CN112541218A - Cantilever construction linear control method for large-span all-welded steel truss bridge - Google Patents

Cantilever construction linear control method for large-span all-welded steel truss bridge Download PDF

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CN112541218A
CN112541218A CN202011462194.9A CN202011462194A CN112541218A CN 112541218 A CN112541218 A CN 112541218A CN 202011462194 A CN202011462194 A CN 202011462194A CN 112541218 A CN112541218 A CN 112541218A
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coordinates
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CN112541218B (en
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陈涛
吕宏奎
柯卫峰
王吉
董晓兵
薛其林
吴晓辉
余飞
袁建新
何祖发
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China Railway Major Bridge Engineering Group Co Ltd MBEC
China Railway Bridge Science Research Institute Ltd
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China Railway Major Bridge Engineering Group Co Ltd MBEC
China Railway Bridge Science Research Institute Ltd
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    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D21/00—Methods or apparatus specially adapted for erecting or assembling bridges
    • E01D21/10—Cantilevered erection
    • 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
    • G06F17/18—Complex mathematical operations for evaluating statistical data, e.g. average values, frequency distributions, probability functions, regression analysis
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/17—Mechanical parametric or variational design
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
    • Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]

Abstract

The application relates to a large-span all-welded steel truss bridge cantilever construction linear control method, which relates to the technical field of bridge construction, and comprises the following steps of S1: calculating theoretical installation coordinates of the head end and the tail end of the (i + 1) th segment according to the actual measurement coordinates of the head end and the tail end of the (i) th segment and the known manufacturing linear coordinates of the head end and the tail end of the (i + 1) th segment; s2: calculating mileage average deviation values and elevation accumulated deviation values of theoretical installation coordinates at the head end and the tail end of the (i + 1) th segment and known ideal linear coordinates at the head end and the tail end of the (i + 1) th segment; s3: and setting linear deviation values of the whole bridge to meet design requirements when the subsequent sections are closed, calculating total deviation, and correcting theoretical installation coordinates of the head end and the tail end of the (i + 1) th section to obtain actual installation coordinates of the (i + 1) th section. According to the linear control method, the section-by-section construction of the steel truss bridge can be effectively guided through deviation analysis, the midspan closure can be smoothly carried out, and the linear shape of the bridge after closure reaches the linear shape required by design.

Description

Cantilever construction linear control method for large-span all-welded steel truss bridge
Technical Field
The application relates to the technical field of bridge construction, in particular to a linear control method for cantilever construction of a large-span all-welded steel truss bridge.
Background
At present, a large-span steel truss bridge is constructed by a cantilever method, steel truss beam sections are connected in a welding mode, and the limitation of the width of a welding seam is limited; once the steel structure of the steel truss girder is manufactured in a factory, the construction line shape of the steel truss girder is determined immediately, and field internode assembly must be carried out according to the factory manufacturing line shape, so that the line shape of the steel truss girder cannot be greatly changed. Due to the manufacturing error, welding deformation and the influence of the environment of the steel truss girder structure, certain deviation exists between the line shape and the theoretical value of the steel truss girder installation, and the deviation is linearly increased along with the increase of the number of the sections, so that the steel truss girders at two sides of the closure opening are inconsistent in elevation and cannot be closed during final mid-span closure; even if load is applied to the steel trussed beams on the two sides of the closure opening, forced alignment is carried out to complete closure, large internal stress can occur in the steel trussed beams, the stress on the steel trussed beam structure is very adverse, the construction quality of the bridge is affected, and potential safety hazards are buried in later-stage operation.
In the related technology, in the cantilever construction process of the large-span steel truss bridge, the linear deviation of the steel truss bridge inevitably exists, so the linear control is an important and key work in the construction process. The traditional large-span truss structure bridge is generally a cable-stayed bridge structure or comprises temporary piers during construction, the linear control of the two types of large-span steel truss bridges is relatively easy, and when the deviation of the structural linear is found, the linear can be adjusted to an expected position through the cables or the temporary piers; however, when the all-welded truss bridge constructed by the cantilever has no stay cable or temporary pier to adjust the line shape of the bridge structure, how to ensure the line shape of the bridge and smoothly close the bridge is a technical problem to be solved urgently by those skilled in the art.
