CN115369707A - Construction method for ballastless track on long-connection large-span railway steel bridge - Google Patents
Construction method for ballastless track on long-connection large-span railway steel bridge Download PDFInfo
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- CN115369707A CN115369707A CN202211148265.7A CN202211148265A CN115369707A CN 115369707 A CN115369707 A CN 115369707A CN 202211148265 A CN202211148265 A CN 202211148265A CN 115369707 A CN115369707 A CN 115369707A
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- 238000005259 measurement Methods 0.000 claims abstract description 14
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B35/00—Applications of measuring apparatus or devices for track-building purposes
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
- E01D19/00—Structural or constructional details of bridges
- E01D19/12—Grating or flooring for bridges; Fastening railway sleepers or tracks to bridges
Abstract
The invention relates to the technical field of railway control and measurement, and discloses a construction method for a ballastless track on a long-span railway steel bridge, which is characterized in that a first rail bottom elevation target curve is obtained by combining pre-camber corresponding to vertical deformation caused by first constant load based on a theoretical rail bottom elevation curve provided by a bridge design drawing; arranging a plurality of pairs of CP III measuring points along the longitudinal bridge direction, and calculating the actual height of the bridge deck corresponding to each pair of CP III measuring points based on the fixed difference between each pair of CP III measuring points and the bridge deck of the cross section where the CP III measuring points are located to obtain an actual height curve of the bridge deck; and determining a first elevation difference according to the difference value of the first rail bottom elevation target curve and the bridge deck actual elevation curve, taking the deflection value under the load action of the ballastless track structure into consideration, and constructing the base plate and the track bed plate in sequence by taking the first elevation difference as the sum of the construction thicknesses of the base plate and the track bed plate. The invention eliminates construction measurement errors in the conventional measurement method and improves the linearity control precision of the ballastless track.
Description
Technical Field
The invention relates to the technical field of railway control and measurement, in particular to a construction method for a ballastless track on a long-span railway steel bridge.
Background
A large number of ordinary and high-speed railways are put into operation in China, and a set of precise measurement control network with high precision and good stability is needed in railway construction and operation maintenance processes, so that a control reference is provided for precise construction and operation maintenance. In the high-speed railway engineering survey code (TB 10601-2009), a frame control network (CP 0) is a three-dimensional control network established by a satellite positioning measurement method as a reference for calculating coordinates of a whole line (section). The basic plane control network (CPI) is arranged along the line trend on the basis of the frame control network (CP 0), is established according to the GNSS static relative positioning principle, and provides a closing reference for the line plane control network (CPII). The circuit plane control network (CPII) is arranged on the base plane control network (CPI) along the vicinity of the circuit, and provides a plane opening and closing reference for the circuit plane measurement and the track control network measurement in the surveying and construction stages. The track control network (CPIII) is a plane and elevation control network which is arranged along a line, the plane is closed to a base plane control network (CPI) or a line plane control network (CPII), and the elevation is closed to a line level base point, and generally, after the construction of off-line engineering is finished, the track control network is used for construction and is a reference for track laying and operation maintenance.
For a large-span steel bridge, due to the influence of temperature and load, the positions of CPIII measuring points used for ballastless track measurement construction are changed, the coordinate values of the CPIII measuring points are dynamic variables, the real-time coordinate values of the CPIII are very difficult to master, error values can be reduced to the greatest extent only through high-strength duty observation, but the errors are difficult to avoid, the requirement of ballastless track construction on linear control is extremely high, and therefore the conventional measuring method cannot meet the requirement of ballastless track linear precision.
Disclosure of Invention
The invention provides a construction method for a ballastless track on a long-span railway steel bridge, which aims to solve the problem that the existing measurement method cannot meet the linear precision requirement of the ballastless track.
The invention provides a construction method for a ballastless track on a long-span railway steel bridge, which comprises the following steps:
obtaining a first rail bottom elevation target curve based on a theoretical rail bottom elevation curve provided by a bridge design drawing and in combination with pre-camber corresponding to vertical deformation caused by first dead load; wherein the first constant load comprises loads of a base plate and a ballast bed plate;
arranging a plurality of pairs of CP III measuring points along the longitudinal bridge direction, wherein each pair of CP III measuring points comprises two CP III measuring points arranged on a protective wall of a bridge along the transverse bridge direction, measuring the elevation and the coordinate of each pair of CP III measuring points, and calculating the actual elevation of the bridge deck corresponding to each pair of CP III measuring points based on the fixed difference between each pair of CP III measuring points and the bridge deck of the cross section where the CP III measuring points are located to obtain an actual elevation curve of the bridge deck;
by first rail bottom elevation target curve with the difference of bridge floor actual elevation curve confirms first elevation difference, will first elevation difference conduct the construction thickness sum of bed plate and road bed board is under construction in proper order the bed plate with road bed board.
