced buffer materials are prone to fatigue peeling at the contact surfaces under dynamic loads and torsional shear forces, leading to buffer failure. Some technologies adapt to deformation by reducing sleeper length, lacking a gradient distribution design of physical parameters and failing to accurately fit the undulating curves of the bridge deck. Meanwhile, the conventional 1:40 rail base slope cannot maintain sufficient contact between the wheels and rails under the dynamic deformation of flexible bridges. Furthermore, the lightweight sleeper design reduces the secondary dead load on the track, increasing the amplitude of the bridge deck's undulating sway under vehicle-bridge coupling. In terms of construction and measurement control, traditional construction methods rely on static CPIII absolute coordinates that deform with the beam. The use of asynchronous solid materials for secondary dead load loading causes a discrepancy between the actual deformation state of the flexible main beam and the theoretical simulation. This results in the inaccurate replacement of the initial preloading and subsequent loads, causing the static measurement control network to fail under dynamic conditions, leading to multi-valued measurement coordinates for elevation and geometric control. Overall, the design parameters and construction methods of existing technologies are not adequately matched to the dynamic deformation and dead load balancing requirements of long-span flexible bridges.

[0050] To address the shortcomings of existing technologies, this invention provides a multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper and a construction control method. This invention can also provide an anti-buoyancy anchoring component 410 and its clamping structure. Furthermore, this invention can provide a dynamic balance construction method combining water injection for ballast and synchronous unloading.

[0051] The technical principle of the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper of the present invention is to use the combined action of limiting tenons, anti-buoyancy devices and multi-dimensional buffer pads to solve the instability and damage problems caused by large structural deformation and high frequency impact during the service of long-span flexible bridge tracks.

[0052] Specifically, this invention utilizes an integrated prefabricated limiting tenon 110 inserted into a limiting groove 320 within a lateral stop structure 310 on the track bed base 300 to establish a horizontal boundary to prevent longitudinal and lateral slippage. Simultaneously, in conjunction with an anti-buoyancy device 400 and an anti-buoyancy buffer pad 250 anchored to the sidewall, the upper lifting force is converted into a continuously downward elastic preload, effectively suppressing track slippage. For the wavy undulations of the bridge deck, this invention deploys a variable stiffness support array at the bottom of the longitudinal sleepers 100. By setting the stiffness ratio of the first vertical buffer pad 210 at the end to the second vertical buffer pad 220 in the middle to 1 to 1.8, the differentiated elastic response allows the long-segment sleepers to adaptively fit the foundation deflection, eliminating stress concentration. Furthermore, this invention extensively employs longitudinal buffer pads 230, transverse buffer pads 240, and anti-buoyancy buffer pads 250 with asymmetrical structures on the limiting contact surface. The burr-like structure on one side achieves reliable anchoring to the concrete substrate, while the smooth surface on the other side releases interlayer shear stress, transforming rigid collisions between components into elastic isolation and preventing localized crushing. This invention also uses transverse connectors 130 to lock parallel sleepers into an integral frame. Combined with the 1:30 inclination of the rail bearing ramp 121 on the rail bearing platform 120 and the counterweight assembly 510 for precise adjustment of the secondary constant load, this improves the geometrical stability and operational smoothness of the track system under vehicle-bridge coupled dynamic conditions.

[0053] Example 1 The multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper of the present invention, such as Figure 1 As shown, it includes a longitudinal sleeper 100, an anti-buoyancy device 400, an anti-buoyancy buffer pad 250, and a first vertical buffer pad 210 and a second vertical buffer pad 220 disposed at the bottom of the longitudinal sleeper 100.

[0054] The track bed base 300 is fixed to the bridge deck 500 by shear connectors, providing a macroscopic load-bearing foundation for the entire track system. The shear connectors include shear studs 330. The longitudinal sleepers 100 are elastically supported on the top surface of the track bed base 300 by a first vertical buffer pad 210 and a second vertical buffer pad 220, forming an elastic isolation layer 200 between the sleepers and the base.

[0055] like Figure 1 and Figure 4 As shown, the longitudinal sleeper 100 extends longitudinally and is provided with a limiting tenon 110 extending to its side, which is used to limit the longitudinal sleeper 100 in multiple directions.

[0056] Preferably, the longitudinal sleepers 100 constitute the main load-bearing base of the track system. For example... Figure 1 , Figure 4 and Figure 9As shown, the longitudinal sleeper 100 presents as a long strip-shaped base structure extending longitudinally along the track. For example, the length of a single longitudinal sleeper 100 is set to 5.8m, 4.8m or 3.6m, and a gap of 0.2m is provided between two adjacent longitudinal sleepers 100, so that the longitudinal sleepers 100 arranged along the track direction form a discontinuous structural unit, thereby adapting to the large-scale temperature expansion and contraction of the bridge deck.

[0057] The longitudinal sleeper 100 is prefabricated in a factory using reinforced concrete or prestressed reinforced concrete to meet the strength and durability requirements of long-span flexible bridges for the track structure. During the prefabrication of the longitudinal sleeper 100, it is poured with the top surface facing down and the bottom surface facing up. The smooth surfaces of the longitudinal buffer pad 230 and the transverse buffer pad 240 are fitted into the template, and the template has corresponding embedding grooves matching the size of the buffer pads. After the concrete is poured but before initial setting, the non-smooth mechanical interlocking structure of the vertical buffer pad is pressed into the uncured concrete, achieving an integrated connection.

[0058] like Figure 1 and Figure 4 As shown, the limiting tenon 110 is a symmetrical protrusion extending outward from the transverse outer wall of the longitudinal sleeper 100, and the limiting tenon 110 and the longitudinal sleeper 100 are cast in a synchronous integral process, thus forming a continuous stress surface in the structure.

[0059] For example, such as Figure 1 and Figure 4 As shown, the limiting tenon 110 is a rectangular block, square column, or truncated cone block structure extending horizontally outward from the transverse side wall of the longitudinal sleeper 100. It forms a continuous stress transfer path through integral casting with the longitudinal sleeper 100 body. Combined with... Figure 1 , Figure 4 and Figure 12 The cross-sectional profile of the limiting tenon 110 is constructed to match the internal geometry of the limiting groove 320 with a non-acute angle, thereby utilizing surface contact instead of traditional point or line contact. Preferably, Figure 12 In the middle, the hollow arrow symbol on the right side of the first vertical buffer pad 210 is used to indicate the direction of displacement trend of the bottom of the longitudinal sleeper through the buffer pad and the base under the conditions of lateral load on the train or large-scale temperature expansion and contraction of the bridge. Figure 12 and Figure 13 The coiled tubular structure shown in the bottommost diagram (below the bridge deck 500) is a partial schematic diagram of the prestressed corrugated pipe and anchoring reinforcement embedded inside the bridge deck foundation structure. It is used to represent the overall stability of the lower bearing foundation and is not an improvement feature of the anti-derailment track system of this application.

[0060] It should be noted that, in order to highlight the multi-dimensional buffer and lateral restraint structure at the bottom of the longitudinal sleepers, Figure 12 and Figure 13 The details of the fastening system, spring clips, and embedded insulating sleeves on the top of the rail support platform 120 are omitted. In actual physical assembly, the rail 600 is not suspended in the air, but is fastened to the rail support slope 121 of the rail support platform 120 by the aforementioned fastening system.