Disclosure of Invention
The embodiment of the application provides a method for controlling the cantilever construction linearity of a large-span all-welded steel truss bridge, which can effectively guide the section-by-section construction of the steel truss bridge through deviation analysis, so that the midspan closure can be smoothly carried out, and the bridge linearity after closure reaches the design requirement linearity.
The application provides a large-span all-welded steel truss bridge cantilever construction linear control method, which comprises the following steps:
s1: calculating theoretical installation coordinates of the head end and the tail end of the (i + 1) th segment according to the actual measurement coordinates of the head end and the tail end of the (i) th segment and the known manufacturing linear coordinates of the head end and the tail end of the (i + 1) th segment; wherein i is more than or equal to 1 and less than or equal to n, n is the total number of sections assembled by the cantilever, and the actually measured coordinates comprise mileage and elevation;
s2: calculating mileage average deviation values and elevation accumulated deviation value average deviation values of theoretical installation coordinates at the head end and the tail end of the (i + 1) th segment and known ideal linear coordinates at the head end and the tail end of the (i + 1) th segment;
s3: and setting linear deviation values of the whole bridge to reach design requirements according to the mileage average deviation value, the elevation accumulated deviation value average deviation value and subsequent sections during closure, calculating a total deviation value, and correcting theoretical installation coordinates of the head end and the tail end of the (i + 1) th section by using the total deviation value to obtain the actual installation coordinates of the (i + 1) th section.
In some embodiments, step S1 includes the following steps:
s10: calculating an included angle alpha between the ith segment and the (i + 1) th segment according to the manufacturing linear coordinates of the lower chords of the ith segment and the (i + 1) th segment;
s11: measuring actual coordinates of the head end and the tail end of the lower chord of the ith segment by using the measuring points, and calculating an actual intersection point coordinate B of the ith segment and the (i + 1) th segment by combining the distance between the measuring points and the edge of the segment;
s12: and calculating theoretical installation coordinates of the head and tail ends of the upper chord and the lower chord of the (i + 1) th segment by combining the actual intersection point coordinate B with the included angle alpha and the inclination angle beta of the ith segment.
In some embodiments, step S10 includes the following steps:
s100: respectively utilizing the lower chords at the head end and the tail end of the ith segment and the (i + 1) th segment to manufacture linear coordinates to calculate the distance between any two points;
s101: and calculating an included angle between the ith segment and the (i + 1) th segment by using a cosine law.
In some embodiments of the present invention, the first and second,
the method for calculating the distance between any two points in the step S100 is as follows:
calculating the lengths of AB, BC and AC respectively;
Figure BDA0002832214100000031
Figure BDA0002832214100000032
Figure BDA0002832214100000033
the end point of the lower chord of the other end of the i-th segment opposite to the B is A, and the end point of the lower chord of the other end of the i + 1-th segment opposite to the B is C; (X)(preparation of)i-1，Z(preparation of) i-1)、(X(system) i，Z(system) i) And (X)(system) i +1，Z(system) i +1) Manufacturing line coordinates of A, B and C, respectively;
in step S101, a method of calculating an included angle between the ith segment and the (i + 1) th segment is as follows:
Figure BDA0002832214100000034
in some embodiments, in step S11:
measured coordinates of the head and the tail of the lower chord of the ith segment measured by the measuring points are respectively (SX)1，SZ1)、(SX2，SZ2)；
Calculating coordinates B (JX, JZ) of the intersection of the ith segment and the (i + 1) th segment
Figure BDA0002832214100000035
Beta is the inclination angle of the ith segment relative to the horizontal, and L is the distance of the measuring point from the edge of the beam segment.
In some embodiments, step S12 includes the following steps:
s120: calculating theoretical installation coordinates B '(X') of the head end and the tail end of the lower chord of the (i + 1) th segment according to the actual intersection point coordinate B, the included angle alpha and the inclination angle beta1，Z1) And C' (X)2，Z2)
Figure BDA0002832214100000036
Figure BDA0002832214100000037
Wherein the content of the first and second substances,
Figure BDA0002832214100000038
S121: calculating theoretical installation coordinates B of head and tail ends of upper chord coordinates of segment i +1 to be installedOn the upper part’(X3，Z3)，COn the upper part’(X4，Z4)
Figure BDA0002832214100000041
Figure BDA0002832214100000042
In the formula
Figure BDA0002832214100000043
L1、L2Respectively manufacturing lengths of known upper and lower chord measuring points;
eta and omega are respectively L1、L2And the manufacturing included angle of the top surface of the lower chord of the i +1 segment.