Further, the step of constructing in proper order the bed plate with the road bed board includes:
and constructing the base plate within the preset thickness range of the base plate according to the first elevation difference, measuring the elevation and the coordinates of each pair of CP III measuring points again after the base plate is constructed, checking the construction height of the base plate, and constructing the track bed plate.
Further, after the elevation and the coordinates of each pair of CP III measuring points are measured again, the elevation of the top surface center line of the base plate after construction is measured, and an actual elevation curve of the top surface of the base plate is obtained;
obtaining a second rail bottom elevation target curve based on a theoretical rail bottom elevation curve provided by a bridge design drawing and in combination with the pre-camber corresponding to the vertical deformation caused by the second dead load; wherein the second constant load comprises the load of the track bed slab;
and determining a second elevation difference by the difference value of the second rail bottom elevation target curve and the actual elevation curve of the top surface of the base plate, and taking the second elevation difference as the construction thickness and construction of the track bed plate.
And further, after the second elevation difference is determined, obtaining a rail bottom final target curve according to the determined second elevation difference, and constructing the track bed plate to enable the elevation of the top surface center line of the track bed plate to correspond to the rail bottom final target curve.
Further, after the ballast bed slab is constructed, full-bridge completion measurement is carried out.
Furthermore, the bridge includes steel bridge truss girder, lays the steel bridge deck slab on the top of steel bridge truss girder, lays concrete bridge deck slab on the steel bridge deck slab and sets up the horizontal bridge of concrete bridge deck slab is to the protective wall at both ends, the length direction of protective wall is followed vertical bridge is to setting up.
Further, the CP III measuring point is arranged at the top end of the protective wall.
Furthermore, the steel bridge truss girder is provided with a plurality of sections along the longitudinal bridge direction, and a pair of CP III measuring points are arranged at every two sections along the longitudinal bridge direction.
Further, the construction of the bed plate and the track bed plate is divided into a plurality of construction sections along the longitudinal bridge direction, and a protection wall corresponding to each construction section comprises a plurality of pairs of CP III measuring points.
Furthermore, a pair of CP III measuring points is respectively arranged at the starting point and the end point of each construction section.
The technical scheme provided by the invention has the beneficial effects that:
according to the invention, the bridge deck of each pair of CP III measuring points and the cross section where the CP III measuring points are located has a fixed difference value which is an invariant not influenced by temperature and load change, the influence of bridge structure deformation and temperature on the coordinate values of the CP III measuring points is eliminated, the construction measurement error in the conventional measurement method is eliminated, the linearity control precision of the ballastless track is improved, the blank of the conventional ballastless track measurement method constructed on the long-connection large-span continuous steel truss girder is filled, and the method plays an important role in controlling the linearity control quality and the construction progress of the ballastless track construction in the rapidly-developed ballastless track construction of the high-speed railway steel bridge.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the description below are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a cross-sectional view of a bridge constructed by the method of the present invention.
Fig. 2 is a partial schematic view of a steel bridge girder in a longitudinal direction of a bridge according to the construction method of the present invention.
FIG. 3 is a cross-sectional view of the foundation slab after the construction according to the construction method of the present invention.
Fig. 4 is a cross-sectional view of the track slab after completion of the construction according to the construction method of the present invention.
FIG. 5 is a rough sample graph of a theoretical rail bottom elevation curve, a first rail bottom elevation target curve and a bridge deck actual elevation curve before the foundation plate is constructed according to the construction method of the present invention.
FIG. 6 is a graphic representation of a theoretical rail bottom elevation curve, a target curve of a second rail bottom elevation, and an actual elevation curve of a base plate top surface before the construction of the ballast bed slab of the construction method of the present invention.
In the figure: 1-steel deck slab; 2-concrete deck slab; 3-protective wall; 4-CP III measuring point; 5-a section of a steel bridge truss beam; 6-center line of ballastless track; 7-base plate; 8-top surface center line of base plate; 9-ballast bed plate; 10-bridge deck actual elevation curve; 11-the actual elevation curve of the top surface of the base plate; 12-theoretical rail bottom elevation curve; 13-a first rail bottom elevation target curve; 14-second rail foot elevation target curve.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
The bridge mentioned in the method of the invention is a bridge using steel as a main construction material. Compared with a concrete bridge, the concrete bridge has the characteristics of small rigidity and high temperature sensitivity, and under the action of construction load and environment temperature, the bridge structure is in a dynamic change process, so that the coordinate value of a CP III measuring point is unstable.