[0061] According to a preferred embodiment, the sleeper of the present invention further includes a transverse connector 130. The transverse connector 130 is disposed between the parallel longitudinal sleepers 100 (see [link]). Figure 12 This connects the parallel longitudinal sleepers 100 into a whole, so as to maintain the track gauge stability of the track structure.

[0062] Preferably, the transverse connector 130 is configured as a rigid connecting beam with high torsional and shear strength, and is made of concrete-filled steel tubular structure, high-strength steel, or precast concrete components. For example... Figure 1 , Figure 4 and Figure 8 As shown, the transverse connecting members 130 are arranged at a preset fixed interval along the longitudinal direction of the track between the two longitudinal sleepers 100, forming a ladder-shaped frame load-bearing system. Figure 8 and Figure 12 As shown, the two ends of the transverse connector 130 extend into the interior of the longitudinal sleepers 100 on both sides, with the insertion depth preferably not less than half of the transverse width of the longitudinal sleeper 100, thereby establishing a reliable anchoring connection in the stress core area inside the longitudinal sleeper 100. The depth to which the transverse connector 130 extends into the longitudinal sleeper 100 is 75% of the transverse width of the longitudinal sleeper 100. The transverse connector 130 within the insertion range is provided with at least three through holes. A steel bar with a length three times the width of the transverse connector 130 is inserted into each through hole; and within the insertion range, the outer periphery of the transverse connector 130 is provided with 3 to 5 stirrups to enhance the anti-pull-out capability.

[0063] like Figure 12 As shown, the longitudinal sleeper 100 has a transverse through hole at the position corresponding to the transverse connector 130. The transverse connector 130 passes through this hole and is arranged alternately with the steel reinforcement skeleton disposed inside the longitudinal sleeper 100. Preferably, the annular gap between the transverse connector 130 and the transverse through hole is filled with high-strength expansion grouting material or epoxy resin filler. This filling structure utilizes expansion pressure to generate pre-stress at the connection interface, ensuring that there is no looseness between the transverse connector 130 and the longitudinal sleeper 100, and realizing direct load transmission.

[0064] Utilizing this rigid coupling structure, the transverse connector 130 transforms two independent longitudinal sleepers 100 into an integrated frame structure with coordinated deformation capabilities. When the transverse serpentine impact load generated by the high-speed passage of the train, the torsional load caused by the deflection of the main beam of the long-span bridge, and the ambient temperature stress act on the rail 600, the transverse connector 130 directly resists and offsets the lateral displacement component that causes the track gauge change through its transverse tensile and compressive stiffness.

[0065] This structural design solves the technical defects of existing technologies, such as lateral relative drift and gauge deviation that are prone to occur in longitudinal components under large-scale deformation conditions. By evenly distributing the locally concentrated impact force to the two longitudinal sleepers 100 and the lower lateral stop structure 310, the lateral connector 130 achieves steady-state maintenance of the track geometry under complex service dynamic environments, ensuring the relative geometric relationship of the wheel-rail contact point.

[0066] According to a preferred embodiment, longitudinal buffer pads 230 are provided on both longitudinal sides of the limiting tenon 110. Transverse buffer pads 240 are provided on the sides of the longitudinal sleeper 100. When the track bed base 300 is provided with a lateral stop structure 310, the longitudinal buffer pads 230 and the transverse buffer pads 240 provide elastic buffering between the longitudinal sleeper 100, the limiting tenon 110 and the lateral stop structure 310 to avoid direct contact between the components.

[0067] Preferably, the longitudinal cushioning pad 230 and the transverse cushioning pad 240 can be made of a plate-like material having a specific modulus of elasticity. For example... Figure 2 and Figure 12 As shown, the longitudinal buffer pad 230 and the transverse buffer pad 240 are formed as asymmetrical contact surfaces along the thickness direction, one side of which is formed as a burr surface with a non-smooth mechanical interlocking structure, and the other side is formed as a flat surface. Figure 12 As shown, the longitudinal buffer pad 230 is attached to the longitudinal sidewall of the limiting tenon 110 through its burred surface, and the transverse buffer pad 240 is attached to the transverse sidewall of the longitudinal sleeper 100 through its burred surface, utilizing the embedding effect during concrete prefabrication to enhance the strength of the connection interface. The flat surfaces are arranged facing the longitudinal inner wall of the limiting groove 320 and the inner sidewall of the lateral stop structure 310, respectively, forming a sliding friction surface that allows for a slight relative misalignment.

[0068] like Figure 1 , Figure 9 , Figure 12 and Figure 16 As shown, the longitudinal buffer pad 230 fills the longitudinal gap reserved between the limiting tenon 110 and the limiting groove 320, and the transverse buffer pad 240 fills the transverse gap reserved between the side wall of the longitudinal sleeper 100 and the lateral stop structure 310. Figure 9As shown, these elastic flat plate structures form a surrounding elastic layer on the horizontal plane that surrounds the limiting structure, effectively isolating all force contact points between the longitudinal sleeper 100 and the lateral stop structure 310 in the horizontal dimension.

[0069] In the face of complex linear changes in long-span suspension bridges, existing track restraint structures often employ rigid contact or single-dimensional restraint blocks. Under conditions of frequent train braking or large-scale thermal shrinkage of the bridge, rigid collisions and friction can easily occur between components, leading to local crushing, peeling, or even structural failure of concrete components.

[0070] Therefore, this invention constructs a multi-directional synergistic buffer structure using longitudinal buffer pads 230 and transverse buffer pads 240. When the track system is subjected to longitudinal creeping forces or transverse serpentine impact forces from the train, the longitudinal buffer pads 230 and transverse buffer pads 240 utilize their compressive deformation along the thickness direction to convert the concentrated impact load into elastic damping forces. Figure 4 and Figure 6 As shown, this elastic filling mechanism utilizes the deformation stroke of the gap-fitting buffer pad to adapt to the small displacement deflection of the longitudinal sleeper 100 in three-dimensional space.

[0071] By utilizing this isolation structure incorporating elastic buffer material, the present invention achieves multi-directional steady-state constraint on the longitudinal sleeper 100, solving the problems of limit failure and component breakage caused by rigid contact. Figure 12 As shown, the low-friction design between the flat surface and the lateral stop structure 310 releases some of the interlayer shear stress, while the integrated combination of the burr surface and the concrete matrix ensures that the buffer element does not shift or fall off under long-term high-frequency vibration environment, thereby ensuring the geometric stability and full life cycle reliability of the track structure under dynamic service environment.

[0072] According to a preferred embodiment, the top of the longitudinal sleeper 100 is provided with a rail support platform 120, which has pre-embedded holes 122 and an inwardly inclined rail support surface 121 to ensure effective contact between the wheels and the rails 600 under the dynamic deformation conditions of the flexible bridge, thereby improving the lateral stability of the train operation.

[0073] Preferably, the rail support platform 120 is a rectangular or trapezoidal platform that partially protrudes upward from the top surface of the longitudinal sleeper 100, forming an integral cast-in-place structure with the longitudinal sleeper 100 body to provide a high-rigidity rail support base. Figure 1 , Figure 9 and Figure 12 As shown, the rail support platform 120 is arranged in an array along the longitudinal axis of the longitudinal sleeper 100 at a preset sleeper spacing (such as 600mm to 650mm).

