阅读说明：本技术 一种斜拉桥上无砟轨道施工线形精度控制方法 (Method for controlling construction line shape precision of ballastless track on cable-stayed bridge ) 是由 严爱国 李的平 文望青 王斌 谢晓慧 张晓江 柳鸣 崔苗苗 黄振 梁金宝 赵剑锋 于 2019-11-26 设计创作，主要内容包括：本发明属于轨道桥梁技术领域,具体提供了一种斜拉桥上无砟轨道施工线形精度控制方法,主梁合拢后,在桥面预加载,获取斜拉桥的桥面载荷与主梁的初步变形对应关系表；然后再通过对体系温度变化下主梁变形的测量,获取温度作用与主梁变形对应关系表；计算桥面附属设施与无砟轨道结构的重量,并考虑结构实时温度,得出无砟轨道铺设前主梁的理论线形,通过调整斜拉索拉力使主梁实际线形接近理论线形；先施工桥面附属工程,最后施工无砟轨道,通过逐步修正轨道底座板、自密实混凝土浇筑层等厚度值,使无砟轨道实际线形接近理论线形,达到无砟轨道精度要求,在高速铁路大跨度桥梁铺设无砟轨道有广阔的应用前景。(The invention belongs to the technical field of track bridges, and particularly provides a method for controlling the linear precision of ballastless track construction on a cable-stayed bridge, wherein after a girder is folded, the bridge floor is preloaded to obtain a corresponding relation table of bridge floor load of the cable-stayed bridge and primary deformation of the girder; then, measuring the deformation of the main beam under the temperature change of the system to obtain a corresponding relation table of the temperature action and the deformation of the main beam; calculating the weight of bridge deck auxiliary facilities and a ballastless track structure, considering the real-time temperature of the structure, obtaining the theoretical line shape of a main beam before the ballastless track is paved, and adjusting the tension of a stay cable to enable the actual line shape of the main beam to be close to the theoretical line shape; the method comprises the steps of constructing a bridge deck auxiliary project, constructing a ballastless track, gradually correcting thickness values of a track base plate, a self-compacting concrete pouring layer and the like to enable the actual line shape of the ballastless track to be close to the theoretical line shape, achieving the precision requirement of the ballastless track, and having wide application prospect when the ballastless track is paved on a large-span bridge of a high-speed railway.)

1. A method for controlling the linear precision of ballastless track construction on a cable-stayed bridge is characterized by comprising the following steps:

s01: acquiring a primary deformation corresponding relation table between bridge deck load and main beam deformation of the cable-stayed bridge;

s02: when the bridge deck load is fixed, acquiring a corresponding relation table of system temperature change and main beam deformation of the cable-stayed bridge;

s03: determining a first theoretical linear shape of the girder corresponding to the weight of the bridge deck auxiliary structure and the ballastless track structure according to the corresponding relation of the step S01;

s04: according to the corresponding relation of the step S02, determining the deformation of the main beam under the action of the current system temperature when the ballastless track structure is laid so as to correct the first theoretical linear shape of the main beam, and obtaining the second theoretical linear shape of the final main beam;

s05: adjusting the cable force of the stay cables to enable the actual linear shape of the main beam to be close to the second theoretical linear shape;

s06: laying all the auxiliary projects except the ballastless track structure, measuring the actual line shape after the completion, and comparing the actual line shape with the theoretical deformation under the action of the weight of the auxiliary projects to obtain a deviation value;

s07: correcting the thickness of the base plate according to the deviation value to pour the base plate;

s08: roughly paving a track slab to obtain the actual thickness of the self-compacting concrete, weighting the weight of the self-compacting concrete layer by a water tank or a sand bag, finely adjusting the elevation of a track bearing platform, locking, unloading the weighting and pouring the self-compacting concrete;

s09: and the ballastless track is laid, the linear precision meets the requirement, and the linear is measured by adopting an accurate measurement and control technology in the construction process.

