CN116738529A - Railway ballast thickness adjusting method for leveling track on large-span bridge - Google Patents

Railway ballast thickness adjusting method for leveling track on large-span bridge Download PDF

Info

Publication number
CN116738529A
CN116738529A CN202310446396.1A CN202310446396A CN116738529A CN 116738529 A CN116738529 A CN 116738529A CN 202310446396 A CN202310446396 A CN 202310446396A CN 116738529 A CN116738529 A CN 116738529A
Authority
CN
China
Prior art keywords
track
bridge
deformation
thickness
ballast
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310446396.1A
Other languages
Chinese (zh)
Inventor
晋智斌
孙书豪
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Southwest Jiaotong University
Original Assignee
Southwest Jiaotong University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Southwest Jiaotong University filed Critical Southwest Jiaotong University
Priority to CN202310446396.1A priority Critical patent/CN116738529A/en
Publication of CN116738529A publication Critical patent/CN116738529A/en
Pending legal-status Critical Current

Links

Classifications

    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/16—Matrix or vector computation, e.g. matrix-matrix or matrix-vector multiplication, matrix factorization
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/13—Architectural design, e.g. computer-aided architectural design [CAAD] related to design of buildings, bridges, landscapes, production plants or roads
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G06F30/23—Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Mathematical Optimization (AREA)
  • General Engineering & Computer Science (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Mathematical Analysis (AREA)
  • Computer Hardware Design (AREA)
  • Pure & Applied Mathematics (AREA)
  • Architecture (AREA)
  • Evolutionary Computation (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Data Mining & Analysis (AREA)
  • Computing Systems (AREA)
  • Algebra (AREA)
  • Databases & Information Systems (AREA)
  • Software Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

The invention provides a method for adjusting the thickness of railway ballast for leveling a track on a large-span bridge, which aims to compensate adverse effects of bridge and track construction deviation on track irregularity. Obtaining a track ballasting alignment line shape without considering structural deformation by using a spline smoothing optimization function; and establishing a functional relation between the ballasting quantity and bridge deformation through the bridge flexibility matrix, and taking the bridge deformation into a spline smoothing function to obtain a track ballasting alignment shape considering structural deformation. The ballasting method considering bridge deformation can realize maximum leveling of the track on the bridge when the ballasting amount is given. The method can conveniently adjust the smooth parameters of the track line shape, thereby improving the smoothness of the track on the bridge.

