CN115369707B - Construction method for ballastless track on long-joint large-span railway steel bridge - Google Patents
Construction method for ballastless track on long-joint large-span railway steel bridge Download PDFInfo
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- CN115369707B CN115369707B CN202211148265.7A CN202211148265A CN115369707B CN 115369707 B CN115369707 B CN 115369707B CN 202211148265 A CN202211148265 A CN 202211148265A CN 115369707 B CN115369707 B CN 115369707B
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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
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Abstract
The invention relates to the technical field of railway control and measurement, and discloses a construction method for ballastless tracks on long-joint large-span railway steel bridges, which is based on a theoretical rail bottom elevation curve provided by a bridge design drawing, and combines with a pre-camber corresponding to a vertical deformation caused by a first constant load to obtain a first rail bottom elevation target curve; arranging a plurality of pairs of CP III measuring points along the longitudinal bridge direction, and calculating the actual elevation of the bridge deck corresponding to each pair of CP III measuring points based on the fixed difference value between each pair of CP III measuring points and the bridge deck of the cross section where the CP III measuring points are positioned, so as to obtain an actual elevation curve of the bridge deck; and determining a first elevation difference by using the difference between the first track 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 sequentially constructing the base plate and the track bed plate 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 linear 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 ballastless tracks on long-joint large-span railway steel bridges.
Background
In China, a large number of common-speed and high-speed railways are put into operation, and in the railway construction and operation maintenance process, a set of precise measurement control network with high precision and good stability is required, so that a control reference is provided for precise construction and operation maintenance. In the high-speed railway engineering measurement standard (TB 10601-2009), a frame control network (CP 0, frame control network) is adopted as a coordinate starting reference of a whole line (section) by adopting a three-dimensional control network established by a satellite positioning measurement method. The base plane control network (CPI, basic horizontal control network) is laid along the line direction on the basis of the frame control network (CP 0), is built according to the GNSS static relative positioning principle, and provides a starting and closing reference for the line plane control network (CPII). The line plane control network (CPII, route horizontal control network) is laid on the base plane control network (CPI) along the line to provide a reference for plane opening and closing for line plane measurements and track control network measurements at the survey, construction stage. The track control network (CPIII, track control network) is a plane and a height control network which are distributed along the line, the plane is closed on the basic plane control network (CPI) or the line plane control network (CPII) and Gao Chengqi are closed on the line level base point, and the track control network is generally tested after the off-line engineering construction is completed and is a reference for track laying, operation and maintenance.
For a large-span steel bridge, because the positions of the CPIII measuring points used for ballastless track measurement construction are changed under the influence of temperature and load, the coordinate value is a dynamic variable, the real-time coordinate value of CPIII is very difficult to master, the error value can be reduced as much as possible only through high-strength logistic observation, but the error is difficult to avoid, and the requirement of ballastless track construction on linear control is extremely high, so that the conventional measurement method cannot meet the linear precision requirement of the ballastless track.
Disclosure of Invention
The invention provides a construction method for a ballastless track on a long-joint large-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 ballastless tracks on long-joint large-span railway steel bridges, which comprises the following steps:
Based on a theoretical rail bottom elevation curve provided by a bridge design drawing, combining a pre-camber corresponding to a vertical deformation caused by a first constant load to obtain a first rail bottom elevation target curve; wherein the first constant load comprises the load of the base plate and the track 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 coordinates 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 value between each pair of CP III measuring points and the bridge deck of the cross section where each pair of CP III measuring points is positioned, so as to obtain an actual elevation curve of the bridge deck;
And determining a first elevation difference by the difference value of the first rail bottom elevation target curve and the bridge deck actual elevation curve, and sequentially constructing the base plate and the track bed plate by taking the first elevation difference as the sum of construction thicknesses of the base plate and the track bed plate.
Further, the step of sequentially constructing the base plate and the track bed plate 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, and constructing the track bed plate after checking the construction height of the base plate.
Further, measuring the elevation of the center line of the top surface of the base plate after construction is completed after measuring the elevation and coordinates of each pair of CP III measuring points again, so as to obtain an actual elevation curve of the top surface of the base plate;
Based on a theoretical rail bottom elevation curve provided by a bridge design drawing, combining a pre-camber corresponding to the vertical deformation caused by the second constant load to obtain a second rail bottom elevation target curve; wherein the second constant load comprises the load of the track bed board;
And determining a second elevation difference by the difference between the second rail bottom elevation target curve and the actual elevation curve of the top surface of the base plate, and constructing the track bed plate by taking the second elevation difference as the construction thickness of the track bed plate.