[0074] The rail support platform 120 is provided with pre-embedded holes 122 and an inwardly inclined rail support surface 121. For example... Figure 6 and Figure 12 As shown, the inclined surface 121 is located at the top of the rail support platform 120, and its planar shape presents a geometric state that is inclined downward towards the center line of the track.

[0075] Preferably, the inclination of the rail-supporting ramp 121 is set to a rail bottom slope range of 1:40 to 1:30, based on the dynamic alignment characteristics of long-span flexible bridges. For example... Figure 12 As shown, the pre-embedded hole 122 is opened perpendicular to the inclined surface 121 of the rail bearing, and an insulating sleeve or anchoring component for installing fastening bolts is pre-installed inside the pre-embedded hole 122. This inclined arrangement ensures that after the rail 600 is installed, its central axis of symmetry forms a preset angle with the normal direction of the horizontal plane, thereby optimizing the spatial geometry of the wheel-rail contact point.

[0076] In existing technologies for flexible bridges (such as suspension bridges and cable-stayed bridges), the bridge deck is prone to large-scale lateral swaying or torsional deformation due to environmental loads. Traditional horizontal rail bearing interfaces require wedge-shaped pads to be installed under the fasteners, with a slope of 1:40 or 1:30. This causes an outward horizontal component force to be applied to the fasteners when the wheel and rail are in contact, which causes the 600mm side flange of the rail to deviate. This not only aggravates wheel flange wear, but also causes the risk of lateral instability under extreme dynamic deformation.

[0077] To this end, the present invention utilizes the inclination design provided by the inclined surface 121 to ensure that the wheel-rail force can be transmitted perpendicularly to the inclined surface 121 to the longitudinal sleeper 100, avoiding the horizontal component force and maintaining a stable wheel-rail contact state. When the flexible bridge undergoes dynamic deflection, the inwardly inclined inclined surface 121 guides the bottom of the rail 600 to maintain a preset inward inclination state, and utilizes the matching relationship between the arc of the rail top surface and the taper of the wheel tread to guide the wheel-rail contact force line to the center area of ​​the rail.

[0078] By utilizing this geometrically adapted structure, the track support platform 120 enhances the track system's self-centering capability and lateral stiffness. For example... Figure 12 As shown, the rail 600 is secured to the inclined surface 121 of the rail bearing by the clamping force applied by the pre-embedded hole 122 and the fastening system, solving the problem of lateral displacement of the wheel-rail contact point under large-scale deformation conditions. This design achieves stable maintenance of the wheel-rail geometry in complex dynamic environments, improving the lateral smoothness and safety of trains when passing through flexible bridge sections.

[0079] To control the longitudinal tension caused by the deformation difference between the rail 600 and the bridge, the rail 600 is locked to the longitudinal sleeper 100 by fasteners of different stiffnesses. The fastening force of the fasteners on the rail 600 exhibits a distribution pattern of 0.2+0.6+0.2 along the bridge span.

[0080] Specifically, taking the bridge span L as an example, full-resistance fasteners are used within 0.6L of the bridge span, meaning the fastening force is greater than 1.3 times the longitudinal expansion force of the rail 600; and low-resistance fasteners are used within 0.2L of the distance from both ends of the bridge span, meaning the fastening force is 0.8 times the longitudinal expansion force of the rail 600, in order to release part of the longitudinal displacement of the rail 600 and transfer the longitudinal sliding force to the lateral stop structure 310 through the limiting tenon 110.

[0081] An anti-buoyancy device 400 is disposed laterally on the external track bed base 300. The anti-buoyancy device 400 includes a vertically arranged stiffening plate 430 and a cantilever pressure plate 420 extending laterally from the stiffening plate 430. Preferably, the stiffening plate 430 and the cantilever pressure plate 420 are integrally formed. The cantilever pressure plate 420 is anchored to the track bed base 300. The cantilever pressure plate 420 extends above the limiting tenon 110. The cantilever pressure plate 420 has a plate-like structure with a through hole. The anti-buoyancy device 400 is used to clamp the limiting tenon 110 with the cantilever pressure plate 420, thereby achieving vertical limitation of the longitudinal sleeper 100, and increasing the structural stiffness of the cantilever pressure plate 420 through the stiffening plate 430 to resist deformation.

[0082] Preferably, the stiffening plate 430 has a vertical plate-like structure. Preferably, the anti-buoyancy device 400 further includes an anchoring component 410, such as... Figure 10 and Figure 12 As shown, the anti-buoyancy device 400 is connected and anchored to the track bed base 300 through a through hole on the horizontal base of the cantilever plate 420 and an anchoring assembly 410, so as to transfer the vertical lifting force borne by the anti-buoyancy device 400 to the track bed base 300. The anchoring assembly 410 is an anti-buoyancy anchor rod implanted inside the track bed base 300, and the bottom end of the anti-buoyancy anchor rod can be provided with a pre-embedded sleeve, a bottom enlarged head, or a barb structure to enhance the pull-out strength in the concrete matrix.

[0083] Existing technologies, such as anti-buoyancy structures, often employ rigid locking structures to address the static buoyancy during construction. These are ill-suited for the dynamic uplift of elastic floating structures like suspension bridges during operation, caused by significant changes in the main beam deflection. Furthermore, under the dynamic load of trains, this rigid contact can easily lead to fatigue failure of the concrete restraining components. To address this deficiency, this invention utilizes the spatial interference fit between the cantilever pressure plate 420 and the restraining tenon 110, along with an anti-buoyancy buffer pad 250 positioned between them, to construct an elastic pre-compression system.

[0084] Preferably, the clamping strength of the cantilever plate 420 is adjusted by the anchoring state of the anchoring assembly 410. The ratio of the bolt anchoring force N provided by the anchoring assembly 410 to the buoyancy force F on the track is set between 1.1 and 1.5, and this ratio is preferably 1.5 in the mid-span region of the bridge.

[0085] In the bridge bearing area, the ratio is set to 1.1; in the section between the bridge mid-span and the bearing area, the ratio is determined using linear interpolation to accommodate changes in the main bridge's deflection curve. For example... Figure 15 As shown, the horizontal axis of the main bridge deflection curve represents the longitudinal coordinate of the bridge, and the vertical axis represents the vertical displacement of the bridge at each longitudinal coordinate position. The main bridge deflection curve characterizes the variation of the bridge's vertical displacement with the longitudinal coordinate, and the corresponding buoyancy force F for each section is determined accordingly.

[0086] By applying this controllable downward clamping force, the present invention suppresses the track lifting effect caused by the undulation of the substructure and the rail constraint lifting. In addition, a gap is reserved between the cantilever plate 420 and the limiting tenon 110. By utilizing this reserved gap in conjunction with the elastic deformation of the anti-buoyancy buffer pad 250, the rigid collision that might otherwise occur is transformed into elastic isolation, thereby solving the problem of local compression damage to components caused by slippage or impact and avoiding local damage to the limiting components.

[0087] An anti-buoyancy buffer pad 250 is disposed between the cantilever pressure plate 420 and the limiting tenon 110 to convert the clamping force of the cantilever pressure plate 420 into a vertically downward elastic preload to suppress track slippage.