2. The method for controlling the alignment precision of the ballastless track construction on the cable-stayed bridge according to claim 1, wherein the step S01 specifically comprises: and applying bridge deck load on the bridge deck after the main beams of the cable-stayed bridge are closed, and obtaining an initial deformation corresponding relation table corresponding to the bridge deck load and the main beams.

3. The method for controlling the alignment precision of the ballastless track construction on the cable-stayed bridge according to claim 1, wherein the step S02 specifically comprises: and measuring the deformation of the main beam under the environmental temperature change at a plurality of nights of 22:00-04:00, and obtaining the deformation rule of the main beam under the lifting temperature of the system under the load of the same bridge deck to obtain a corresponding relation table of the temperature change of the system and the deformation of the main beam.

4. The method for controlling the alignment precision of the ballastless track construction on the cable-stayed bridge according to claim 1, wherein the step S03 specifically comprises: before the bridge deck auxiliary structure and the ballastless track structure are paved, the weight of the bridge deck auxiliary structure and the ballastless track structure is obtained, and a first theoretical line shape of a main beam before the bridge deck auxiliary structure and the ballastless track structure are paved can be obtained according to the preliminary deformation corresponding relation table.

5. The method for controlling the alignment precision of the ballastless track construction on the cable-stayed bridge according to claim 1, wherein the step S04 specifically comprises: and after the first theoretical linear shape is obtained, keeping the loading unchanged, and then obtaining a second theoretical linear shape under the comprehensive action of the load and the temperature by referring to the temperature action of the current system.

6. The method for controlling the alignment precision of the ballastless track construction on the cable-stayed bridge according to claim 1, wherein the step S06 specifically comprises: and after the actual linear shape of the main beam is close to the second theoretical linear shape, calculating the theoretical deformation of the main beam after loading the auxiliary project and the like, and then comparing the actual linear shape after laying the actual auxiliary project with the theoretical deformation of the main beam to obtain a deviation value.

7. The method for controlling the alignment precision of the ballastless track construction on the cable-stayed bridge according to claim 1, wherein after the step S06 and before the step S07, the method further comprises: after the auxiliary engineering construction is completed, a ballastless track structure is laid, and the method specifically comprises the following steps: firstly, laying a base plate of a ballastless track, then hoisting the track plate, reserving a height space between the track plate and the base plate, and finally filling a self-compacting concrete layer in the height space.

8. The method for controlling the linear precision of the ballastless track construction on the cable-stayed bridge according to claim 7, characterized in that: and (3) firstly, the thickness of the base plate of the ballastless track is finely adjusted to make up and correct the deviation value, and then the base plate of the ballastless track is laid.

9. The method for controlling the linear precision of the ballastless track construction on the cable-stayed bridge according to claim 1, which is characterized in that: and (3) hoisting the track slab to the bridge and performing rough paving by calculating the theoretical deformation of the final main beam after continuously loading the residual ballastless track structure and the like, adjusting the elevation of the track bearing platform according to the theoretical deformation of the final main beam to obtain the actual thickness of the self-compacting concrete layer between the track slab and the base plate, and filling the self-compacting concrete layer.

10. The method for controlling the linear precision of the ballastless track construction on the cable-stayed bridge according to claim 9, characterized in that: the thickness of the self-compacting concrete layer is fine-tuned to make the final actual line shape more closely approach the final theoretical deformation.

Technical Field

The invention belongs to the technical field of track bridges, and particularly relates to a method for controlling the linear precision of ballastless track construction on a cable-stayed bridge.

Background

At present, in domestic high-speed railway bridges for laying ballastless tracks, concrete beams with high rigidity and constant live ratio (namely the ratio of constant load to live load) are mainly used, such as continuous beams, continuous rigid frames and continuous beam arches, the span is within 200m, ballastless tracks are all laid on bridges with larger spans, and the highest running speed is generally not more than 250 km/h. Because the structure of the bridge structure has small deformation under the action of temporary load, the self weight of the ballastless track and temperature, the influence of the structural deformation is not required to be considered when the ballastless track is paved, the construction is directly carried out according to the paving process of the ballastless track, and the requirement of track fine adjustment can be met after the track slab construction is finished.