Further, after the second elevation difference is determined, a rail bottom final target curve is obtained according to the determined second elevation difference, the track bed plate is constructed, and the elevation of the center line of the top surface of the track bed plate corresponds to the rail bottom final target curve.
Further, after the ballast bed plate construction is completed, full-bridge completion measurement is performed.
Further, the bridge comprises a steel bridge truss girder, a steel bridge deck plate paved at the top end of the steel bridge truss girder, a concrete bridge deck plate paved on the steel bridge deck plate, and protection walls arranged at two ends of a transverse bridge of the concrete bridge deck plate, wherein the length direction of the protection walls is along the longitudinal bridge direction.
Further, the CP III measuring point is arranged at the top end of the protective wall.
Further, 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 intervals of two sections along the longitudinal bridge direction.
Further, the construction of the base plate and the road bed plate is divided into a plurality of construction sections along the longitudinal bridge direction, and the protection wall corresponding to each construction section comprises a plurality of pairs of CP III measuring points.
Further, a pair of CP III measuring points are 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, each pair of CP III measuring points and the bridge deck of the cross section where the CP III measuring points are positioned have a fixed difference value, the fixed difference value is an invariant which is not influenced by temperature and load changes, the influence of bridge structure deformation and temperature on coordinate values of the CP III measuring points is eliminated, construction measurement errors in a conventional measurement method are eliminated, the linear control precision of the ballastless track is improved, the blank of the conventional measurement method for constructing the ballastless track on a long-joint large-span continuous steel truss girder is filled, and the method has an important effect on controlling the construction linear control quality and construction progress of the ballastless track in the construction of the rapidly-developed high-speed railway steel bridge ballastless track.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a cross-sectional view of a bridge according to the construction method of the present invention.
Fig. 2 is a partial schematic view of a steel bridge truss girder in the longitudinal direction of the bridge according to the construction method of the present invention.
FIG. 3 is a cross-sectional view of a transverse bridge after the completion of the foundation plate construction of the construction method of the present invention.
FIG. 4 is a cross-sectional view of a cross-bridge after the ballast bed slab construction of the construction method of the present invention is completed.
Fig. 5 is a large sample of the theoretical rail bottom elevation curve, the first rail bottom elevation target curve and the bridge deck actual elevation curve before the base plate construction of the construction method of the present invention.
FIG. 6 is a large sample of the theoretical rail bottom elevation curve, the second rail bottom elevation target curve and the actual elevation curve of the top surface of the foundation plate prior to ballast bed plate construction in the construction method of the present invention.
In the figure: 1-steel bridge deck; 2-concrete deck boards; 3-a protective wall; 4-CP III measuring points; one section of a 5-steel bridge truss girder; 6-ballastless track center line; 7-a base plate; 8-the top center line of the base plate; 9-a bed board; 10-actual elevation curve of bridge deck; 11-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-a second rail bottom elevation target curve.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The bridge mentioned in the method of the invention is a bridge using steel as the main building material. Compared with a concrete bridge, the concrete bridge has the characteristics of small rigidity and large temperature sensitivity, and under the action of construction load and environmental temperature, the bridge structure is in the dynamic change process, so that the coordinate value of the CP III measuring point is unstable.
Referring to fig. 1 and 2, the bridge in the method of the present invention comprises a steel bridge truss girder, a steel bridge deck plate laid on the top end of the steel bridge truss girder, a concrete bridge deck plate laid on the steel bridge deck plate, and the protection walls arranged on both ends of the concrete bridge deck plate in the transverse direction, wherein the length direction of the protection walls is along the longitudinal bridge direction.
And the 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 a longitudinal bridge direction, and a pair of CP III measuring points are arranged along each two sections at intervals along the longitudinal bridge direction.
Dividing the construction of the base plate and the road 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 the starting point and the end point of each construction section are respectively provided with a pair of CP III measuring points. In some embodiments, at least one pair of CP iii stations is also provided between the start and end points of each construction section. The foundation plate and the track bed plate of one construction section are firstly constructed in sequence according to the method provided by the invention, and then the foundation plate and the track bed plate of the next construction section are constructed by adopting the same method until all foundation plates and track bed plates required to be constructed on the bridge are constructed.