With reference to fig. 1 and 2, the bridge mentioned in the method of the present invention includes a steel bridge truss girder, a steel bridge deck laid on the top end of the steel bridge truss girder, a concrete bridge deck laid on the steel bridge deck, and the protection walls disposed at two ends of the concrete bridge deck in the cross bridge direction, wherein the length direction of the protection walls is disposed along the longitudinal bridge direction.
And a CP III measuring point is arranged at the top end of the protective wall.
The steel bridge truss girder is provided with a plurality of sections along the longitudinal bridge direction, and a pair of CP III measuring points are arranged at every two sections along the longitudinal bridge direction.
And dividing the construction of the bed plate and the track bed plate into a plurality of construction sections along the longitudinal bridge direction, wherein the protection wall corresponding to each construction section comprises a plurality of pairs of CP III measuring points. And a pair of CP III measuring points is respectively arranged at the starting point and the end point of each construction section. In some embodiments, at least one pair of CP iii stations is also provided between the start and end of each construction segment. After the foundation plate and the track bed plate of one construction section are constructed in sequence according to the method provided by the invention, the foundation plate and the track bed plate of the next construction section are constructed by adopting the same method until all the foundation plates and the track bed plates required to be constructed on the bridge are constructed.
It should be noted that the Chinese language of CP III is a foundation pile control network, which is a three-dimensional control network arranged along a line (in the length direction of a steel beam track), a plane control is closed to a basic plane control network (CP I) or a line control network (CP II), an elevation control is closed to a second-class leveling network arranged along the line, and the Chinese language is generally applied to measurement after the on-line lower engineering construction is completed and is a reference for ballastless track laying and operation maintenance.
The ballastless track is a track structure which adopts integral foundations such as concrete, asphalt mixture and the like to replace a loose gravel track bed, is also called as a ballastless track, and is an advanced track technology in the world today. Compared with a ballast track, the ballastless track avoids splashing of the ballast, and has the advantages of good smoothness, good stability, long service life, good durability, less maintenance work and the like.
The construction method for the ballastless track on the long-span railway steel bridge effectively utilizes the characteristic that each pair of CP III measuring points has a fixed difference value with the bridge deck of the cross section where the CP III measuring points are located, and improves the construction precision of the ballastless track. Namely, the height difference between the position of each pair of CP III measuring points and the bridge deck of the cross section of the pair of CP III measuring points is a constant value, the height difference is a fixed difference value, and the fixed difference value does not change along with the structural deformation of the bridge. Therefore, by using the fixed difference, after the elevation and the coordinate of the CP III measuring point are measured, the actual elevation of the bridge deck corresponding to the CP III measuring point can be obtained, and therefore a bridge deck actual elevation curve is obtained. It needs to be known that, in a conventional mode for obtaining the bridge deck actual elevation curve, a total station on the bridge deck is used in combination with a CP III measuring point to measure the bridge deck actual elevation, but the influence of the deformation of the bridge deck or a bridge structure on a measuring result is not considered in the mode, so that the bridge deck actual elevation measured in the mode is not accurate, and the linear requirement of ballastless track construction cannot be met.
Specifically, the construction method for the ballastless track on the long-span large-span railway steel bridge provided by the invention comprises the following steps:
obtaining a first rail bottom elevation target curve based on a theoretical rail bottom elevation curve provided by a bridge design drawing and in combination with pre-camber corresponding to vertical deformation caused by first dead load; wherein, the first dead load comprises the load of a base plate and a track bed plate.
And arranging a plurality of pairs of CP III measuring points along the longitudinal bridge direction, wherein each pair of CP III measuring points comprises two CP III measuring points arranged on a protective wall of the bridge along the transverse bridge direction, measuring the elevation and the coordinate of each pair of CP III measuring points, and calculating the actual elevation of the bridge deck corresponding to each pair of CP III measuring points based on the fixed difference between each pair of CP III measuring points and the bridge deck of the cross section where the CP III measuring points are located to obtain the actual elevation curve of the bridge deck.
By first rail bottom elevation target curve with the difference of bridge floor actual elevation curve confirms first elevation difference, will first elevation difference conduct the construction thickness sum of bed plate and road bed board is under construction in proper order the bed plate with road bed board.
The construction method is divided into two steps, wherein the first step is to construct a base plate, and after the first step is completed, the construction of the roadbed plate of the second step is carried out.