In some embodiments, step S2 includes the following steps:
s20: calculation of B ', C', BOn the upper part' and COn the upper partDeviation values of theoretical installation coordinates of four points and ideal linear coordinates;
ΔXj＝Xj-X(reason) j、ΔZj＝Zj-Z(reason) j(j＝1～4)
X(reason) jAnd Z(reason) jIs an ideal linear coordinate of the (i + 1) th segment;
wherein the theoretical installation coordinates of the four points are respectively B' (X)1、Z1)、C’(X2、Z2)、BOn the upper part’(X3、Z3) And COn the upper part’(X4、Z4) (ii) a Ideal linear coordinate B' (X) of four points(principle) 1、Z(principle) 1)、C’(X(principle) 2、Z(principle) 2)、BOn the upper part’(X(principle) 3、Z(principle) 3) And COn the upper part’(X(principle) 4、Z(principle) 4)；ΔX1、ΔX2、ΔX3And Δ X4Are respectively B ', C' and BOn the upper part' and COn the upper part' Mileage deviation value, Δ Z, of theoretical installation coordinate from ideal linear coordinate1、ΔZ2、ΔZ3And Δ Z4Are respectively B ', C' and BOn the upper part' and COn the upper part' the height deviation value of the theoretical installation coordinate and the ideal linear coordinate;
s21: calculating the mileage average deviation value delta X and the elevation accumulated deviation value delta Z of four points before closure:
Figure BDA0002832214100000044
in some embodiments, step S3 includes the following steps:
s30: setting deviation values (delta X ', delta Z') of the design required linear shape when the subsequent sections are closed; calculating a total deviation value (Δ X '- Δ X, Δ Z' - Δ Z);
s31: and (3) correcting the theoretical installation coordinates of the (i + 1) th segment by using the total deviation value to obtain the actual installation coordinates of the head and the tail of the upper chord and the lower chord as follows:
Figure BDA0002832214100000051
Z(modification) 1＝Z1
Z(repair) 3＝Z3
Figure BDA0002832214100000052
Figure BDA0002832214100000053
In some embodiments of the present invention, the first and second,
(ΔX′-ΔX)≤5mm；
Figure BDA0002832214100000054
in some embodiments, in step S3:
the manufacturing linear coordinate is a coordinate which is obtained through software simulation and does not include gravity; the ideal linear coordinate is a coordinate which is obtained by software simulation and is counted in the gravity.
The beneficial effect that technical scheme that this application provided brought includes:
the embodiment of the application provides a cantilever construction linear control method for a large-span all-welded steel truss bridge, which is characterized in that on the basis of actual measurement coordinates of a former section, theoretical installation coordinates of a latter section are calculated through manufacturing linear coordinates of the two sections, then, deviations required to be achieved during closure are set, total deviations in mileage and elevation directions are calculated, the total deviations are uniformly distributed to the sections to be subsequently assembled, assembly of the latter section is guided, and the theoretical installation coordinates of the latter section are corrected to obtain actual installation coordinates of the latter section; through the deviation analysis of this application can effectively instruct steel truss bridge section by section construction for midspan closure can go on smoothly, need not to apply the load and closes by force, and close the linear design demand that reaches of back bridge line shape.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic view of installation of two segments provided in an embodiment of the present application.
FIG. 2 is an enlarged view of the lower chord mounting coordinates and angles of the two segments provided by an embodiment of the present application.
Fig. 3 is a schematic view of next segment installation coordinates provided in an embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all 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 application.
The application discloses an embodiment of a large-span all-welded steel truss bridge cantilever construction linear control method, which comprises the following steps:
s1: firstly, carrying out coordinate measurement on the head end and the tail end of the ith segment (assembled segment, also called as a front segment), and calculating theoretical installation coordinates of the head end and the tail end of the (i + 1) th segment according to the measured coordinates of the head end and the tail end of the ith segment and the known manufacturing linear coordinates of the head end and the tail end of the (i + 1) th segment and the (i + 1) th segment (segment to be installed, also called as a rear segment). Wherein i is more than or equal to 1 and less than or equal to n, n is the total number of sections assembled by the cantilever, and the actually measured coordinates comprise mileage and elevation, namely only the longitudinal bridge direction and the height direction of the bridge are considered, while the transverse bridge direction of the bridge can be ignored.
S2: and calculating the average mileage deviation value and the average elevation accumulated deviation value of the (i + 1) th segment according to the theoretical installation coordinates of the head end and the tail end of the segment and the known ideal linear coordinates of the head end and the tail end of the segment.
Specifically, the calculated result comprises a mileage average deviation value and an elevation accumulated deviation value, and a basis is provided for the subsequent calculation of the actual installation coordinate of the (i + 1) th segment. Specifically, the average mileage deviation value (i.e., the deviation value in the longitudinal direction of the bridge) does not generate accumulated deviation when each section is assembled; in the elevation direction, because the i +1 th section can generate the angle deviation of the i +1 section due to the elevation deviation, and the angle deviation has a divergence effect on the elevation, the deviation in the elevation direction has an accumulated deviation.
S3: and calculating a total deviation value according to the average mileage deviation value, the average elevation accumulated deviation value and the linear deviation value of the whole bridge to be required by design during subsequent section closure, and correcting theoretical installation coordinates of the head end and the tail end of the (i + 1) th section by using the total deviation value to obtain the actual installation coordinates of the (i + 1) th section.
Specifically, the linear shape of the design requirement is determined according to the actual engineering environment and the construction condition of the front i sections, and the final purpose is to keep the elevations of the two sides of the closure opening of the bridge consistent, facilitate closure and complete closure, and enable the closure opening to be better stressed.
Further, step S1 includes the steps of:
s10: and calculating the included angle alpha between the ith segment and the (i + 1) th segment according to the manufacturing linear coordinates of the lower chords of the ith segment and the (i + 1) th segment.
S11: and measuring the actual measurement coordinates of the head and tail ends of the lower chord of the ith segment by using the measuring points, and calculating the actual intersection point coordinate B of the ith segment and the (i + 1) th segment by combining the distance between the measuring points and the edge of the segment.
S12: and calculating theoretical installation coordinates of the head and tail ends of the upper chord and the lower chord of the (i + 1) th segment by combining the actual intersection point coordinate B with the included angle alpha and the inclination angle beta of the ith segment.
Wherein the inclination angle β of the ith segment is the inclination angle of the lower chord of the ith segment relative to the horizontal, which can be derived from known manufacturing line coordinates.
Further, step S10 includes the steps of:
s100: respectively utilizing the lower chords at the head end and the tail end of the ith segment and the (i + 1) th segment to manufacture linear coordinates to calculate the distance between any two points;
s101: and calculating an included angle between the ith segment and the (i + 1) th segment by using a cosine law.
Specifically, the method of calculating the distance between any two points in step S100 is as follows:
calculating the lengths of AB, BC and AC respectively;
Figure BDA0002832214100000081
Figure BDA0002832214100000082
Figure BDA0002832214100000083
the end point of the lower chord of the other end of the i-th segment opposite to the B is A, and the end point of the lower chord of the other end of the i + 1-th segment opposite to the B is C; (X)(preparation of) i-1，Z(preparation of) i-1)、(X(system) i，Z(system) i) And (X)(system) i +1，Z(system) i +1) A, B and C, respectively. AB is the ith segment, BC is the (i + 1) th segment, and B is the intersection of the ith segment and the (i + 1) th segment.
S101: calculating the included angle alpha between AB and BC
Figure BDA0002832214100000084
The angle α is the angle calculated from the manufacturing line coordinates of A, B and C.
Further, as shown in fig. 2, the measured coordinates of the head and the tail of the i-th section lower chord obtained by measuring the measuring points are respectively (SX)1，SZ1)、(SX2，SZ2)；
Calculating coordinates B (JX, JZ) of the intersection of the ith segment and the (i + 1) th segment
Figure BDA0002832214100000085
In the formula
Figure BDA0002832214100000086
Beta is the inclination angle of the ith segment relative to the horizontal, and L is the distance of the measuring point from the edge of the beam segment.
Further, step S12 includes the steps of:
s120: calculating theoretical installation coordinates B '(X') of the head end and the tail end of the lower chord of the (i + 1) th segment according to the actual intersection point coordinate B, the included angle alpha and the inclination angle beta1，Z1) And C' (X)2，Z2)
Figure BDA0002832214100000087
Figure BDA0002832214100000088
Wherein the content of the first and second substances,
Figure BDA0002832214100000089
s121: calculating theoretical installation coordinates B of the head end and the tail end of the upper chord of the segment i +1 to be installedOn the upper part’(X3，Z3)，COn the upper part’(X4，Z4)
Figure BDA0002832214100000091
Figure BDA0002832214100000092
In the formula
Figure BDA0002832214100000093
L1、L2Respectively manufacturing lengths of known upper and lower chord measuring points;
eta and omega are respectively L1、L2And the manufacturing included angle of the top surface of the lower chord of the i +1 segment.
Further, step S2 includes the steps of:
s20: calculation of B ', C', BOn the upper part' and COn the upper partDeviation values of theoretical installation coordinates of four points and ideal linear coordinates;
ΔXj＝Xj-X(reason) j、ΔZj＝Zj-Z(reason) j(j＝1～4)
X(reason) jAnd Z(reason) jIs an ideal linear coordinate of the (i + 1) th segment;
wherein the theoretical installation coordinates of the four points are respectively B' (X)1、Z1)、C’(X2、Z2)、BOn the upper part’(X3、Z3) And COn the upper part’(X4、Z4) (ii) a Ideal linear coordinate B' (X) of four points(principle) 1、Z(principle) 1)、C’(X(principle) 2、Z(principle) 2)、BOn the upper part’(X(principle) 3、Z(principle) 3) And COn the upper part’(X(principle) 4、Z(principle) 4)；ΔX1、ΔX2、ΔX3And Δ X4Are respectively B ', C' and BOn the upper part' and COn the upper part' Mileage deviation value, Δ Z, of theoretical installation coordinate from ideal linear coordinate1、ΔZ2、ΔZ3And Δ Z4Are respectively B ', C' and BOn the upper part' and COn the upper part' the theoretical installation coordinate is deviated from the ideal linear coordinate in elevation.
S21: calculating the average mileage deviation value delta X and the accumulated elevation deviation delta Z of four points before closure:
Figure BDA0002832214100000094
the theoretical installation coordinate is calculated according to the actual measurement coordinate of the ith segment, so that the deviation of the theoretical installation coordinate and the ideal linear coordinate can reflect the deviation of the actual installation coordinate of the (i + 1) th segment and the ideal linear coordinate to a certain extent.
Further, step S3 includes the steps of:
s30: setting deviation values (delta X ', delta Z') of the design required linear shape when the subsequent sections are closed; calculating total deviation values (Δ X '- Δ X, Δ Z' - Δ Z) in the mileage and elevation directions; in the set deviation, the deviation between the actual installation coordinate and the ideal linear coordinate is reserved as the total deviation, and then the total deviation is uniformly distributed in the subsequent segments to be assembled.
S31: and (3) correcting the theoretical installation coordinates of the (i + 1) th segment by using the total deviation value to obtain the actual installation coordinates of the head and the tail of the upper chord and the lower chord as follows:
Figure BDA0002832214100000101
Z(modification) 1＝Z1
Z(repair) 3＝Z3
Figure BDA0002832214100000102
Figure BDA0002832214100000103
Guiding to install the (i + 1) th segment according to the actual installation coordinates of the upper chord and the lower chord of the (i + 1) th segment, and correcting the theoretical installation coordinate of the (i + 1) th segment to obtain the actual installation coordinate of the (i + 1) th segment; through the deviation analysis of this application can effectively instruct steel truss bridge to carry out section by section construction for midspan closure can go on smoothly, need not to apply the load and closes the closure by force.
Preferably, in the calculation, the total deviation is defined as follows:
(ΔX′-ΔX)≤5mm；
Figure BDA0002832214100000104
specifically, the manufacturing linear coordinate is a coordinate obtained by software simulation without counting gravity; the ideal linear coordinates are those taken into account by software simulation.
The linear control method comprises the steps of calculating theoretical installation coordinates of a next segment (i +1 th segment) through manufacturing linear coordinates of two segments (the i th segment and the i +1 th segment) on the basis of actual measurement coordinates of the previous segment (the i th segment), setting deviations needed to be achieved in the mileage and the elevation direction during closure, calculating total deviations in the mileage and the elevation direction, uniformly distributing the total deviations to subsequent segments to be assembled, guiding assembly of the next segment, correcting the theoretical installation coordinates of the next segment to obtain actual installation coordinates of the next segment, considering the deviation of the linear shape needed to be achieved by closure and the deviation of the theoretical installation coordinates and ideal linear coordinates, and having extremely strong guiding significance; through the deviation analysis of this application can effectively instruct steel truss bridge section by section construction for midspan closure can go on smoothly, need not to apply the load and closes by force, and close the linear design demand that reaches of back bridge line shape.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. 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 application. Thus, the present application 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 (10)

1. A linear control method for cantilever construction of a large-span all-welded steel truss bridge is characterized by comprising the following steps:
s1: calculating theoretical installation coordinates of the head end and the tail end of the (i + 1) th segment according to the actual measurement coordinates of the head end and the tail end of the (i) th segment and the known manufacturing linear coordinates of the head end and the tail end of the (i + 1) th segment; wherein i is more than or equal to 1 and less than or equal to n, n is the total number of sections assembled by the cantilever, and the actually measured coordinates comprise mileage and elevation;
s2: calculating the average mileage average deviation value and the average elevation accumulated deviation value of theoretical installation coordinates at the head end and the tail end of the (i + 1) th segment and the known ideal linear coordinates at the head end and the tail end of the (i + 1) th segment;
s3: and setting linear deviation values of the whole bridge to meet design requirements according to the average mileage deviation value, the average elevation accumulated deviation value and the subsequent section closure, calculating a total deviation value, and correcting theoretical installation coordinates of the head end and the tail end of the (i + 1) th section by using the total deviation value to obtain the actual installation coordinates of the (i + 1) th section.
2. The cantilever construction alignment control method for the large-span all-welded steel truss bridge according to claim 1, wherein the step S1 comprises the following steps:
s10: calculating an included angle alpha between the ith segment and the (i + 1) th segment according to the manufacturing linear coordinates of the lower chords of the ith segment and the (i + 1) th segment;
s11: measuring actual coordinates of the head end and the tail end of the lower chord of the ith segment by using the measuring points, and calculating an actual intersection point coordinate B of the ith segment and the (i + 1) th segment by combining the distance between the measuring points and the edge of the segment;
s12: and calculating theoretical installation coordinates of the head and tail ends of the upper chord and the lower chord of the (i + 1) th segment by combining the actual intersection point coordinate B with the included angle alpha and the inclination angle beta of the ith segment.
3. The cantilever construction alignment control method for the large-span all-welded steel truss bridge according to claim 2, wherein the step S10 comprises the following steps:
s100: respectively utilizing the lower chords at the head end and the tail end of the ith segment and the (i + 1) th segment to manufacture linear coordinates to calculate the distance between any two points;
s101: and calculating an included angle between the ith segment and the (i + 1) th segment by using a cosine law.
4. The cantilever construction line shape control method of the large-span all-welded steel truss bridge according to claim 3, characterized in that:
the method for calculating the distance between any two points in the step S100 is as follows:
calculating the lengths of AB, BC and AC respectively;
Figure FDA0002832214090000021
Figure FDA0002832214090000022
Figure FDA0002832214090000023
the end point of the lower chord of the other end of the i-th segment opposite to the B is A, and the end point of the lower chord of the other end of the i + 1-th segment opposite to the B is C; (X)(preparation of) i-1，Z(preparation of i-1)、(X(system) i，Z(system) i) And (X)(system) i +1，Z(system) i +1) Manufacturing line coordinates of A, B and C, respectively;
in step S101, a method of calculating an included angle between the ith segment and the (i + 1) th segment is as follows:
Figure FDA0002832214090000024
5. the cantilever construction alignment control method for the large-span all-welded steel truss bridge according to claim 2, wherein in step S11:
measured coordinates of the head and the tail of the lower chord of the ith segment measured by the measuring points are respectively (SX)1，SZ1)、(SX2，SZ2)；
Calculating coordinates B (JX, JZ) of the intersection of the ith segment and the (i + 1) th segment
Figure FDA0002832214090000025
In the formula
Figure FDA0002832214090000026
Beta is the inclination angle of the ith segment relative to the horizontal, and L is the distance of the measuring point from the edge of the beam segment.
6. The cantilever construction alignment control method for the large-span all-welded steel truss bridge according to claim 5, wherein the step S12 comprises the following steps:
s120: calculating theoretical installation coordinates B '(X') of the head end and the tail end of the lower chord of the (i + 1) th segment according to the actual intersection point coordinate B, the included angle alpha and the inclination angle beta1，Z1) And C' (X)2，Z2)
Figure FDA0002832214090000027
Figure FDA0002832214090000031
Wherein the content of the first and second substances,
Figure FDA0002832214090000032
s121: calculating theoretical installation coordinates B of head and tail ends of upper chord coordinates of segment i +1 to be installedOn the upper part’(X3，Z3)，COn the upper part’(X4，Z4)
Figure FDA0002832214090000033
Figure FDA0002832214090000034
In the formula
Figure FDA0002832214090000035
L1、L2Respectively manufacturing lengths of known upper and lower chord measuring points;
eta and omega are respectively L1、L2And the manufacturing included angle of the top surface of the lower chord of the i +1 segment.
7. The cantilever construction alignment control method for the large-span all-welded steel truss bridge according to claim 6, wherein the step S2 comprises the following steps:
s20: calculation of B ', C', BOn the upper part' and COn the upper partDeviation values of theoretical installation coordinates of four points and ideal linear coordinates;
ΔXj＝Xj-X(reason) j、ΔZj＝Zj-Z(reason) j(j＝1～4)
X(principle of)jAnd Z(reason) jIs an ideal linear coordinate of the (i + 1) th segment;
wherein the theoretical installation coordinates of the four points are respectively B' (X)1、Z1)、C’(X2、Z2)、BOn the upper part’(X3、Z3) And COn the upper part’(X4、Z4) (ii) a Ideal linear coordinate B' (X) of four points(principle) 1、Z(principle) 1)、C’(X(principle) 2、Z(principle) 2)、BOn the upper part’(X(principle) 3、Z(principle) 3) And COn the upper part’(X(principle) 4、Z(principle) 4)；ΔX1、ΔX2、ΔX3And Δ X4Are respectively B ', C' and BOn the upper part' and COn the upper part' Mileage deviation value, Δ Z, of theoretical installation coordinate from ideal linear coordinate1、ΔZ2、ΔZ3And Δ Z4Are respectively B ', C' and BOn the upper part' and COn the upper part' the height deviation value of the theoretical installation coordinate and the ideal linear coordinate;
s21: calculating the mileage average deviation value delta X and the elevation accumulated deviation value delta Z of four points before closure:
Figure FDA0002832214090000041
8. the cantilever construction alignment control method for the large-span all-welded steel truss bridge according to claim 7, wherein the step S3 comprises the following steps:
s30: setting deviation values (delta X ', delta Z') of the design required linear shape when the subsequent sections are closed; calculating a total deviation value (Δ X '- Δ X, Δ Z' - Δ Z);
s31: and (3) correcting the theoretical installation coordinates of the (i + 1) th segment by using the total deviation value to obtain the actual installation coordinates of the head and the tail of the upper chord and the lower chord as follows:
Figure FDA0002832214090000042
Z(modification) 1＝Z1
Z(repair) 3＝Z3
Figure FDA0002832214090000043
Figure FDA0002832214090000044
9. The cantilever construction line shape control method of the large-span all-welded steel truss bridge according to claim 8, characterized in that:
(ΔX′-ΔX)≤5mm；
Figure FDA0002832214090000045
10. the cantilever construction alignment control method for the large-span all-welded steel truss bridge according to any one of claims 1 to 9, wherein in step S3:
the manufacturing linear coordinate is a coordinate which is obtained through software simulation and does not include gravity; the ideal linear coordinate is a coordinate which is obtained by software simulation and is counted in the gravity.
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