The Chinese of the CP III is a foundation pile control network, is a three-dimensional control network distributed along a line (along the length direction of a steel beam track), the plane control is started and stopped on a foundation plane control network (CP I) or a line control network (CP II), the elevation control is started and stopped on a second level network distributed along the line, and the construction is generally performed after the on-line engineering construction is completed, so that the foundation pile control network is a benchmark for laying, operating and maintaining ballastless tracks.
The ballastless track is a track structure which adopts concrete, asphalt mixture and other integral foundations to replace a granular broken stone track bed, is also called a ballastless track, and is an advanced track technology in the current world. Compared with a ballasted track, the ballastless track has the advantages of avoiding splashing of railway ballasts, along with 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-joint large-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. 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 fixed value, namely 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 coordinates 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 thus the bridge deck actual elevation curve is obtained. It is known that the conventional method for obtaining the actual elevation curve of the bridge deck is to measure the actual elevation of the bridge deck by combining a total station on the bridge deck with a CP III measuring point, but the method does not consider the influence of bridge deck or bridge structure deformation on a measurement result, so that the actual elevation of the bridge deck measured by the method is inaccurate and cannot meet the linear requirement of ballastless track construction.
Specifically, the construction method for the ballastless track on the long-joint large-span railway steel bridge provided by the invention comprises the following steps:
Based on a theoretical rail bottom elevation curve provided by a bridge design drawing, combining a pre-camber corresponding to a vertical deformation caused by a first constant load to obtain a first rail bottom elevation target curve; wherein the first constant load comprises the load of the base plate and the 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 a bridge along the transverse bridge direction, measuring the elevation and the coordinates 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 value between each pair of CP III measuring points and the bridge deck of the cross section where each pair of CP III measuring points is positioned, so as to obtain an actual elevation curve of the bridge deck.
And determining a first elevation difference by the difference value of the first rail bottom elevation target curve and the bridge deck actual elevation curve, and sequentially constructing the base plate and the track bed plate by taking the first elevation difference as the sum of construction thicknesses of the base plate and the track bed plate.
The construction method is divided into two steps, wherein the first step is to construct a base plate, and the second step is to construct the road bed plate after the first step is completed.
Referring to fig. 3 and 5, based on a theoretical rail bottom elevation curve provided by a bridge design drawing, considering the vertical deformation caused by the first constant load, and considering the pre-camber corresponding to the vertical deformation to the theoretical rail bottom elevation curve to obtain a first rail bottom elevation target curve. In this embodiment, the first constant load includes the load of the bed plate and the track bed plate. The first track bottom elevation target curve can be obtained by adding the deflection absolute value caused by the load of the base plate and the track bed plate on the theoretical track bottom elevation curve.
And subtracting the actual elevation curve of the bridge deck from the target curve of the elevation of the first rail bottom to obtain first elevation differences of the cross sections of the bridge deck, and connecting the first elevation differences to obtain corresponding first reference curves. Because the construction of the base plate and the track bed plate also has errors, the first reference curve only represents the preliminary elevation curve of the top surface of the track bed plate.
And constructing the base plate within a preset thickness range of the base plate according to the first elevation difference. Because the preset thickness range of the base plate is given by a design drawing, during actual construction, the construction thickness of the base plate is ensured to be within the preset thickness range, and meanwhile, the first elevation difference is not allowed to be exceeded, the preset thickness range of the road bed plate can be combined, and the actual construction thickness of the base plate is correspondingly adjusted, so that the construction is more flexible and convenient, and the height deviation of the earlier stage construction is also eliminated.
And after the base plate is constructed, measuring the elevation and the coordinates of each pair of CP III measuring points again, and constructing the track bed plate after checking the construction height of the base plate. The re-measurement of the CP III measuring point can not only check whether the construction height of the base plate meets the requirement, but also further reduce errors, eliminate the error accumulation of successive construction and improve the linear control precision.
And measuring the elevation of the central line of the top surface of the base plate which is subjected to construction after measuring the elevation and the coordinates of each pair of CP III measuring points again, so as to obtain an actual elevation curve of the top surface of the base plate.
The center line of the top surface of the base plate corresponds to the center line of the road bed plate.
Based on a theoretical rail bottom elevation curve provided by a bridge design drawing, combining a pre-camber corresponding to the vertical deformation caused by the second constant load to obtain a second rail bottom elevation target curve; wherein the second constant load comprises the load of the track bed board. Of course, in other embodiments, the second constant load may also include loads of other structures.