The cable-stayed bridge is greatly influenced by bridge construction load, temperature change, construction errors and the like, the influence of structural deformation must be fully considered in the ballastless track laying process, and accurate control measures are taken to ensure that the track surface linearity of the ballastless track after the bridge is formed meets the requirements. The deformation of the cable-stayed bridge is large under the action of load, and the requirement of the ballastless track on the linear control is extremely high, so that the laying of the ballastless track on the cable-stayed bridge is not broken through all the time.

Disclosure of Invention

The invention aims to solve the problem of low ballastless track laying precision on a cable-stayed bridge in the prior art.

Therefore, the invention provides a method for controlling the linear precision of ballastless track construction on a cable-stayed bridge, which comprises the following steps:

s01: acquiring a primary deformation corresponding relation table between bridge deck load and main beam deformation of the cable-stayed bridge;

s02: when the bridge deck load is fixed, acquiring a corresponding relation table of system temperature change and main beam deformation of the cable-stayed bridge;

s03: determining a first theoretical linear shape of the girder corresponding to the weight of the bridge deck auxiliary structure and the ballastless track structure according to the corresponding relation of the step S01;

s04: according to the corresponding relation of the step S02, determining the deformation of the main beam under the action of the current system temperature when the ballastless track structure is laid so as to correct the first theoretical linear shape of the main beam, and obtaining the second theoretical linear shape of the final main beam;

s05: adjusting the cable force of the stay cables to enable the actual linear shape of the main beam to be close to the second theoretical linear shape;

s06: laying all the auxiliary projects except the ballastless track structure, measuring the actual line shape after the completion, and comparing the actual line shape with the theoretical deformation under the action of the weight of the auxiliary projects to obtain a deviation value;

s07: correcting the thickness of the base plate according to the deviation value to pour the base plate;

s08: roughly paving a track slab to obtain the actual thickness of the self-compacting concrete, weighting the weight of the self-compacting concrete layer by a water tank or a sand bag, finely adjusting the elevation of a track bearing platform, locking, unloading the weighting and pouring the self-compacting concrete;

s09: and the ballastless track is laid, the linear precision meets the requirement, and the linear is measured by adopting an accurate measurement and control technology in the construction process.

Preferably, the step S01 specifically includes: and applying bridge deck load on the bridge deck after the main beams of the cable-stayed bridge are closed, and obtaining an initial deformation corresponding relation table corresponding to the bridge deck load and the main beams.

Preferably, the step S02 specifically includes: and measuring the deformation of the main beam under the environmental temperature change at a plurality of nights of 22:00-04:00, and obtaining the deformation rule of the main beam under the lifting temperature of the system under the load of the same bridge deck to obtain a corresponding relation table of the temperature change of the system and the deformation of the main beam.

Preferably, the step S03 specifically includes: before the bridge deck auxiliary structure and the ballastless track structure are paved, the weight of the bridge deck auxiliary structure and the ballastless track structure is obtained, and a first theoretical line shape of a main beam before the bridge deck auxiliary structure and the ballastless track structure are paved can be obtained according to the preliminary deformation corresponding relation table.

Preferably, the step S04 specifically includes: and after the first theoretical linear shape is obtained, keeping the loading unchanged, and then obtaining a second theoretical linear shape under the comprehensive action of the load and the temperature by referring to the temperature action of the current system.

Preferably, the step S06 specifically includes: and after the actual linear shape of the main beam is close to the second theoretical linear shape, calculating the theoretical deformation of the main beam after loading the auxiliary project and the like, and then comparing the actual linear shape after laying the actual auxiliary project with the theoretical deformation of the main beam to obtain a deviation value.