[0088] Preferably, the anti-buoyancy cushioning pad 250 is configured as a pad made of a resilient plate-like material, exhibiting an asymmetrical structure with a burr-like texture on one side and a smooth surface on the opposite side. For example... Figure 1 , Figure 2 and Figure 12 As shown, the side of the anti-buoyancy buffer pad 250 with a burred structure is attached to the concrete top surface of the limiting tenon 110. During the concrete pouring and forming stage, the burred structure is embedded into the matrix of the limiting tenon 110, establishing a peel-resistant and shear-resistant connection interface between the two through the embedding action. The smooth surface is arranged facing upwards and is attached to the bottom surface of the steel cantilever plate 420, forming a contact isolation layer between the cantilever plate 420 and the limiting tenon 110.

[0089] Combining the structural features and elastic properties of the anti-buoyancy buffer pad 250, it alters the force transmission path of the anti-buoyancy device 400. When the track system is subjected to structural deformation or train dynamic loads, the smooth surface provides a contact surface for the bottom of the cantilever pressure plate 420, allowing for horizontal relative sliding, thus releasing shear stress between component layers. Simultaneously, the anti-buoyancy buffer pad 250 undergoes elastic compressive deformation vertically under pressure, dispersing and transforming the concentrated clamping force applied by the cantilever pressure plate 420 into a vertically downward elastic preload. This elastic preload exerts downward displacement constraint on the limiting tenon 110, suppressing the occurrence of track structure delamination. The elastic isolation effect of the anti-buoyancy buffer pad 250 avoids direct rigid contact between steel and concrete components due to differences in hardness, reducing the risk of structural fracture of the limiting tenon 110 due to localized pressure, and maintaining the structural integrity of the track system under dynamic service conditions.

[0090] The first vertical buffer pad 210 is disposed at the longitudinal end of the longitudinal sleeper 100. The longitudinal end of the present invention refers to the two geometric ends of the longitudinal sleeper 100 along its main extension direction and the local boundary section of the adjacent ends. Under the condition that the track system is subjected to the wavy undulation of the substructure, the longitudinal end corresponds to the displacement sensitive area where long segment rigid members are prone to relative tilting or falling, thereby detaching from the foundation support.

[0091] The second vertical buffer pad 220 is disposed in the longitudinal middle of the longitudinal sleeper 100. The longitudinal middle refers to the intermediate section of the longitudinal sleeper 100 along its main extension direction, spanning between the two longitudinal ends. When a long segment structure crosses a subfoundation that causes uneven settlement or local deflection, the longitudinal middle corresponds to a transition area that requires a large elastic compression stroke to absorb geometric deformation.

[0092] The stiffness of the first vertical buffer pad 210 is greater than that of the second vertical buffer pad 220, which is used to coordinate the deformation of the longitudinal sleeper 100 and the track bed base 300. Here, stiffness refers to the force required for the longitudinal sleeper 100 to produce a unit compressive displacement in the vertical compression direction. The larger the stiffness value, the stronger the ability of the buffer pad layer to resist compressive deformation, and the smaller the displacement generated when subjected to the same vertical load.

[0093] Preferably, the first vertical buffer pad 210 and the second vertical buffer pad 220 are configured as buffer pad layers made of elastic plate material, together forming a discrete support array between the longitudinal sleeper 100 and the track bed base 300. The discrete support array refers to a discontinuous support structure formed by multiple first vertical buffer pads 210 or second vertical buffer pads 220 arranged longitudinally at intervals. Differential displacement compensation for the longitudinal sleeper is achieved through the independent elastic deformation of each buffer pad layer. In the non-supported area between the longitudinal sleeper 100 and the track bed base 300, excluding the buffer pads, elastic foam boards are used for coverage. The initial thickness of the elastic foam board is set to be at least 1.5 times the reserved gap in the corresponding area to prevent concrete slurry from entering the gap when pouring the track bed base 300.

[0094] like Figure 1 , Figure 2 and Figure 16 As shown, four to six buffer pads made of elastic plate material are bonded longitudinally at intervals on the bottom surface of a single longitudinal sleeper 100. The buffer pads located at the bottom of both ends of the longitudinal sleeper 100 are the first vertical buffer pads 210, and the buffer pads located at the bottom of the middle of the longitudinal sleeper 100 are the second vertical buffer pads 220.

[0095] According to a preferred embodiment, one side of the first vertical buffer pad 210, the second vertical buffer pad 220, and the anti-buoyancy buffer pad 250 is provided with a non-smooth mechanical interlocking structure to enhance the adhesion between the buffer pad and the concrete structure, while the opposite side is a flat surface to improve peel resistance. It is understood that when the multi-dimensional buffer anti-buoyancy limiting precast sleeper includes a longitudinal buffer pad 230 and a transverse buffer pad 240, one side of both the longitudinal and transverse buffer pads 230 and 240 is also provided with a non-smooth mechanical interlocking structure, while the opposite side is a flat surface. Specifically, all buffer pads in this embodiment of the invention (including the first vertical buffer pad 210, the second vertical buffer pad 220, the longitudinal buffer pad 230, the transverse buffer pad 240, and the anti-buoyancy buffer pad 250) have a burr structure on one side and a smooth surface on the other. This effectively releases shear stress between the contact layers while achieving reliable anchorage with the concrete matrix, comprehensively preventing fatigue peeling risks under high-frequency dynamic loads.

[0096] Preferably, the first vertical buffer pad 210 and the second vertical buffer pad 220 have asymmetrical contact surfaces along the thickness direction. The side of the buffer pad layer that adheres to the bottom surface of the longitudinal sleeper 100 is formed with a bristle-like surface. The bristle-like structure penetrates deep into the concrete matrix during the prefabrication stage to enhance the adhesion between the buffer pad layer and the longitudinal sleeper 100. The opposite side of the buffer pad layer, facing away from the longitudinal sleeper 100, is formed with a smooth surface and contacts the underlying track bed base 300.

[0097] The first vertical buffer pad 210 and the second vertical buffer pad 220 exhibit a gradient difference based on the elastic deformation under a unit force. The elastic deformation of the first vertical buffer pad 210 under a unit force is less than that of the second vertical buffer pad 220, meaning that the stiffness of the first vertical buffer pad 210 is greater than that of the second vertical buffer pad 220. Furthermore, the stiffness ratio of the first vertical buffer pad 210 to the second vertical buffer pad 220 is limited to the range of 1 to 1.8. Specifically, the first vertical buffer pad 210 and the second vertical buffer pad 220 are configured with differentiated elastic moduli by adjusting the porosity of their materials; where the smaller the porosity, the greater the stiffness of the buffer pad. Optionally, the stiffness can be adjusted by setting different thickness parameters; with the same elastic modulus, a smaller thickness results in greater stiffness.