With reference to fig. 3 and 5, based on a theoretical rail bottom elevation curve provided by a bridge design drawing, a vertical deformation caused by a first dead load is considered, and a pre-camber corresponding to the vertical deformation is considered to the theoretical rail bottom elevation curve, so as to obtain a first rail bottom elevation target curve. In this embodiment, the first dead load includes the load of bed plate and road bed board. Namely, the absolute value of deflection caused by the load of the base plate and the track bed plate is added on the theoretical rail bottom elevation curve, and then a first rail bottom elevation target curve can be obtained.
And subtracting the bridge floor actual elevation curve from the first rail bottom elevation target curve to obtain first elevation differences of each transverse bridge-direction section of the bridge floor, and connecting the first elevation differences to obtain a corresponding first reference curve. Since there are errors in the construction of the bed plate and the track bed plate, the first reference curve represents only a preliminary elevation curve of the top surface of the track bed plate.
And constructing the base plate within the preset thickness range of the base plate according to the first elevation difference. Because the predetermined thickness scope of bed plate is that the design drawing is given, during actual construction, guarantee that the construction thickness of bed plate is in this predetermined thickness scope, also must not exceed first elevation difference simultaneously, can combine the predetermined thickness scope of bed board, do corresponding adjustment to the actual construction thickness of bed plate, make the construction more nimble convenient, also be convenient for eliminate the altitude deviation of construction earlier stage.
And after the base plate is constructed, measuring the elevation and the coordinate of each pair of CP III measuring points again, checking the construction height of the base plate, and constructing the track bed plate. The CP III measuring point is measured again, so that whether the construction height of the base plate meets the requirement or not can be checked, the error can be further reduced, the error accumulation of successive construction is eliminated, and the linear control precision is improved.
And after the elevation and the coordinates of each pair of CP III measuring points are measured again, measuring the elevation of the top surface central line of the base plate after construction is finished, and obtaining the actual elevation curve of the top surface of the base plate.
The top surface center line of the base plate also corresponds to the center line of the track bed plate.
Obtaining a second rail bottom elevation target curve based on a theoretical rail bottom elevation curve provided by a bridge design drawing and in combination with the pre-camber corresponding to the vertical deformation caused by the second dead load; wherein the second constant load comprises the load of the track bed slab. Of course, in other embodiments, the second deadweight may also include loads of other structures.
As shown in fig. 4 and 6, the second height difference is determined by the difference between the target curve of the second rail bottom elevation and the actual elevation curve of the top surface of the base plate, and the second height difference is used as the construction thickness of the track bed slab for construction of the track bed slab. The constructed track bed slab is shown in fig. 4.
And subtracting the actual elevation curve of the top surface of the base plate from the target elevation curve of the second rail bottom to obtain a second reference curve corresponding to the second elevation difference, wherein the intersection point of the second reference curve on each transverse bridge-direction section is the height of the top surface of the track bed plate.
In some embodiments, after the second elevation difference is determined, a rail bottom final target curve, that is, a second reference curve, is obtained according to the determined second elevation difference, and the track bed slab is constructed so that the elevation of the top surface center line of the track bed slab corresponds to the rail bottom final target curve.
And after the construction of the ballast bed plate is completed, performing full-bridge completion measurement.
It should be noted that, when measuring the CP iii measuring point twice, the measurement is performed under the condition of relatively stable temperature.
The method eliminates the influence on the coordinate value of the CP III measuring point caused by bridge deformation under the conditions of load and temperature change, eliminates construction measurement errors in the conventional measurement method, fills the blank of the method for measuring the ballastless track constructed on the long-span and long-span continuous steel truss girder in China, and plays an important role in controlling the construction linear control quality and the construction progress of the ballastless track in the rapidly-developed ballastless track construction of the high-speed railway steel bridge.
It is to be noted that, in the present invention, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
The above description is merely illustrative of particular embodiments of the invention that enable those skilled in the art to understand or practice the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (9)
1. A construction method for ballastless tracks on long-span railway steel bridges is characterized by comprising the following steps:
obtaining a first rail bottom elevation target curve based on a theoretical rail bottom elevation curve provided by a bridge design drawing and in combination with pre-camber corresponding to vertical deformation caused by first dead load; wherein the first constant load comprises loads of a base plate and a ballast bed plate;
arranging a plurality of pairs of CP III measuring points along the longitudinal bridge direction, wherein each pair of CP III measuring points comprises two CP III measuring points arranged on a protective wall of a bridge along the transverse bridge direction, measuring the elevation and the coordinate of each pair of CP III measuring points, and calculating the actual bridge deck elevation corresponding to each pair of CP III measuring points based on the fixed difference between each pair of CP III measuring points and the bridge deck of the cross section where the CP III measuring points are arranged to obtain an actual bridge deck elevation curve;
by first rail bottom elevation target curve with the difference of bridge floor actual elevation curve confirms first elevation difference, will first elevation difference conduct the construction thickness sum of bed plate and road bed board is under construction in proper order the bed plate with road bed board.