Description

Railway ballast thickness adjusting method for leveling track on large-span bridge
Technical Field
The invention relates to the field of bridge construction, in particular to a method for adjusting the thickness of railway ballast for leveling a track on a large-span bridge.
Background
Along with the acceleration of the construction pace of high-speed railways, the construction of large-span railway bridges is also urgently needed in high-speed railway engineering in China. Deviations existing in the construction of the large-span bridge and the track on the bridge are unfavorable for the smoothness of the track on the bridge, and further influence the driving performance. Therefore, the corresponding track alignment smoothness is particularly important when the large-span bridge is formed.
The deviation existing in the construction of the large-span railway bridge is increased along with the span, and the thickness of the ballast bed is required to be adjusted to smooth the track on the bridge. When the roadbed is constructed and paved, the track is smoothed and straightened without considering the settlement deformation of the roadbed caused by the dead weight of the railway ballast. But the large-span bridge has larger span and smaller structural rigidity, and the girder is inevitably deformed in the process of ballasting and rail laying. If the ballasting is still corrected according to the roadbed track, the bridge structure deformation necessarily changes the geometric shape and position of the track, so that the smoothness of the track is reduced. Therefore, the thickness adjustment amount of the ballast on the bridge is difficult to determine by experience, and the control difficulty of the smoothness of the track on the bridge is higher.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a method for adjusting the thickness of the railway ballast for leveling the track on a large-span bridge.
In order to achieve the aim of the invention, the invention adopts the following technical scheme:
a method for adjusting the thickness of railway ballast for leveling a track on a large-span bridge comprises the following steps:
s1, actually measuring or predicting the track irregularity affected by construction deviation;
s2, actually measuring or calculating a bridge structure flexibility matrix, wherein the track irregularity in the step S1 considers the influence of the thickness of the uniformly ballasted railway ballasts, and respectively calculates to obtain treated track irregularity corresponding to the structural deformation-unaccounted and structural deformation-considered correction method;
s3, aiming at the processed track irregularity corresponding to the unaccounted structure deformation and the considered structure deformation in the step S2, calculating to obtain the track ballasting alignment and the ballast regulating thickness corresponding to the processed track irregularity by using the method of the unaccounted structure deformation and the considered structure deformation alignment;
s4, the thickness of the uniformly ballasted railway ballast in the step S2 and the thickness of the railway ballast regulated and controlled in the step S3 are overlapped to respectively obtain final railway ballast regulating amounts corresponding to the two regulating methods, and then bridge deck deformation corresponding to the final railway ballast regulating amounts is respectively obtained by utilizing the bridge structure flexibility matrix in the step S2.
Further, in the step S3, a specific calculation method for calculating the alignment of the track ballasting by using an alignment method without considering structural deformation is as follows:
d＝y-μQ((R+μQ T Q) -1 (Q T y))
wherein y is the track irregularity shape processed by the correction method without considering the structural deformation in the step S2, and d is the track surface shape processed by the correction method without considering the structural deformation; μ is an intermediate transition parameter for expressing the rail surface linearity d after final rail alignment; r, Q T Is an intermediate transition matrix for expressing the rail surface line shape d after final rail alignment, and
p i ，r i ，g i is an intermediate parameter for expressing intermediate transition matrix R, Q T ，i∈[0，n-1]N is the number of segments divided.
Further, in the step S3, a specific calculation method for calculating the track ballasting alignment by using an alignment method considering structural deformation is as follows:
d＝(A T A+μQR -1 Q T ) -1 (A T Ay)
wherein y is track irregularity shape processed by the correction method taking structural deformation into consideration in the step S2, and d is track surface shape processed by the correction method taking structural deformation into consideration; μ is an intermediate transition parameter for expressing the rail surface linearity d after the final bridge rail is straightened; r, Q T The intermediate transition matrix is used for expressing the rail surface line shape d after final rail alignment; a is an intermediate transition matrix for expressing the rail surface line shape d after final rail alignment, and
A＝(I-Vbρ) -1
i is an identity matrix, V is a bridge structure flexibility matrix, b is the width of a ballast bed, and ρ is the ballast volume weight.
Further, the final ballast adjustment thickness in the step S4 is expressed as:
z＝Ay-Ad-qe
wherein y is the track deviation line shape processed by the bridge upper correction method in the step S2; d is the rail surface line shape after the correction by the bridge-on-bridge correction method; a is an intermediate transition matrix for expressing the rail surface line shape d after the rail on the final bridge is aligned; q is the thickness of the uniformly paved ballast; e is a unit vector.
Further, the concrete calculation mode of bridge deck deformation corresponding to the final ballast adjustment thickness in the step S4 is as follows:
y m ＝Vbρz
wherein y is m And V is a bridge structure flexibility matrix, b is the width of a ballast bed, ρ is the ballast volume weight, and z is the final ballast adjustment thickness vector.
The invention has the following beneficial effects:
giving out the track line shape of the roadbed after the track laying is completed by using a smooth spline optimization function; and considering the influence of structural flexibility on the track line shape on the bridge, establishing a functional relation between the ballasting compensation quantity and bridge deformation through a bridge flexibility matrix, and taking track deflection caused by the dead weight of the railway ballasts into an optimization process to obtain the track line shape on the bridge. Under the condition that the adjustment amount of the thickness of the railway ballast is equivalent, adopting an optimization algorithm which counts down deflection of the bridge, wherein a curvature line corresponding to the regular line shape of the track on the bridge is smoother and has smaller amplitude; the corresponding chord measurement value is smaller and the smoothness is higher.
Drawings
Fig. 1 is a schematic flow chart of a method for adjusting the thickness of a railway ballast for leveling a track on a large-span bridge.
Fig. 2 is an elevation view of a large span railroad bridge in accordance with an embodiment of the present invention.
FIG. 3 is a schematic diagram of adjusting thickness of a ballast according to different adjustment methods according to an embodiment of the present invention.
FIG. 4 is a schematic diagram showing the track smoothing effect and the original linear deviation comparing effect of different alignment methods according to the embodiment of the present invention.
Fig. 5 is a schematic diagram showing bridge deck deformation results caused by ballasting amounts of different alignment methods according to the embodiment of the invention.
FIG. 6 is a schematic view of linear curvature of a rail surface according to various alignment methods according to embodiments of the present invention.
FIG. 7 is a graph showing the measurement results of the rail surface linear 60m chord according to the different alignment methods of the embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and all the inventions which make use of the inventive concept are protected by the spirit and scope of the present invention as defined and defined in the appended claims to those skilled in the art.
A method for adjusting the thickness of railway ballast for leveling a track on a large-span bridge, as shown in figure 1, comprises the following steps:
s1, actually measuring or predicting the track irregularity affected by construction deviation;
in the construction process, the large-span railway bridge is affected by various factors such as dead weight, assembly, elastic modulus, temperature and the like, and finally the bridge line shape is inevitably deviated to a certain extent. The bridge forming line shape with deviation can change the geometric shape and position of the track on the bridge, thereby affecting the track smoothness. The method can obtain the track irregularity on the bridge affected by construction deviation factors through a field actual measurement or estimation prediction method.
S2, actually measuring or calculating a bridge structure flexibility matrix, wherein the track irregularity in the step S1 considers the influence of the thickness of the uniformly ballasted railway ballasts, and respectively calculates the treated track irregularity which does not consider the structural deformation and which is corresponding to the structural deformation correction method.
The bridge structure compliance matrix V can be obtained by finite element software. Definition of deformation vector v j For the column vector of the girder deformation caused by the unit change of the vertical force of the jth joint of the girder, the flexibility matrix of the bridge structure is defined as
V＝[v 1 ，v 2 ，…，v r ] (1)
Wherein r is the total number of girder nodes.
In the embodiment, the bridge deck deflection vector y caused by adjusting the thickness of the railway ballast is regulated to be positive m Is that
y m ＝Vbρz (2)
V is a bridge structure flexibility matrix, b is the width of a ballast bed, ρ is the volume weight of the ballast, and z is the thickness of the ballast.
In the embodiment, firstly filling up railway ballasts with uniform thickness of 40mm for actual measurement or predicted line shape of the railway, and if structural deformation is not considered, directly obtaining corresponding deviation line shape of the railway; if structural deformation is considered, the bridge deck deformation caused by the dead weight of the railway ballast is needed to be included in the geometric position of the track by the combined type (2) to obtain the corresponding track deviation line shape. Obviously, the allowable range of the adjusting thickness of the railway ballast is changed from-20 to +100mm to-60 to 60mm.
S3, aiming at the processed track irregularity corresponding to the unaccounted structure deformation and the considered structure deformation in the step S2, calculating to obtain the track ballasting alignment and the ballast regulating thickness corresponding to the processed track irregularity by using the method of the unaccounted structure deformation and the considered structure deformation alignment;
in the present embodiment, a matrix is defined
A＝(I-Vbρ) -1 (3)
Wherein I is an identity matrix, V is a bridge structure flexibility matrix, b is the width of a ballast bed, and ρ is the ballast volume weight.
Defining parameters
Where EI is the bending stiffness of the rail. And lambda is a linear smoothing parameter of the track, and proper smoothing parameters can be selected from lambda epsilon (0, 1), so that the adjustment quantity and smoothness after correction of the track ballast meet the requirements of line specifications.
The relation between the track smoothing parameter lambda and the rigidity of the beam and the foundation elasticity coefficient is that
Wherein k is the equivalent stiffness of the rail lower track structure.
In the present embodiment, let x i Mileage coordinates of i-th segment start point, i=0, 1, …, n-1, where n is the number of segments divided, h i ＝x i+1 -x i And the distance is the distance between the mileage coordinates of the ith section bridge. Let parameter p i ＝2(h i-1 +h i ) Parameters (parameters)Parameter->Then there are transition matrices R and Q T
Wherein p is i ，r i ，g i Is an intermediate parameter for expressing intermediate transition matrix R, Q T 。
For the ballasting and straightening of the track on the large-span bridge, if the structural flexibility deformation caused by the dead weight of the railway ballast is not considered, and the adjustment thickness of the railway ballast is regulated to be straightened by the ballasting, the linear vector d of the track surface after the track straightening is
d＝y-μQ((R+μQ T Q) -1 (Q T y)) (7)