[0098] Existing technologies, when dealing with long-span flexible suspension bridges, cannot match the undulating surface of the bridge deck with traditional mean stiffness supports, easily causing localized pressure damage or end detachment of sleepers from the foundation. To address this deficiency, this invention utilizes an elastic plate material with a burred surface to construct a stable attachment interface and establishes a differentiated vertical deformation compensation mechanism through a stiffness gradient distribution. The high-stiffness first vertical buffer pad 210 at the ends provides strong compressive support to prevent the ends of the longitudinal sleeper 100 from warping and detaching; the low-stiffness second vertical buffer pad 220 in the middle provides a large elastic compression stroke to absorb uneven settlement and local deflection of the track bed foundation 300, ultimately enabling the long-segment longitudinal sleeper 100 to adaptively fit the undulating deformation curve of the underlying foundation.

[0099] According to a preferred embodiment, the track bed base 300 is provided with a lateral stop structure 310. The lateral stop structure 310 has a limiting groove 320, and a limiting tenon 110 is accommodated within the limiting groove 320 to limit the longitudinal displacement of the limiting tenon 110. The lateral stop structure 310 limits the lateral displacement of the limiting tenon 110 by abutting against a lateral buffer pad 240. Preferably, as... Figure 1 , Figure 4 and Figure 5 As shown, the lateral stop structure 310 is configured as a shoulder structure located on both sides of the track bed base 300 and protruding upward. The lateral stop structure 310 and the track bed base 300 form an integrated structure, creating a boundary to resist lateral displacement on the lateral outer side of the longitudinal sleeper 100.

[0100] Preferably, the limiting groove 320 is formed on the inner wall of the lateral stop structure 310, creating an outwardly penetrating accommodating space. The limiting groove 320 is configured as a hollow cavity to provide a vertical assembly channel for the limiting tenon 110. The limiting tenon 110 protrudes laterally outward from the side wall of the longitudinal sleeper 100 and is inserted into the limiting groove 320, such that the outer contour of the limiting tenon 110 and the internal space of the limiting groove 320 geometrically overlap on the horizontal projection plane. This interface-based nested structure constitutes a limiting structure that restricts the multi-directional displacement of the longitudinal sleeper 100.

[0101] Preferably, the outer dimensions of the limiting tenon 110 are smaller than the internal clearance dimensions of the limiting groove 320, with a pre-installed assembly gap between them. Considering the dynamic stress characteristics of the track system, a longitudinal buffer pad 230 and a transverse buffer pad 240 are arranged within this assembly gap. When longitudinal slippage and transverse impact occur due to train loads, temperature shrinkage, and deformation of the flexible bridge structure, the longitudinal buffer pad 230 and the transverse buffer pad 240 provide elastic buffering between the limiting tenon 110, the longitudinal sleeper 100, and the lateral stop structure 310. By limiting the movement boundary of the limiting tenon 110, multi-directional sliding forces and impact kinetic energy are transferred to the lateral stop structure 310, achieving displacement blocking while avoiding direct rigid contact between components, effectively preventing damage to the concrete interface due to hard compression.

[0102] According to a preferred embodiment, the counterweight assembly 510 is disposed between the parallel longitudinal sleepers 100 (see [reference]). Figure 7 This is used to adjust the secondary constant load distribution of the track structure in order to suppress bridge deck vibration under vehicle-bridge coupling.

[0103] Preferably, such as Figure 7 and Figure 13 As shown, the counterweight assembly 510 is configured as a discontinuous loading unit consisting of prefabricated counterweight blocks. Figure 13 As shown, the counterweight assembly 510 is installed in the empty area between two parallel longitudinal sleepers 100. Figure 7 As shown, the counterweight components 510 are distributed at intervals along the longitudinal direction of the track, and their lateral width is adapted to the clearance distance between the two longitudinal sleepers 100, thereby achieving effective compensation for the local constant load of the track system without occupying the dynamic deformation space of the longitudinal sleepers 100.

[0104] like Figure 13As shown, the counterweight assembly 510 is rigidly fixed to the underlying bridge deck system via a mechanical locking mechanism. The bridge body has screw anchor sleeves at corresponding positions, and the counterweight assembly 510 utilizes anchor rods passing through its body and locked within these screw anchor sleeves. This locking mechanism effectively prevents the counterweight assembly 510 from vertically slipping, shifting, or experiencing collision noise due to vibration when the long-span flexible bridge experiences significant up-and-down fluctuations under environmental loads, ensuring the stability of the track's second-phase constant load distribution under dynamic service conditions.

[0105] like Figure 7 As shown, the mass of the counterweight assembly 510 throughout the entire bridge exhibits a non-uniform gradient distribution. The specific weight and laying density of the counterweight assembly 510 in each section are calculated based on vehicle-track-bridge dynamic simulation analysis, which is used to specifically fit the deflection curve of the long-span suspension bridge under a specific alignment.

[0106] In existing technologies, if lightweight prefabricated track structures are used in long-span flexible bridges, the wavy swaying of the bridge deck system often increases due to insufficient secondary dead load. This invention suppresses the wavy swaying of the bridge deck by adding counterweight components 510 within the longitudinal sleeper gaps 100.

[0107] like Figure 13 As shown, by filling the space between the two longitudinal sleepers 100 with high-density counterweight components, the loss of dead load caused by the lightweight sleepers is compensated, and the vibration resistance of the track system is increased. Figure 7 As shown, by utilizing the detachable structural characteristics of the counterweight component 510, the loading process of the second-phase dead load on the track is decomposed into a time sequence. By gradually loading the counterweight during the construction phase, the linear response of the main beam during track laying can be controlled.

[0108] By utilizing this counterweight system that integrates anchoring and locking with non-uniform distribution characteristics, this invention improves the dynamic stability of the track system on long-span flexible bridges. For example... Figure 13 As shown, the counterweight component 510 not only achieves the constant load adjustment function, but also avoids the high cost and construction difficulty brought about by using heavy track plates, and ensures the smooth operation of the wheel-rail system in complex vehicle-bridge coupling environment.

[0109] Example 2 This embodiment is a further improvement on embodiment 1, and repeated content will not be described again.

[0110] This invention provides a construction control method for multi-dimensional buffer anti-buoyancy limiting prefabricated sleepers, comprising the following steps.

[0111] S001: Preliminary preparations.

[0112] like Figure 14As shown, after the main bridge was closed, the bridge deformation was continuously monitored (for 7 days) to obtain the dynamic deformation response law of the bridge. Based on this, the theoretical model was modified and the counterweight load was calculated. Shear studs 330 were welded on the bridge deck and PBL keys were set to establish a mechanical connection between the track bed foundation 300 and the bridge deck 500. The second-phase dead load was simulated by filling the entire bridge with water tanks for counterweight. The construction support frame 700 was installed (see...). Figure 3 and Figure 11 ), and an isolation sleeve is installed on the outside of the support rod that passes through the area to be poured, so that the longitudinal sleeper 100 is suspended and supported above the bridge.

[0113] S002: Laying and erecting buffer pads and longitudinal sleepers 100.