Preferably, after the step S06 and before the step S07, the method further comprises: after the auxiliary engineering construction is completed, a ballastless track structure is laid, and the method specifically comprises the following steps: firstly, laying a base plate of a ballastless track, then hoisting the track plate, reserving a height space between the track plate and the base plate, and finally filling a self-compacting concrete layer in the height space.

Preferably, the thickness of the base plate of the ballastless track is finely adjusted to compensate and correct the deviation value, and then the base plate of the ballastless track is laid.

Preferably, the track slab is hoisted to the bridge and is subjected to rough paving by calculating the theoretical deformation of the final main beam after continuously loading the residual ballastless track structure and the like, the elevation of the track bearing platform is adjusted according to the theoretical deformation of the final main beam, the actual thickness of the self-compacting concrete layer between the track slab and the base plate is obtained, and the self-compacting concrete layer is filled.

Preferably, the thickness of the self-compacting concrete layer is fine-tuned to bring the final actual line shape closer to the final theoretical deformation.

The invention has the beneficial effects that: the method for controlling the alignment precision of the ballastless track construction on the cable-stayed bridge obtains a corresponding relation table of bridge deck load and primary deformation of a main beam of the cable-stayed bridge and a corresponding relation table of theoretical deformation of the main beam under the temperature change of a system, then adjusts the deformation of the main beam of which the tension of a stay cable is matched with the self weight of the ballastless track and the temperature of the system, and finally lays the ballastless track and unloads a balance weight. The scheme provides means such as bridge deck preloading, structural rigidity correction, multistage adjustment and the like, and accurate control measures are taken in the ballastless track laying process on the cable-stayed bridge, so that the linear shape of the rail surface after the bridge is formed is ensured to meet the requirements. The method has the advantages that the linear precision of the ballastless track paved on the cable-stayed bridge meets the requirement, the method has great significance for expanding the application range of the ballastless track paved on the bridge, and the method has wide application prospect in the construction of ballastless track bridges of high-speed railways.

The present invention will be described in further detail below with reference to the accompanying drawings.

Drawings

FIG. 1 is a schematic flow chart of a method for controlling the alignment precision of ballastless track construction on a cable-stayed bridge according to the present invention;

fig. 2 is a schematic structural view of a ballastless track of the ballastless track construction line shape precision control method for the cable-stayed bridge.

Description of reference numerals: the steel rail self-compaction foundation comprises an offline foundation 1, a base plate 2, a middle isolation layer 3, a self-compaction concrete layer 4, a limiting groove 5 and a steel rail 6.

Detailed Description

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 only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.

The terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature; in the description of the present invention, "a plurality" means two or more unless otherwise specified.

As shown in fig. 1 and fig. 2, an embodiment of the present invention provides a method for controlling a linearity precision of a ballastless track construction on a cable-stayed bridge, which is characterized by comprising:

s01: acquiring a primary deformation corresponding relation table between bridge deck load and main beam deformation of the cable-stayed bridge;

s02: when the bridge deck load is fixed, acquiring a corresponding relation table of system temperature change and main beam deformation of the cable-stayed bridge;

s03: determining a first theoretical linear shape of the girder corresponding to the weight of the bridge deck auxiliary structure and the ballastless track structure according to the corresponding relation of the step S01;

s04: according to the corresponding relation of the step S02, determining the deformation of the main beam under the action of the current system temperature when the ballastless track structure is laid so as to correct the first theoretical linear shape of the main beam, and obtaining the second theoretical linear shape of the final main beam;

s05: adjusting the cable force of the stay cables to enable the actual linear shape of the main beam to be close to the second theoretical linear shape;

s06: laying all the auxiliary projects except the ballastless track structure, measuring the actual line shape after the completion, and comparing the actual line shape with the theoretical deformation under the action of the weight of the auxiliary projects to obtain a deviation value;

s07: correcting the thickness of the base plate according to the deviation value to pour the base plate;

s08: roughly paving a track slab to obtain the actual thickness of the self-compacting concrete, weighting the weight of the self-compacting concrete layer by a water tank or a sand bag, finely adjusting the elevation of a track bearing platform, locking, unloading the weighting and pouring the self-compacting concrete;

s09: and the ballastless track is laid, the linear precision meets the requirement, and the linear is measured by adopting an accurate measurement and control technology in the construction process.