2. The construction method for the ballastless track of the long-span railway steel bridge according to claim 1, wherein the step of sequentially constructing the base plate and the track bed plate comprises the steps of:
and constructing the bed plate within the preset thickness range of the bed plate according to the first elevation difference, measuring the elevation and the coordinate of each pair of CP III measuring points again after the construction of the bed plate is finished, checking the construction height of the bed plate, and constructing the track bed plate.
3. The construction method for the ballastless track of the long-span railway steel bridge, according to claim 2, wherein after measuring the elevation and the coordinates of each pair of CP III measuring points again, the method further comprises measuring the elevation of the top surface center line of the base plate after the construction is completed, and obtaining the actual elevation curve of the top surface of the base plate;
obtaining a second rail bottom elevation target curve based on a theoretical rail bottom elevation curve provided by a bridge design drawing and in combination with the pre-camber corresponding to the vertical deformation caused by the second dead load; wherein the second constant load comprises the load of the track bed slab;
and determining a second elevation difference by the difference value of the second rail bottom elevation target curve and the actual elevation curve of the top surface of the base plate, and taking the second elevation difference as the construction thickness and construction of the track bed plate.
4. The construction method for the ballastless track of the long-span railway steel bridge, as set forth in claim 3, wherein after the second elevation difference is determined, a final target curve of the rail bottom is obtained according to the determined second elevation difference, and the track bed plate is constructed so that the elevation of the center line of the top surface of the track bed plate corresponds to the final target curve of the rail bottom.
5. The construction method of the ballastless track of the long-span railway steel bridge of claim 3, wherein the full-bridge completion measurement is performed after the construction of the ballast bed slab is completed.
6. The construction method of the ballastless track of the long-span railway steel bridge of claim 1, wherein the bridge comprises a steel bridge truss girder, a steel bridge deck laid on the top end of the steel bridge truss girder, a concrete bridge deck laid on the steel bridge deck, and the protection walls arranged at both ends of the concrete bridge deck in the transverse bridge direction, and the length direction of the protection walls is arranged along the longitudinal bridge direction.
7. The construction method for the ballastless track of the long-span railway steel bridge, as set forth in claim 6, wherein the CP III measuring point is arranged at the top end of the protective wall.
8. The construction method for the ballastless track of the long-span railway steel bridge, as set forth in claim 7, wherein the steel bridge truss girder is provided with a plurality of sections along the longitudinal bridge direction, and a pair of the CP III measuring points is arranged at every two sections along the longitudinal bridge direction.
9. The construction method of the ballastless track of claim 8, wherein the construction of the bed plate and the ballast bed plate is divided into a plurality of construction sections along the longitudinal bridge direction, and each construction section has a plurality of pairs of CP III measuring points on the corresponding protection wall.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211148265.7A CN115369707B (en) | 2022-09-19 | Construction method for ballastless track on long-joint large-span railway steel bridge |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211148265.7A CN115369707B (en) | 2022-09-19 | Construction method for ballastless track on long-joint large-span railway steel bridge |
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| CN115369707A true CN115369707A (en) | 2022-11-22 |
| CN115369707B CN115369707B (en) | 2024-05-14 |
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| CN111155383A (en) * | 2020-01-03 | 2020-05-15 | 中铁十五局集团路桥建设有限公司 | Large-span self-anchored steel box girder suspension bridge track lofting and measuring method |
| CN111155414A (en) * | 2020-01-22 | 2020-05-15 | 中铁建重庆轨道环线建设有限公司 | Construction method for laying rail on integral track bed of super-large-span steel box girder suspension bridge |
| CN111622114A (en) * | 2020-05-08 | 2020-09-04 | 中铁大桥科学研究院有限公司 | Bridge segment prefabrication construction line shape error adjusting method |
| CN112376339A (en) * | 2020-10-21 | 2021-02-19 | 中铁二十局集团有限公司 | Track retesting method |
| CN112878196A (en) * | 2021-01-11 | 2021-06-01 | 中铁大桥局集团第一工程有限公司 | Highway bridge deck construction method for highway and railway dual-purpose bridge |
| CN114892552A (en) * | 2022-07-01 | 2022-08-12 | 安徽省公路桥梁工程有限公司 | Box girder type bridge reconstruction construction method |
| CN114997032A (en) * | 2022-08-03 | 2022-09-02 | 中国铁路设计集团有限公司 | Ballastless track structure reinforcement intelligent design method and system |
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