[0114] like Figures 1 to 14 As shown, the layout is performed based on the relative elevation difference control method, establishing an absolute elevation benchmark based on the stable piers at both ends of the bridge. In this embodiment, the first vertical buffer pad 210 and the second vertical buffer pad 220 are prefabricated in the factory and integrated into corresponding positions at the bottom of the longitudinal sleeper 100. One side of the first vertical buffer pad 210 and the second vertical buffer pad 220 is provided with a non-smooth mechanical interlocking structure to enhance adhesion, while the opposite side is a flat surface, positioning the first vertical buffer pad 210 at the longitudinal end of the longitudinal sleeper 100. The second vertical buffer pad 220 is positioned at the longitudinal middle of the longitudinal sleeper 100. More preferably, the longitudinal buffer pad 230 and the transverse buffer pad 240 can also be prefabricated in this step. During on-site construction, height adjustment blocks 520 are placed under the first vertical buffer pad 210 and the second vertical buffer pad 220 at the bottom of the longitudinal sleeper 100. The purpose of installing the height adjustment pad 520 in this step is to ensure that if the bridge experiences significant subsidence or uplift during the early construction or operation of the track after the track is laid, the geometry of the track surface can be accurately and quickly restored to the preset position by directly increasing or decreasing the thickness of the height adjustment pad 520.

[0115] Preferably, the stiffness of the first vertical buffer pad 210 is greater than that of the second vertical buffer pad 220, and the stiffness ratio between the two is set to 1 to 1.8 to fit the undulating curve of the bridge. Subsequently, the longitudinal sleeper 100 with the first vertical buffer pad 210 and the second vertical buffer pad 220 attached to its bottom is hoisted. By controlling the translation and elevation, the limiting tenon 110 extending laterally from the longitudinal sleeper 100 is positioned in the predetermined limiting area on the side of the track bed base 300, and a gap is reserved between the longitudinal sleeper 100 and the non-buffered area of ​​the track bed base 300.

[0116] like Figure 17 and Figure 18As shown, before pouring concrete for the track bed base 300 on site, a wrapping sleeve 800 and an isolation material 900 are used for pollution prevention and gap control. The two are arranged in a layered assembly relationship from the inside to the outside in space.

[0117] like Figure 17 As shown, the outermost protective structure, the sheath 800 forms a flexible protective layer covering the periphery of the longitudinal sleeper 100. Before on-site construction hoisting and concrete pouring, the sheath 800 is placed over the longitudinal sleeper 100, which already has the prefabricated inner layer of isolation material 900 and various buffer pads. The sheath 800 not only covers the body of the longitudinal sleeper 100, but also simultaneously covers the flat surfaces of the prefabricated limiting tenons 110, the bottom surface of the longitudinal sleeper 100, and the buffer pads around it, as well as the isolation material 900, to intercept the slurry during concrete pouring and prevent the slurry from contaminating the buffer pads. To avoid the transverse connector 130, the wrapping sleeve 800 is cut open at the transverse connector 130 to form a sleeve opening; in the construction assembly state, the sleeve opening structure fits and surrounds the root edge of the transverse connector 130 extending out of the longitudinal sleeper 100 side wall, thereby ensuring the connection function of the transverse connector 130 while sealing the channel for grout to leak to the bottom of the longitudinal sleeper 100.

[0118] like Figure 18 As shown, as an inner occupant structure, the isolation material 900 is disposed in the non-buffered area of ​​the bottom and sidewalls of the longitudinal sleeper 100. The boundary of the isolation material 900 is connected to the edges of the factory-prefabricated first vertical buffer pad 210, second vertical buffer pad 220, longitudinal buffer pad 230, and transverse buffer pad 240, and its surface is flush with the surface under compression. In conjunction with the aforementioned embodiment, the isolation material 900 is preferably an elastic foam board with a thickness greater than 1.5 times the corresponding reserved gap, used to fill the reserved assembly gap in the non-buffered area. When pouring concrete for the track bed base 300, the isolation material 900 acts as a physical barrier to prevent concrete slurry from seeping into the non-buffered area. After the track bed base 300 hardens and is formed, the isolation material 900 composed of elastic foam board prevents the post-cast track bed base 300 from bonding with the longitudinal sleeper 100. Thus, when the track system is subjected to train loads and bridge torsional deformation, it ensures that the relative sliding gap reserved between the longitudinal sleeper 100 and the lateral stop structure 310 is not blocked by the hardened concrete, maintaining the function of dynamic and coordinated deformation of the track system.

[0119] S003: Construction and simultaneous unloading of track bed foundation.

[0120] like Figure 14 As shown, the reinforcing bars of the track bed base 300 are tied, and anchor sleeves are pre-embedded in the lateral stop structure 310 on the side of the track bed base 300. To control a high standard of installation accuracy and avoid contamination during subsequent pouring, the pre-embedded sleeve process preferably adopts one of the following two high-precision positioning techniques: Positioning process 1 (integrated casting positioning method): On site, the anti-buoyancy device 400 body, anchor bolts and sleeve are pre-assembled into an integral module, which is then fixed in the steel mesh as an embedded part.

[0121] Positioning Process Two (Equivalent Tooling Isolation Method): A specially designed temporary positioning fixture is used to spatially pre-embed and position the bolt sleeve. The geometric dimensions and hole distribution of this temporary fixture are completely consistent with the actual anti-buoyancy device 400.

[0122] Subsequently, the concrete for the track bed base 300 is poured, embedding the side with the non-smooth mechanical interlocking structure into the concrete and bonding it as a whole (if process one is used, the entire module is poured and fixed as a whole; if process two is used, temporary fixtures can prevent damage to the actual anti-buoyancy device 400). During this process, the counterweight load is unloaded synchronously: every time a section of longitudinal sleeper 100 is installed and the post-poured track bed base 300 is poured, the counterweight in the corresponding area is removed synchronously and by equal weight to ensure that the total dead load borne by the bridge remains constant at all times, so as to maintain the adjusted track geometry.

[0123] S004: Support removal and second-phase permanent load construction.

[0124] like Figure 14 As shown, after the track bed foundation 300 reaches its strength, the support rods are directly pulled out and the construction support frame 700 is dismantled due to the anti-adhesion effect of the isolation sleeve. Second-phase permanent load construction, including sound barriers and railings, is then carried out gradually. Based on the loading value, the same weight of water load is quickly discharged to maintain the overall load balance of the bridge and achieve a balance between the initial loading and subsequent loading.

[0125] S005: Fine-tuning of the alignment after the second phase of constant load.

[0126] like Figure 14 As shown, all water tank loads are removed, and counterweight components 510 are used to adjust the alignment in the empty area between the parallel longitudinal sleepers 100 to control the distribution of the second-phase dead load. The counterweight components 510 are then locked to the bridge deck 500 by anchor bolts to prevent them from coming loose as the bridge undulates.

[0127] The rail 600 is hoisted onto the rail support platform 120 and fastened using the fastener system pre-installed in the pre-embedded holes 122. During fastening, different resistance fastening forces are applied according to the bridge span section (a fastening force greater than 1.3 times the longitudinal expansion force of the rail is applied in the 0.6L range at the middle of the span (total resistance), and a fastening force of 0.8 times the longitudinal expansion force of the rail is applied in the 0.2L range at both ends (small resistance)).

[0128] S006: Install anti-buoyancy device 400.

[0129] In this embodiment, the anti-buoyancy buffer pad 250, longitudinal buffer pad 230, and transverse buffer pad 240, like the first vertical buffer pad 210 and the second vertical buffer pad 220, are pre-attached and integrally cured onto the corresponding surfaces of the longitudinal sleeper 100 and the limiting tenon 110 during the factory prefabrication stage. In conjunction with the aforementioned pre-embedding process, if positioning process one is used in step S003, the anti-buoyancy device 400 is integrally cast with the track bed base 300; if positioning process two is used, the temporary positioning fixtures on the lateral stop structure 310 are removed at this stage, and the actual anti-buoyancy device 400 is formally installed and anchored. The anchoring state of the anti-buoyancy device 400 is adjusted, and the cantilever pressure plate 420 is controlled to apply clamping pressure to the anti-buoyancy buffer pad 250 and the limiting tenon 110. The compression stroke of the anti-buoyancy buffer pad 250 is determined based on the ratio of the anchoring force to the vertical lifting force, which is set to 1.1 to 1.5. The clamping force is converted into a vertically downward elastic preload, which coordinates the deformation between the longitudinal sleeper 100 and the track bed base 300 and prevents the track from slipping out. The overall track acceptance is then completed.

[0130] S007: Dynamic adjustment of the linear shape during the operation period.

[0131] like Figure 14 As shown, the dynamic adjustment of the linear shape during the operation period is divided into two levels.

[0132] Level 1: Adjustment is achieved using fastener rubber pads, with an adjustment range of 0~20mm. The rail alignment is corrected by increasing or decreasing the thickness of the pads.

[0133] Level 2: When the deformation exceeds the adjustment range, the fastener is reset to zero, and an adjustment shim 520 is installed below the first vertical buffer pad 210 and the second vertical buffer pad 220. Figure 12 and 13 As shown. The height adjustment shim 520 is made of polyurethane rubber layer and stainless steel sheet laminated and hot-pressed. By inserting the height adjustment shim 520, the rail 600 is restored to the initial design height.

[0134] When making dynamic adjustments to the linear shape, the first-level adjustment using the fastener rubber pad should be used first. When the cumulative deformation exceeds the adjustment range of the first level, the fastener rubber pad should be restored to the standard value, and then the second-level adjustment using the height adjustment block 520 should be performed.

[0135] In summary, the technical solution of this invention has the following comprehensive technical advantages compared with existing vibration-damping track structures when dealing with the complex dynamic deformation of long-span flexible bridges: CN102146643A discloses a continuously arranged longitudinal beam and a bottom vibration damping pad. However, its rigid connection structure is prone to local breakage and track slippage defects when facing the dynamic deformation of long-span bridges. To address the objective problems of slippage and rigid collision, this application's multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper and construction control method includes an anti-buoyancy device 400 that guides the upward lifting force to a specific clamping position of the limiting tenon 110; an anchoring assembly 410 anchors the cantilever pressure plate 420 to the track bed base 300; the cantilever pressure plate 420 extends above the limiting tenon 110, with a gap reserved between them and an anti-buoyancy buffer pad 250 is provided. Under the condition of upward deflection and buoyancy of the bridge, by adjusting the preload of the anchoring assembly 410, the cantilever pressure plate 420 undergoes a slight forced downward pressure, causing the anti-buoyancy buffer pad 250 to compress and deform. The anti-buoyancy buffer pad 250 converts the clamping force into a vertically downward elastic preload, creating a dynamic clamping and anti-loosening pre-tightening relationship with the limiting tenon 110. Under the condition of lateral eccentric load torsion on the bridge deck, the anchoring component 410 and the anti-buoyancy device 400 create an anti-shear displacement constraint relationship. Through the conversion of elastic preload, the transmission path of the vertical limiting force of the longitudinal sleeper by the anti-buoyancy device is established, solving the technical problem that the fixed support structure cannot adapt to the undulation of the bridge and achieving deformation coordination.

[0136] CN102146643A achieves passive lateral restraint solely through the side of the L-shaped support and the buffer material pad. In this application, the integrally formed restraining tenon 110 on the outer side of the longitudinal sleeper 100 is inserted into a lateral stop structure 310 with an inwardly opening restraining groove 320. A multi-dimensional buffer gap is reserved between the two, and a longitudinal buffer pad 230 and a lateral buffer pad 240 are provided. This nested layout provides multi-dimensional elastic isolation while enabling the lateral stop structure 310 to create a multi-directional displacement blocking relationship against the longitudinal sleeper 100, preventing direct rigid collisions between components.

[0137] CN102146643A uses concrete connecting plates to connect longitudinal beams laterally. To address the lateral impact caused by the train's serpentine movement, this application incorporates through-bar reinforcement within the lateral connector 130 and anti-pull-out stirrups at its ends. During factory prefabrication, the lateral connector 130 extends into the longitudinal sleepers 100 at both ends to a depth of 75% of the lateral width of the sleepers 100, establishing a deep anchorage connection within the core load-bearing area of ​​the sleepers 100. The lateral connector 130, together with the parallel-arranged left and right longitudinal sleepers 100, forms a ladder-shaped frame structure, enhancing the lateral stiffness and torsional resistance of the track system. This maintains track gauge stability under dynamic eccentric loading conditions and avoids the lateral drift inherent in discrete single longitudinal beams.

[0138] CN102146643A's bottom damping material pad does not disclose a variable stiffness and asymmetric contact surface structure. In this application, the first vertical buffer pad 210, the second vertical buffer pad 220, the longitudinal buffer pad 230, and the transverse buffer pad 240 exhibit asymmetric contact surfaces along the thickness direction. The side facing the concrete structure has a non-smooth mechanical interlocking structure, and the first vertical buffer pad 210, positioned at the bottom end of the longitudinal sleeper 100, relies on this structure to embed into the concrete matrix to form an anti-peel adhesion connection; the opposite flat surface contacts the track bed base 300 when the bridge deck undergoes dynamic deformation, allowing a small amount of relative sliding to release interlayer shear stress. The stiffness of the first vertical buffer pad 210 is set greater than that of the second vertical buffer pad 220 located in the middle of the longitudinal direction, forming a discrete support array with stiffness gradient differences, enabling the long segment sleeper to adaptively fit the deflection fluctuation curve of the main bridge.

[0139] The rail support platform 120 supports the rail 600 and transfers the load to the longitudinal sleepers 100. The rail support platform 120 has pre-embedded holes 122, inside which are pre-installed insulating sleeves or anchoring components for installing fasteners. The fastening force of the fasteners on the rail 600 exhibits a distribution pattern of 0.2+0.6+0.2 along the bridge span: full-resistance fasteners are used within 0.6L of the mid-span, and low-resistance fasteners are used within 0.2L of the two end edges to release some of the longitudinal displacement of the rail 600. The top surface of the rail support platform 120 has an inwardly inclined rail support surface 121 with an inclination of 1:30, which, in conjunction with the fastening force of the fastener system, guides the wheel-rail contact line, maintaining the optimal geometric and dynamic contact posture between the train wheel tread and the rail 600 under the dynamic deflection conditions of the flexible bridge.

[0140] The isolation material 900 is placed in the non-buffered area at the bottom of the longitudinal sleeper 100, with its edges connecting to the edges of the corresponding buffer pads. During the pouring of the track bed base 300, the isolation material 900 acts as a physical barrier, preventing concrete grout from seeping into the non-buffered area. After the track bed base 300 hardens, the isolation material 900, composed of elastic foam boards, prevents the subsequently poured track bed base 300 from bonding with the longitudinal sleeper 100, ensuring that the pre-reserved relative sliding gap between the longitudinal sleeper 100 and the foundation is not blocked by hardened concrete. This arrangement utilizes the isolation material to maintain the dynamic and coordinated deformation function of the entire system under complex deformation conditions.