The construction precision control method specifically comprises the following steps: after the bridge is folded, applying bridge deck load and corresponding relation with main beam deformation at different temperatures through tests; calculating the weight of the ballastless track, and adjusting the tension of the stay cables systematically and in a large range to the girder so as to enable the deformation of the girder to be consistent with the final deformation of the ballastless track after the completion of laying, and keep the deformation precision of the girder to be controllable at centimeter level. Specifically, assuming that the theoretical deformation of the main beam is a downward bending depth a after the ballastless track is laid by calculation, the tension of the stay cable is adjusted before the laying so that the main beam deforms to bend upward by the same depth a, and thus the main beam deformation is offset after the laying, and the actual deformation after the final laying is basically consistent with the theoretical deformation. And then, starting to construct the ballastless track. In the specific construction process, the adjustability of the track bed plate 2 is fully utilized to eliminate the local linear error of the main beam section; then the self-compacting concrete layer 4 is used for fine adjustment of the track line shape, and the precision can be controlled at a millimeter level; and finally, fine adjustment is carried out on the line shape of the track by using the fastener, so that the laying of the ballastless track and the line shape of the track surface after the bridge formation can meet the requirements.

Therefore, the requirement on the linear precision of the ballastless track is high, the linear shape of the large-span cable-stayed bridge is sensitive to the influence of material discreteness, bridge deck load, temperature change and the like, before the ballastless track is laid, the actual deformation rule of the bridge structure under the action of the bridge deck load and temperature is mastered, the deformation value of the bridge under the action of the weight of the track structure is calculated, meanwhile, the influence of different environmental temperatures on the linear shape is considered, the linear shape of the bridge structure is preset by adjusting the cable force of the stay cable according to the deformation value, and then the ballastless track is laid. Taking the paving of a CRTS III plate-type ballastless track as an example, sequentially constructing a base plate 2, paving a track plate and pouring a self-compacting concrete layer 4, in the process, fully utilizing the adjustable range of the track structure, and locally correcting the deformation of a main beam in each paving stage in time, so that the construction precision of the ballastless track structure meets the requirement of fine adjustment of the track in the later stage.

Specifically, different bridge deck loads are applied to the cable-stayed bridge, so that specific deformation of the main beam under different bridge deck loads can be obtained, and a corresponding preliminary deformation corresponding relation table can be established. In a similar way, the corresponding theoretical deformation corresponding relation table is established by detecting the specific deformation of the main beam under different environmental temperatures. And then applying a counter weight with the same weight as the theoretical self weight of the target track structure as a preload, inquiring a theoretical deformation corresponding relation table according to the main beam deformation corresponding to the counter weight, adjusting by adjusting the tension of the stay cable to obtain the final main beam deformation, enabling the main beam deformation to correspond to the theoretical deformation corresponding relation table, and then starting to lay the ballastless track. Namely, the cable force of the stay cable is adjusted according to the structural weight of the track and the system temperature, and a reasonable main beam before the ballastless track is paved is obtained. Due to the fact that errors exist in the construction process, the main beam deviates from a theoretical value after the main beam is folded, systematic and large-scale adjustment can be conducted on the main beam by adjusting the stay cable force, and the main beam is enabled to reach a reasonable state.

The scheme solves the problem of laying the ballastless track on the bridge, meets the basic condition that the high-speed train runs at the speed per hour of 350km, and eliminates the speed limit point. The ballastless track has the advantages of high smoothness, high stability, high durability and less maintenance. The problem of lay ballastless track on the bridge is solved for the whole line track type is unified, can reduce maintenance work load and maintenance equipment kind, and economic benefits is good.