As shown in fig. 4 and 6, a second elevation difference is determined from the difference between the second rail bottom elevation target curve and the actual elevation curve of the top surface of the base plate, and the second elevation difference is used as the construction thickness of the track bed plate to construct the track bed plate. The track bed plate after construction is shown in fig. 4.
The actual elevation curve of the top surface of the base plate is subtracted from the target curve of the elevation of the second rail bottom, so that a second reference curve corresponding to the second elevation difference can be obtained, and the intersection point of the second reference curve in each transverse bridge cross section is the height of the top surface of the road bed plate.
In some embodiments, after the second elevation difference is determined, a rail bottom final target curve, namely a second reference curve, is obtained according to the determined second elevation difference, and the track bed board is constructed so that the elevation of the center line of the top surface of the track bed board corresponds to the rail bottom final target curve.
And after the ballast bed plate is constructed, carrying out full-bridge completion measurement.
When the CP III measuring point is measured twice in sequence, the measurement is carried out under the condition that the temperature is relatively stable.
The method eliminates the influence on the coordinate value of the CP III measuring point caused by bridge deformation under the condition of load and temperature change, eliminates the construction measurement error in the conventional measurement method, fills the blank of the measurement method for constructing the ballastless track on the long-joint large-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 high-speed railway steel bridge ballastless track construction.
It should 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. Moreover, 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 phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The foregoing is only a specific embodiment of the invention to 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 (6)
1. The construction method for the ballastless track on the long-joint large-span railway steel bridge is characterized by comprising the following steps of:
Based on a theoretical rail bottom elevation curve provided by a bridge design drawing, combining a pre-camber corresponding to a vertical deformation caused by a first constant load to obtain a first rail bottom elevation target curve; wherein the first constant load comprises the load of the base plate and the track 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 coordinates 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 value between each pair of CP III measuring points and the bridge deck of the cross section where each pair of CP III measuring points is positioned, so as to obtain an actual elevation curve of the bridge deck;
determining a first elevation difference by the difference value of the first rail bottom elevation target curve and the bridge deck actual elevation curve, and sequentially constructing the base plate and the track bed plate by taking the first elevation difference as the sum of construction thicknesses of the base plate and the track bed plate;
the steps of constructing the base plate and the ballast bed plate in sequence comprise:
Constructing the base plate within a preset thickness range of the base plate according to the first elevation difference, measuring the elevation and coordinates of each pair of CP III measuring points again after the base plate is constructed, and constructing the ballast bed plate after checking the construction height of the base plate;
Measuring the elevation of the center line of the top surface of the base plate after construction is completed after measuring the elevation and the coordinates of each pair of CP III measuring points again, so as to obtain an actual elevation curve of the top surface of the base plate;
Based on a theoretical rail bottom elevation curve provided by a bridge design drawing, combining a pre-camber corresponding to the vertical deformation caused by the second constant load to obtain a second rail bottom elevation target curve; wherein the second constant load comprises the load of the track bed board;
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 constructing the track bed plate by taking the second elevation difference as the construction thickness of the track bed plate;
And 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 board so that the elevation of the center line of the top surface of the track bed board corresponds to the rail bottom final target curve.
2. The construction method for ballastless tracks on long-united large-span railway steel bridges of claim 1, wherein full-bridge completion measurement is performed after the ballast bed plate construction is completed.
3. The construction method for ballastless tracks on long-united large-span railway steel bridges of claim 1, wherein the bridge comprises a steel bridge truss girder, a steel bridge deck plate laid on the top end of the steel bridge truss girder, a concrete bridge deck plate laid on the steel bridge deck plate, and the protective walls arranged on both lateral ends of the concrete bridge deck plate, and the length direction of the protective walls is along the longitudinal bridge direction.
4. The construction method for ballastless tracks on long-united large-span railway steel bridges of claim 3, wherein the CP iii measuring points are disposed at the top ends of the protective walls.
5. The construction method for ballastless tracks on long-united large-span railway steel bridges of claim 4, wherein the steel bridge truss girder is provided with a plurality of sections along a longitudinal bridge direction, and a pair of CP III measuring points are arranged at intervals of two sections along the longitudinal bridge direction.
6. The construction method for ballastless tracks on long-united large-span railway steel bridges of claim 5, wherein the construction of the base 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.
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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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