Wherein y is the track irregularity shape processed by the correction method without considering the structural deformation in the step S2, and d is the track surface shape processed by the correction method without considering the structural deformation; μ is an intermediate transition parameter for expressing the rail surface linearity d after the final bridge rail is straightened; r, Q T And the intermediate transition matrix is used for expressing the rail surface linearity d after final rail alignment.
If bridge deck deformation caused by self weight of the railway ballast is considered, the thickness of the railway ballast is regulated to be positive by adopting the ballastless, and the linear vector d of the rail surface after the completion of the ballastless repairing of the railway is taken as
d＝(A T A+μQR -1 Q T ) -1 (A T Ay) (8)
Wherein y is track irregularity shape processed by the correction method taking structural deformation into consideration in the step S2, and d is track surface shape processed by the correction method taking structural deformation into consideration; μ is an intermediate transition parameter for expressing the rail surface linearity d after final rail alignment; r, Q T And the intermediate transition matrix is used for expressing the rail surface linearity d after final rail alignment.
S4, the thickness of the uniformly ballasted railway ballast in the step S2 and the thickness of the railway ballast regulated and controlled in the step S3 are overlapped to respectively obtain final railway ballast regulating amounts corresponding to the two regulating methods, and then bridge deck deformation corresponding to the final railway ballast regulating amounts is respectively obtained by utilizing the bridge structure flexibility matrix in the step S2.
In this embodiment, for the track alignment method without considering the structural deformation, the track deviation line shape after the structural deformation processing in step S2 is used as the irregularity sample, and the line shape after the track alignment can be obtained according to the formula (7). Finally, the final ballast adjusting thickness is obtained by the formula (11). For the track alignment method considering the structural deformation, the track deviation line after the structural deformation treatment is taken as a non-smooth sample in the step S2, and the line shape after the track alignment can be obtained according to the formula (8). Finally, the final ballast adjusting thickness is obtained by the formula (12).
If structural deformation caused by the dead weight of the railway ballast is not considered, the calculation mode of the railway ballast regulating thickness vector z in the step S3 is as follows:
z＝y-d (9)
wherein y is the track irregularity shape after the correction method without considering the structural distortion in step S2, and d is the track irregularity shape obtained by the formula (7).
If bridge deck deformation caused by the dead weight of the railway ballast is considered, the railway ballast regulating thickness vector z in the step S3 is expressed as follows:
z＝Ay-Ad (10)
wherein y is the track irregularity shape after the correction method in which the structural distortion is considered in step S2, and d is the track irregularity shape obtained by the formula (8).
According to the road track rectifying method without considering structural deformation and the bridge track rectifying method with considering structural deformation, the final ballasting thickness corresponding to the road track rectifying method without considering structural deformation can be obtained respectively.
The final ballasting thickness corresponding to the structural deformation correction method is not considered, the ballasting is set to be positive,
z＝y-d-qe#(11)
considering the final ballasting thickness corresponding to the structural deformation correction method, the ballasting is specified to be positive,
z＝Ay-Ad-qe#(12)
wherein q is the thickness of the uniformly ballasted layer, and the embodiment is 40mm; e is a unit vector.
So that the bridge deck deformation caused by the dead weight of the filling railway ballast can be obtained according to the formula (2) respectively.
Taking a certain large-span railway bridge as an example, as shown in fig. 2. Obtaining a ballasting and straightening line shape of the track on the bridge without considering structural deformation by using a spline smoothing optimization function; if the deformation of the bridge structure is considered, taking an straightening method without considering the structural deformation as a basis, and taking bridge deck deformation caused by the dead weight of the railway ballast into the geometric shape of the track to obtain the straightening line shape of the ballasting of the on-bridge track. The pair of two track alignment effects and the original linear deviation are shown in fig. 4. Meanwhile, the corresponding final ballast adjusting thickness can be obtained by utilizing the formula (11) and the formula (12), as shown in fig. 3. Finally, the final ballast obtained according to the two methods is adjusted in thickness, and the corresponding bridge deck deformation can be obtained by using the formula (2), as shown in fig. 5.
For a large-span railway bridge, geometric characteristics such as track linearity, curvature, chord measurement and the like influence the driving quality of a locomotive. Under the condition of ensuring that the two methods have similar ballasting thicknesses, the optimal straightening method can be evaluated from the aspects of geometric line shape of the track, bridge deck deformation caused by self weight of the railway ballasts, curvature of the line shape, chord measured value and the like,
the comparison results are shown in fig. 4, 5, 6 and 7.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
The principles and embodiments of the present invention have been described in detail with reference to specific examples, which are provided to facilitate understanding of the method and core ideas of the present invention; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in accordance with the ideas of the present invention, the present description should not be construed as limiting the present invention in view of the above.
Those of ordinary skill in the art will recognize that the embodiments described herein are for the purpose of aiding the reader in understanding the principles of the present invention and should be understood that the scope of the invention is not limited to such specific statements and embodiments. Those of ordinary skill in the art can make various other specific modifications and combinations from the teachings of the present disclosure without departing from the spirit thereof, and such modifications and combinations remain within the scope of the present disclosure.