The overall structure scheme of the CRTS III slab ballastless track is a novel unit slab ballastless track structure with a shoulder, and mainly comprises parts such as a steel rail 6, a fastener, a bed plate 2, a self-compacting concrete layer 4, a limiting groove 5, a middle isolation layer 3 (geotextile) and an offline foundation 1, wherein the self-compacting concrete layer 4 is self-compacting concrete for reinforcing bars, namely a self-leveling concrete adjusting layer. The track structure adopts a unit block type structure, and non-connected block type unit structures are adopted among track slabs of roadbed, bridge and tunnel sections. Two limiting blocking platforms (groove structures) are arranged in the range of each track plate of the base plate 2, and a middle isolation layer 3 is arranged between the base plate 2 and the self-leveling concrete layer.

Preferably, the step S01 specifically includes: and applying bridge deck load on the bridge deck after the main beams of the cable-stayed bridge are closed, so as to obtain the corresponding relation of the bridge deck load and the initial deformation corresponding to the main beams. And applying load after the main beam of the cable-stayed bridge is closed, and obtaining the initial deformation corresponding relation between the load of the bridge deck and the main beam to obtain the real rigidity of the structure. Due to the influence of factors such as material performance (such as an elastic model, volume weight and the like) and construction process, the actual rigidity of the structure may be different from the theoretically calculated rigidity, and the actual rigidity of the structure is reflected by applying bridge deck load to determine the accurate corresponding relation between the load and the main beam. The applied bridge deck load can utilize bridge deck auxiliary works (such as load of protecting wall, vertical wall, etc.) or adopt other ballast weight schemes.

Preferably, the step S02 specifically includes: and measuring the deformation of the main beam under the environmental temperature change at a plurality of nights of 22:00-04:00, and obtaining the deformation rule of the main beam under the lifting temperature of the system under the load of the same bridge deck to obtain a corresponding relation table of the temperature change of the system and the deformation of the main beam. Therefore, the change rule of the main beam of the cable-stayed bridge under the system temperature change is obtained. In order to eliminate uncertain influences of component gradient temperature difference (such as main beam gradient temperature difference) and component-to-component temperature difference (such as stay cable-main beam temperature difference) on main beam deformation, main beam deformation is measured in a plurality of periods of 22:00-04:00 at night, and a main beam deformation rule under system temperature change is obtained.

According to the preferable scheme, the base plate 2 of the ballastless track is laid firstly, then the track plate is hoisted, the height space between the track plate and the base plate 2 is reserved, and finally the self-compacting concrete layer 3 is filled in the height space. Accurately calculating the weight of bridge deck auxiliary facilities and a ballastless track structure, considering the real-time temperature of the structure, obtaining the theoretical line shape of a main beam before the ballastless track is paved, and performing first correction on the line shape of the main beam by adjusting the tension of a stay cable to enable the actual line shape of the main beam to be close to the theoretical line shape; laying a ballastless track base plate 2, adjusting the tension of the stay cable after laying the base plate 2, and finally correcting the line shape for the second time by utilizing the adjustable thickness range of the base plate 2 to make up a deviation value so as to finish the approximate theoretical deformation of the main beam in the construction stage; and then hoisting the track slab to a bridge and carrying out rough paving, adjusting the elevation of a rail bearing platform according to the theoretical linear shape of the ballastless track to obtain the actual thickness of the self-compacting concrete layer 4 between the track slab 2 and the base plate, finally constructing the self-compacting concrete layer 4, adjusting the tension of a stay cable to enable the deformation of the main beam to be close to the theoretical deformation, and correcting the linear shape for the third time by utilizing the adjustable thickness range of the self-compacting concrete layer 4 to finish fine adjustment of the final construction stage, so that the deformation of the main beam is close to the theoretical deformation to the maximum extent after construction is finished. Wherein, when constructing self-compaction concrete layer 4, self-compaction concrete layer 4 weight carries out the ballast through water tank or sand bag, and the fine tuning rail bearing platform elevation is and lock, and the while is unloaded ballast and is filled self-compaction concrete 4.