[0141] It should be noted that the specific embodiments described above are exemplary. Those skilled in the art can devise various solutions inspired by the disclosure of this invention, and these solutions all fall within the scope of this invention and its protection. Those skilled in the art should understand that this specification and its accompanying drawings are illustrative and not intended to limit the scope of the claims. The scope of protection of this invention is defined by the claims and their equivalents. This specification contains multiple inventive concepts; terms such as "preferredly," "according to a preferred embodiment," or "optionally" indicate that the corresponding paragraph discloses an independent concept. The applicant reserves the right to file divisional applications based on each inventive concept.

Claims

1. A multi-dimensional cushioning anti-floating limit precast track sleeper, characterized by, include: The longitudinal sleeper (100) extends longitudinally and is provided with a limiting tenon (110) extending laterally thereto. The limiting tenon (110) is used to limit the longitudinal sleeper (100) in multiple directions. An anti-buoyancy device (400) is provided on the side of the external track bed base (300). The anti-buoyancy device (400) includes a vertically arranged stiffening plate (430) and a cantilever pressure plate (420) extending laterally from the stiffening plate (430). The cantilever pressure plate (420) is anchored to the track bed base (300) and cantilevered above the limiting tenon (110). The anti-buoyancy device (400) is used to press the limiting tenon (110) with the cantilever pressure plate (420) to realize the vertical limitation of the longitudinal sleeper (100), and to increase the structural stiffness of the cantilever pressure plate (420) to resist deformation through the stiffening plate (430). An anti-buoyancy buffer pad (250) is disposed between the cantilever pressure plate (420) and the limiting tenon (110) to convert the clamping force of the cantilever pressure plate (420) into a vertically downward elastic preload to suppress track slippage. The longitudinal sleeper (100) is provided with a first vertical buffer pad (210) and a second vertical buffer pad (220) at the bottom. The first vertical buffer pad (210) is provided at the longitudinal end of the longitudinal sleeper (100), and the second vertical buffer pad (220) is provided at the longitudinal middle of the longitudinal sleeper (100). The stiffness of the first vertical buffer pad (210) is greater than that of the second vertical buffer pad (220), which is used to coordinate the deformation of the longitudinal sleeper (100) with the track bed base (300).

2. The multi-dimensionally cushioning anti-floating limit-precast track sleeper according to claim 1, characterized in that, The track bed base (300) is provided with a lateral stop structure (310), and a limiting groove (320) is provided in the lateral stop structure (310). The limiting tenon (110) is housed in the limiting groove (320) to limit the longitudinal displacement of the limiting tenon (110).

3. The multi-dimensional cushioning anti-floating limit precast sleeper according to claim 1 or 2, characterized in that, It also includes a transverse connector (130) disposed between the parallel longitudinal sleepers (100) so that the parallel longitudinal sleepers (100) are connected as a whole to maintain the gauge stability of the track structure.

4. The multi-dimensional cushioning anti-floating limit precast sleeper according to any one of claims 1-3, characterized in that, The longitudinal sides of the limiting tenon (110) are provided with longitudinal buffer pads (230), and the sides of the longitudinal sleeper (100) are provided with transverse buffer pads (240). When the track bed base (300) is provided with a lateral stop structure (310), the longitudinal buffer pads (230) and the transverse buffer pads (240) provide elastic buffering between the longitudinal sleeper (100), the limiting tenon (110) and the lateral stop structure (310) to avoid direct contact between components.

5. The multi-dimensional cushioning anti-floating limit precast track sleeper according to any one of claims 1-4, characterized in that, The anti-buoyancy device (400) further includes an anchoring assembly (410), and the cantilever pressure plate (420) is connected and anchored to the track bed base (300) through the anchoring assembly (410) to transmit the vertical lifting force borne by the anti-buoyancy device (400) to the track bed base (300).

6. The multi-dimensionally cushioning anti-floating limit precast sleeper according to any one of claims 1-5, characterized in that, The top of the longitudinal sleeper (100) is provided with a rail support platform (120), which is provided with a pre-embedded hole (122) and an inwardly inclined rail support surface (121) to ensure effective contact between the wheels and the rails (600) under the dynamic deformation conditions of the flexible bridge, so as to improve the lateral stability of the train operation.

7. The multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper according to any one of claims 1 to 6, characterized in that, One side of the first vertical buffer pad (210), the second vertical buffer pad (220) and the anti-buoyancy buffer pad (250) is provided with a non-smooth mechanical interlocking structure to enhance the adhesion between the buffer pad and the concrete structure, and the opposite side is a flat surface to improve the anti-peeling performance. In the case where the multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper includes a longitudinal buffer pad (230) and a transverse buffer pad (240), one side of the longitudinal buffer pad (230) and the transverse buffer pad (240) is provided with the non-smooth mechanical interlocking structure, and the opposite side is a flat surface.

8. The multi-dimensional buffer anti-buoyancy limiting prefabricated sleeper according to any one of claims 1 to 7, characterized in that, It also includes a counterweight assembly (510), which is disposed between the parallel longitudinal sleepers (100) to adjust the secondary constant load distribution of the track structure in order to suppress the vibration of the bridge deck (500) under the vehicle-bridge coupling effect.

9. The multi-dimensionally cushioning anti-floating limit precast track sleeper according to any one of claims 1-8, characterized in that, When the longitudinal sleeper (100) is provided with a rail-bearing ramp (121), the inclination of the rail-bearing ramp (121) on the longitudinal sleeper (100) is 1:40 to 1:

30.

10. A construction control method of a multi-dimensional cushioning anti-floating limit position precast track sleeper, characterized in that, The method includes: The longitudinal sleeper (100) with a first vertical buffer pad (210) and a second vertical buffer pad (220) pre-set at the bottom is hoisted and positioned, and height adjustment pads (520) are placed below the first vertical buffer pad (210) and the second vertical buffer pad (220); wherein, the first vertical buffer pad (210) is positioned at the longitudinal end of the longitudinal sleeper (100), the second vertical buffer pad (220) is positioned at the longitudinal middle of the longitudinal sleeper (100), and the stiffness of the first vertical buffer pad (210) is greater than the stiffness of the second vertical buffer pad (220); By controlling translation and elevation, the limiting tenon (110) extending laterally from the longitudinal sleeper (100) with the height adjustment pad (520) is positioned to a predetermined limiting area on the side of the track bed base (300); An integrated anti-buoyancy device (400) is installed on the side of the track bed base (300), and the anti-buoyancy device (400) is anchored on the track bed base (300), so that the cantilever pressure plate (420) of the anti-buoyancy device (400) cantilevered above the anti-buoyancy buffer pad (250) prefabricated on the top surface of the limiting tenon (110); Adjust the anchoring state of the anti-buoyancy device (400), control the cantilever pressure plate (420) to apply clamping pressure to the anti-buoyancy buffer pad (250) and the limiting tenon (110); convert the clamping pressure into vertically downward elastic preload, so that the longitudinal sleeper (100) and the track bed base (300) can achieve deformation coordination and suppress track slippage.

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