Claims (5)

1. A method for adjusting the thickness of a railway ballast for leveling a track on a large-span bridge is characterized by comprising the following steps:
s1, actually measuring or predicting the track irregularity affected by construction deviation;
s2, actually measuring or calculating a bridge structure flexibility matrix, wherein the track irregularity in the step S1 considers the influence of the thickness of the uniformly ballasted railway ballasts, and respectively calculates to obtain treated track irregularity corresponding to the structural deformation-unaccounted and structural deformation-considered correction method;
s3, aiming at the processed track irregularity corresponding to the unaccounted structure deformation and the considered structure deformation in the step S2, calculating to obtain the track ballasting alignment and the ballast regulating thickness corresponding to the processed track irregularity by using the method of the unaccounted structure deformation and the considered structure deformation alignment;
s4, the thickness of the uniformly ballasted railway ballast in the step S2 and the thickness of the railway ballast regulated and controlled in the step S3 are overlapped to respectively obtain final railway ballast regulating amounts corresponding to the two regulating methods, and then bridge deck deformation corresponding to the final railway ballast regulating amounts is respectively obtained by utilizing the bridge structure flexibility matrix in the step S2.
2. The method for adjusting the thickness of a ballast for leveling a track on a large-span bridge according to claim 1, wherein the specific calculation method for calculating the alignment of the ballasting of the track by using the alignment method without considering structural deformation in S3 is as follows:
d＝y-μQ((R+μq T Q) -1 (Q T y))
wherein y is the track irregularity after the processing of the correction method without considering the structural deformation in the step S2, and d is the track correction method without considering the structural deformationThe shape of the rail surface is the shape of the rear rail surface; μ is an intermediate transition parameter for expressing the rail surface linearity d after final rail alignment; r, Q T Is an intermediate transition matrix for expressing the rail surface line shape d after final rail alignment, and
p i ，r i ，g i is an intermediate parameter for expressing intermediate transition matrix R, Q T ，i∈[0,n-1]N is the number of segments divided.
3. The method for adjusting the thickness of a ballast for leveling a track on a large-span bridge according to claim 1, wherein the specific calculation mode for calculating the alignment of the ballasting of the track by using the alignment method considering structural deformation in S3 is as follows:
d＝(A T a+μQR -1 Q T ) -1 (A T Ay)
wherein y is track irregularity shape processed by the correction method taking structural deformation into consideration in the step S2, and d is track surface shape processed by the correction method taking structural deformation into consideration; μ is an intermediate transition parameter for expressing the rail surface linearity d after the final bridge rail is straightened; r, Q T The intermediate transition matrix is used for expressing the rail surface line shape d after final rail alignment; a is an intermediate transition matrix for expressing the rail surface line shape d after final rail alignment, and
A＝(I-Vbρ) -1
i is an identity matrix, V is a bridge structure flexibility matrix, b is the width of a ballast bed, and ρ is the ballast volume weight.
4. The method for adjusting the thickness of a ballast for leveling a track on a large-span bridge according to claim 1, wherein the step S4 is characterized in that the final ballasting thickness considering structural deformation method adjustment is expressed as:
z＝Ay-Ad-qe
wherein z is the final ballasting thickness for track alignment by considering the structural deformation method, and y is the track irregularity shape processed by the alignment method by considering the structural deformation in the step S2; d is the rail surface line shape after rail alignment by taking the structural deformation into consideration; a is an intermediate transition matrix for expressing the rail surface line shape d after the rail on the final bridge is aligned; q is the thickness of the uniformly paved ballast; e is a unit vector.
5. The method for adjusting the thickness of the railway ballast for leveling the track on the large-span bridge according to claim 1, wherein the concrete calculation mode of the bridge surface deformation in the step S4 is as follows:
y m ＝Vbρz
wherein y is m And V is a bridge structure flexibility matrix, b is the width of a ballast bed, ρ is the ballast volume weight, and z is the final ballasting thickness corresponding to the correction method considering the structural deformation.
CN202310446396.1A 2023-04-23 2023-04-23 Railway ballast thickness adjusting method for leveling track on large-span bridge Pending CN116738529A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310446396.1A CN116738529A (en) 2023-04-23 2023-04-23 Railway ballast thickness adjusting method for leveling track on large-span bridge