Wherein the mounting clip and rail 6 are prior art and will not be described in detail herein.

According to the preferable scheme, the thickness of the base plate 2 of the ballastless track is adjusted to further reduce the local linear error of each section of the main beam. Therefore, the adjustable thickness range of the base plate 2 is fully utilized, and the local linear error of the main beam segment is eliminated. The main beam can reach a reasonable state by adjusting the cable force of the stay cable, but the action on the local linear shape difference between the adjusting sections is not large, and when the actual linear shape and the theoretical linear shape of a certain section have local deviation, the adjustable thickness range of the track plate can be fully utilized to eliminate the local linear shape error of the main beam section. The thickness of the III type track plate base plate 2 is 220mm, the adjustable thickness range is +/-20 mm, and the top surface line shape of the base plate 2 is made to be as close to the theoretical line shape as possible by adjusting the thickness of the base plate 2.

In the preferable scheme, the alignment of the ballastless track is further corrected by adjusting the thickness of the self-compacting concrete layer 4. Therefore, the thickness adjustable range of the self-compacting concrete layer 4 is utilized for the rough paving of the track slab, and the track line shape is finely adjusted. After the track slab is coarsely paved, the thickness of a self-compacting concrete layer 4 can be obtained, the ballasting is carried out by adopting the equal generation load, the elevation of the track slab is finely adjusted by utilizing the adjustable thickness range (the thickness of the III type track slab self-compacting concrete layer 4 is 103mm, and the adjustment amount is-5- +15mm) of the self-compacting concrete layer 4, the height of a vertical mold is locked, the ballasting load is unloaded, and the self-compacting concrete layer 4 is poured.

In order to avoid the influence of other auxiliary facilities of the bridge deck on the line shape, the other auxiliary facilities of the bridge deck are constructed firstly, then the ballastless track is laid, and the side span is laid firstly and then the middle span is laid.

Preferably, the step S06 specifically includes: and after the actual linear shape of the main beam is close to the second theoretical linear shape, calculating the theoretical deformation of the main beam after loading the auxiliary project and the like, and then comparing the actual linear shape after laying the actual auxiliary project with the theoretical deformation of the main beam to obtain a deviation value. After the tension of the stay cable is fixed, the tension of the stay cable can be changed by laying auxiliary engineering, so that theoretical deformation can be influenced, and the theoretical deformation is obtained by loading after the stay cable is fixed and considering the theoretical elastic deformation of the material, and the difference exists actually, so that a deviation value can be obtained by measuring and comparing, and the thickness can be changed in the process of pouring the base plate to correct the deviation value.

The invention has the beneficial effects that: the method for controlling the alignment precision of the ballastless track construction on the cable-stayed bridge obtains a corresponding relation table of bridge deck load and primary deformation of a main beam of the cable-stayed bridge and a corresponding relation table of theoretical deformation of the main beam under the temperature change of a system, then adjusts the deformation of the main beam of which the tension of a stay cable is matched with the self weight of the ballastless track and the temperature of the system, and finally lays the ballastless track and unloads a balance weight. The scheme provides means such as bridge deck preloading, structural rigidity correction, multistage adjustment and the like, and accurate control measures are taken in the ballastless track laying process on the cable-stayed bridge, so that the linear shape of the rail surface after the bridge is formed is ensured to meet the requirements. The method has the advantages that the linear precision of the ballastless track paved on the cable-stayed bridge meets the requirement, the method has great significance for expanding the application range of the ballastless track paved on the bridge, and the method has wide application prospect in the construction of ballastless track bridges of high-speed railways.

The above examples are merely illustrative of the present invention and should not be construed as limiting the scope of the invention, which is intended to be covered by the claims and any design similar or equivalent to the scope of the invention.