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310446396.1A CN116738529A (en) 2023-04-23 2023-04-23 Railway ballast thickness adjusting method for leveling track on large-span bridge

Publications (1)

Publication Number Publication Date
CN116738529A true CN116738529A (en) 2023-09-12

Family

ID=87910386

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310446396.1A Pending CN116738529A (en) 2023-04-23 2023-04-23 Railway ballast thickness adjusting method for leveling track on large-span bridge

Country Status (1)

Country Link
CN (1) CN116738529A (en)

Similar Documents

Publication Publication Date Title
Guo et al. Long-term prediction of track geometry degradation in high-speed vehicle–ballastless track system due to differential subgrade settlement
CN112084558B (en) Track irregularity state optimization simulation fine adjustment method
CN116244841B (en) Rail transit existing line longitudinal section fitting optimization method
US6154973A (en) Method for correcting the track geometry of a track
CN107330190B (en) The longitudinal rigidity control method and bridge of high-block bridge concrete continuous rigid structure bridge
WO2011079674A1 (en) Fine regulation method for rail board of plate type non-ballast rail
Prescott et al. Modelling maintenance in railway infrastructure management
CN116127631B (en) Multi-target fine tuning method for high-speed railway track under data physical fusion
CN110020464B (en) Method for weakening upwarp of railway bridge track
CN112144352A (en) Leveling machine for leveling ultrahigh-performance concrete and application method thereof
CN107025347B (en) Multi-track railway bridge track linear control method
CN112507426B (en) Variable reinforcement design method for effectively controlling crack morphology of continuous reinforcement concrete pavement
Korolev Switching shunters on a slab base
CN113656861A (en) Method for calculating space mapping deformation of ballastless track caused by railway bridge deformation
CN102704393B (en) Bridge deck continuous device applied to beam bridge and bridge deck continuous method
CN116738529A (en) Railway ballast thickness adjusting method for leveling track on large-span bridge
CN117494277A (en) Linear regulation and control method for large-span high-speed railway bridge track based on temperature deformation
CN116050814B (en) Self-adaptive correction method for tamping scheme of ballasted track
CN213978477U (en) Leveling machine for leveling ultrahigh-performance concrete
CN114925498B (en) Rapid calculation method for normal load of three-dimensional elastoplastic wheel track by considering curvature transition
CN114218645B (en) Box girder steam-curing thermodynamic coupling field theoretical model with physical property space-time variation and calculation method
CN109778617A (en) A kind of lateral platform trackless pipeline construction method of Subway Tunnel
CN113550624B (en) Intelligent correction platform and method
CN105648859A (en) Determining method and device for rail stress-free temperature of seamless track
CN110598250B (en) Method and system for optimizing bending moment distribution of continuous rigid frame bridge

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination