CN112541218B - Linear control method for cantilever construction of large-span all-welded steel truss bridge - Google Patents
Linear control method for cantilever construction of large-span all-welded steel truss bridge Download PDFInfo
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Abstract
The application relates to a linear control method for construction of a cantilever of a large-span all-welded steel truss bridge, 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 ith section according to actual measurement coordinates of the head end and the tail end of the ith section and manufacturing linear coordinates of the head end and the tail end of the known ith section and the head end and the tail end of the ith+1 section; s2: calculating a mileage average deviation value and an elevation accumulated deviation value of theoretical installation coordinates of the head end and the tail end of the ith section and ideal linear coordinates of the head end and the tail end of the known ith section+1; s3: and setting a deviation value of the whole bridge to reach the design requirement line shape when the subsequent sections are closed, calculating the total deviation, and correcting the theoretical installation coordinates of the head end and the tail end of the (i+1) th section to obtain the actual installation coordinates of the (i+1) th section. According to the line shape control method, the section-by-section construction of the steel truss bridge can be effectively guided through deviation analysis, so that the mid-span closure is smoothly carried out, and the line shape of the bridge after closure reaches the line shape of design requirements.
Description
Technical Field
The application relates to the technical field of bridge construction, in particular to a linear control method for cantilever construction of a long-span all-welded steel truss bridge.
Background
At present, a large-span steel truss bridge is constructed by adopting a cantilever method, steel truss girder joints are connected by adopting a welding mode, and the steel truss girder joints are limited by the limitation of the width of a welding line; once the factory manufacturing of the steel structure of the steel truss girder is completed, the construction line shape of the steel truss girder is determined immediately, the on-site internode assembly is required to be assembled according to the factory manufacturing line shape, and the line shape cannot be changed greatly. Due to manufacturing errors, welding deformation and environmental influence of the steel truss structure, a certain deviation exists between the installation line shape of the steel truss and a theoretical value, the deviation can be linearly increased along with the increase of the number of sections, and the heights of the steel truss at two sides of a closure opening are inconsistent when a final midspan is closed, so that closure cannot be realized; even if load is applied to the steel truss girders on two sides of the joint, the joint is forcedly aligned, and large internal stress can appear in the steel truss girders, so that the stress on the steel truss girder structure is very unfavorable, the construction quality of the bridge is influenced, and potential safety hazards are buried for later operation.
In the related art, in the construction process of the cantilever of the large-span steel truss bridge, the linear deviation of the steel truss girder is necessarily present, so that the linear control is an important and key work in the construction process. The traditional large-span truss structure bridge is generally a diagonal cable bridge structure or comprises temporary piers in construction, the linear control of the two types of large-span steel truss bridges is relatively easy, and when deviation of the structural linear is found, the structural linear can be adjusted through inhaul cables or the temporary piers, so that the linear is adjusted to an expected position; 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 by the person skilled in the art.
Disclosure of Invention
The embodiment of the application provides a linear control method for the construction of a cantilever 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 closure of a middle span is smoothly carried out, and the line shape of the bridge after closure reaches the line shape of design requirements.
The application provides a linear control method for construction of a cantilever of a large-span all-welded steel truss bridge, which comprises the following steps:
s1: calculating theoretical installation coordinates of the head end and the tail end of the ith section according to actual measurement coordinates of the head end and the tail end of the ith section and manufacturing linear coordinates of the head end and the tail end of the known ith section and the head end and the tail end of the ith+1 section; 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 a mileage average deviation value and an elevation accumulated deviation value of theoretical installation coordinates of the head end and the tail end of the ith section and ideal linear coordinates of the head end and the tail end of the known ith section+1;
s3: and setting the deviation value of the whole bridge to reach the design requirement line shape when the subsequent sections are closed according to the mileage average deviation value, the elevation accumulated deviation value and the deviation value, calculating the total deviation value, and correcting the 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 comprises the steps of:
s10: calculating an included angle alpha between the ith section and the (i+1) th section according to the manufacturing linear coordinates of the lower chords of the ith section and the (i+1) th section;
s11: measuring actual measurement coordinates of the head end and the tail end of the lower chord member of the ith section by using the measuring points, and calculating actual intersection point coordinates B of the ith section and the (i+1) th section by combining the distance between the measuring points and the edges of the sections;
s12: and calculating theoretical installation coordinates of the head end and the tail end of the upper chord and the lower chord of the (i+1) th section by combining the actual intersection point coordinate B with the included angle alpha and the inclination angle beta of the (i) th section.
In some embodiments, step S10 comprises the steps of:
s100: calculating the distance between any two points by using the manufacturing linear coordinates of the lower chords at the head end and the tail end of the ith section and the (i+1) th section respectively;
s101: and calculating the included angle between the ith section and the (i+1) th section by using the cosine law.
In some embodiments of the present invention,
the method for calculating the distance between any two points in the step S100 is as follows:
respectively calculating the lengths of AB, BC and AC;
the end point of the lower chord at the other end of the ith section opposite to the B is A, and the end point of the lower chord at the other end of the (i+1) th section opposite to the B is C; (X) (System) i-1 ，Z (System) i-1 )、(X (System) i ，Z (System) i ) And (X) (System) i+1 ，Z (System) i+1 ) Manufactured linear coordinates A, B and C, respectively;
in the step S101, the method for calculating the included angle between the i-th segment and the i+1-th segment is as follows:
in some embodiments, in step S11:
the measured coordinates of the head end and the tail end of the lower chord member of the ith section are respectively (SX) 1 ，SZ 1 )、(SX 2 ，SZ 2 )；
Calculating the intersection point coordinates B (JX, JZ) of the ith section and the (i+1) th section
In->
Beta is the inclination angle of the ith section relative to the horizontal, and L is the distance between the measuring point and the edge of the beam section.
In some embodiments, step S12 comprises the steps of:
s120: theoretical installation coordinates B' (X) of the head end and the tail end of the lower chord of the (i+1) th section are calculated according to the actual intersection point coordinates B, the included angle alpha and the inclination angle beta 1 ，Z 1 ) And C' (X) 2 ，Z 2 )
Wherein,,
s121: calculating theoretical installation coordinates B of the head end and the tail end of the coordinates of the upper chord member of the section i+1 to be installed Upper part ’(X 3 ，Z 3 )，C Upper part ’(X 4 ，Z 4 )
In the middle of
L 1 、L 2 The manufacturing lengths of the known upper chord measuring point and the lower chord measuring point are respectively;
eta and omega are respectively L 1 、L 2 And a manufacturing included angle with the top surface of the i+1 section lower chord.
In some embodiments, step S2 comprises the steps of:
s20: calculate B ', C', B Upper part ' and C Upper part Deviation values of theoretical installation coordinates of' four points and ideal linear coordinates;
ΔX j ＝X j- X (reason) j 、ΔZ j ＝Z j- Z (reason) j (j＝1～4)
X (reason) j And Z is (reason) j Ideal linear coordinates for the i+1th segment;
wherein the theoretical installation coordinates of the four points are respectively B' (X) 1 、Z 1 )、C’(X 2 、Z 2 )、B Upper part ’(X 3 、Z 3 ) And C Upper part ’(X 4 、Z 4 ) The method comprises the steps of carrying out a first treatment on the surface of the Ideal linear coordinates B' (X) of four points (reason) 1 、Z (reason) 1 )、C’(X (reason) 2 、Z (reason) 2 )、B Upper part ’(X (reason) 3 、Z (reason) 3 ) And C Upper part ’(X (reason) 4 、Z (reason) 4 )；ΔX 1 、ΔX 2 、ΔX 3 And DeltaX 4 B ', C', B respectively Upper part ' and C Upper part Mileage bias of' theoretical installation coordinates and ideal linear coordinatesDifference, deltaZ 1 、ΔZ 2 、ΔZ 3 And DeltaZ 4 B ', C', B respectively Upper part ' and C Upper part Gao Chengpian difference of' theoretical installation coordinates from ideal linear coordinates;
s21: calculating mileage average deviation value delta X and elevation accumulated deviation value delta Z of four points before closure:
in some embodiments, step S3 comprises the steps of:
s30: setting deviation values (delta X ', delta Z') of the line shape required by design when the subsequent sections are closed; calculating a total deviation value (Δx '- Δx, Δz' - Δz);
s31: correcting the theoretical installation coordinates of the (i+1) th section by using the total deviation value to obtain the actual installation coordinates of the head and tail of the upper chord member and the lower chord member, wherein the actual installation coordinates are as follows:
Z (repair) 1 ＝Z 1
Z (repair) 3 ＝Z 3
In some embodiments of the present invention,
(ΔX′-ΔX)≤5mm；
in some embodiments, in step S3:
the manufacturing linear coordinates are coordinates which are obtained through software simulation and do not take gravity into account; the ideal linear coordinates are coordinates which are obtained through software simulation and are counted into gravity.
The beneficial effects that technical scheme that this application provided brought include:
the embodiment of the application provides a linear control method for construction of a cantilever of a large-span all-welded steel truss bridge, which is based on actual measurement coordinates of a previous section, calculates theoretical installation coordinates of the next section through manufacturing linear coordinates of two sections, sets deviation required to be achieved during closure, calculates total deviation in mileage and elevation direction, uniformly spreads the total deviation to the next section to be assembled, guides the assembly of the next section, and corrects the theoretical installation coordinates of the next section to obtain actual installation coordinates of the next section; the deviation analysis can effectively guide the section-by-section construction of the steel truss bridge, so that the mid-span closure can be smoothly carried out without applying load to forcibly closure, and the bridge line shape after closure reaches the design requirement line shape.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic view of an installation of two segments provided in an embodiment of the present application.
Fig. 2 is an enlarged view of two-segment bottom chord mounting coordinates and angles provided in an embodiment of the present application.
Fig. 3 is a schematic view of installation coordinates of a next segment according to an embodiment of the present application.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of 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 apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present application based on the embodiments herein.
The application discloses an embodiment of a linear control method for construction of a cantilever of a large-span all-welded steel truss bridge, which comprises the following steps:
s1: the method comprises the steps of firstly measuring coordinates of the head end and the tail end of an i-th section (the assembled section is also called a former section), and calculating theoretical installation coordinates of the head end and the tail end of the i-th section according to actual measurement coordinates of the head end and the tail end of the i-th section and manufacturing linear coordinates of the head end and the tail end of a known i-th section and an i+1-th section (the section to be installed is also called a latter section). 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 measured coordinates comprise mileage and elevation, namely only the longitudinal bridge direction and the height direction of the bridge are considered, and the transverse bridge direction of the bridge can be ignored.
S2: and calculating the mileage average deviation value and the elevation accumulated deviation value of the two sections according to the theoretical installation coordinates of the head end and the tail end of the (i+1) th section and the known ideal linear coordinates of the head end and the tail end of the (i+1) th section.
Specifically, the calculated result includes a mileage average deviation value and an elevation accumulated deviation value, and a basis is provided for the subsequent calculation of the actual installation coordinates of the i+1th segment. Specifically, the mileage average deviation value (namely, the deviation value in the longitudinal bridge direction) does not generate accumulated deviation when each section is assembled; in the elevation direction, the i+1 segment has an angle deviation of the i+1 segment due to the elevation deviation, and the angle deviation has a divergent effect on the elevation, so that the deviation in the elevation direction has an accumulated deviation.
S3: and setting the deviation value of the whole bridge to reach the design requirement line shape when the subsequent sections are closed according to the mileage average deviation value and the elevation accumulated deviation value, calculating the total deviation value, and correcting the 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 design demand line shape is determined according to the actual engineering environment and the construction condition of the front i section, and the final purpose is to enable the heights of two sides of the closure opening of the bridge to be consistent, so that closure is convenient to complete, and the stress after closure is better.
Further, step S1 comprises the steps of:
s10: the included angle alpha between the ith section and the (i+1) th section is calculated according to the manufacturing linear coordinates of the lower chords of the ith section and the (i+1) th section.
S11: and measuring actual measurement coordinates of the head end and the tail end of the lower chord member of the ith section by using the measuring points, and calculating the actual intersection point coordinates B of the ith section and the (i+1) th section by combining the distance between the measuring points and the edges of the sections.
S12: and the actual intersection point coordinates B are combined with the included angle alpha and the inclination angle beta of the ith section to calculate theoretical installation coordinates of the head end and the tail end of the upper chord and the lower chord of the (i+1) th section.
Where the inclination angle beta of the i-th segment is the inclination angle of the i-th segment bottom chord with respect to the horizontal plane, which can be derived from known manufacturing linear coordinates.
Further, step S10 includes the steps of:
s100: calculating the distance between any two points by using the manufacturing linear coordinates of the lower chords at the head end and the tail end of the ith section and the (i+1) th section respectively;
s101: and calculating the included angle between the ith section and the (i+1) th section by using the cosine law.
Specifically, the method for calculating the distance between any two points in step S100 is as follows:
respectively calculating the lengths of AB, BC and AC;
the end point of the lower chord at the other end of the ith section opposite to the B is A, and the end point of the lower chord at the other end of the (i+1) th section opposite to the B is C; (X) (System) i-1 ，Z (System) 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
The angle α is the angle calculated by means of the manufactured linear coordinates of A, B and C.
Further, as shown in FIG. 2, the measured coordinates of the head and tail ends of the lower chord of the i-th section are measured by measuring points as (SX 1 ，SZ 1 )、(SX 2 ，SZ 2 )；
Calculating the intersection point coordinates B (JX, JZ) of the ith section and the (i+1) th section
In->
Beta is the inclination angle of the ith section relative to the horizontal, and L is the distance between the measuring point and the edge of the beam section.
Further, step S12 includes the steps of:
s120: theoretical installation coordinates B' (X) of the head end and the tail end of the lower chord of the (i+1) th section are calculated according to the actual intersection point coordinates B, the included angle alpha and the inclination angle beta 1 ，Z 1 ) And C' (X) 2 ，Z 2 )
Wherein,,
s121: calculating theoretical installation coordinates of the head end and the tail end of the upper chord of the section i+1 to be installed
B Upper part ’(X 3 ，Z 3 )，C Upper part ’(X 4 ，Z 4 )
In the middle of
L 1 、L 2 The manufacturing lengths of the known upper chord measuring point and the lower chord measuring point are respectively;
eta and omega are respectively L 1 、L 2 And a manufacturing included angle with the top surface of the i+1 section lower chord.
Further, step S2 includes the steps of:
s20: calculate B ', C', B Upper part ' and C Upper part Deviation values of theoretical installation coordinates of' four points and ideal linear coordinates;
ΔX j ＝X j- X (reason) j 、ΔZ j ＝Z j- Z (reason) j (j＝1～4)
X (reason) j And Z is (reason) j Ideal linear coordinates for the i+1th segment;
wherein the theoretical installation coordinates of the four points are respectively B' (X) 1 、Z 1 )、C’(X 2 、Z 2 )、B Upper part ’(X 3 、Z 3 ) And C Upper part ’(X 4 、Z 4 ) The method comprises the steps of carrying out a first treatment on the surface of the Ideal linear coordinates B' (X) of four points (reason) 1 、Z (reason) 1 )、C’(X (reason) 2 、Z (reason) 2 )、B Upper part ’(X (reason) 3 、Z (reason) 3 ) And C Upper part ’(X (reason) 4 、Z (reason) 4 )；ΔX 1 、ΔX 2 、ΔX 3 And DeltaX 4 B ', C', B respectively Upper part ' and C Upper part Mileage deviation value, deltaz, of' theoretical installation coordinates from ideal linear coordinates 1 、ΔZ 2 、ΔZ 3 And DeltaZ 4 B ', C', B respectively Upper part ' and C Upper part Gao Chengpian difference of the theoretical installation coordinates from the ideal linear coordinates.
S21: calculating mileage average deviation delta X and elevation accumulated deviation delta Z of four points before closure:
the theoretical installation coordinate is calculated according to the actual measurement coordinate of the ith section, 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 section 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 line shape required by design when the subsequent sections are closed; calculating total deviation values (Δx '- Δx, Δz' - Δz) in the mileage and elevation directions; and reserving the deviation between the actual installation coordinate and the ideal linear coordinate in the set deviation to serve as the total deviation, and uniformly spreading the total deviation into the subsequent segments to be spliced.
S31: correcting the theoretical installation coordinates of the (i+1) th section by using the total deviation value to obtain the actual installation coordinates of the head and tail of the upper chord member and the lower chord member, wherein the actual installation coordinates are as follows:
Z (repair) 1 ＝Z 1
Z (repair) 3 ＝Z 3
According to the actual installation coordinates of the upper chord and the lower chord of the (i+1) th section, the (i+1) th section is guided to be installed, and the theoretical installation coordinates of the (i+1) th section can be corrected to obtain the actual installation coordinates of the (i+1) th section; the deviation analysis can effectively guide the steel truss bridge to be constructed section by section, so that the mid-span closure can be smoothly carried out without applying load to forcibly closure.
Preferably, in the calculation, the total deviation is defined as follows:
(ΔX′-ΔX)≤5mm；
specifically, the manufacturing linear coordinates are coordinates which are obtained through software simulation and do not take gravity into account; the ideal linear coordinates are coordinates calculated by software simulation and counted by gravity.
According to the linear control method, based on the actual measurement coordinates of the former section (the ith section), the theoretical installation coordinates of the latter section (the (i+1) th section) are calculated through the manufacturing linear coordinates of the two sections (the ith section and the (i+1) th section), the deviation required to be achieved in the mileage and the elevation direction during closure is set, the total deviation in the mileage and the elevation direction is calculated, the total deviation is uniformly spread to the subsequent sections to be assembled, the assembly of the subsequent sections is guided, the theoretical installation coordinates of the subsequent sections are corrected to obtain the actual installation coordinates of the subsequent sections, the deviation of the closure to achieve the design requirement line shape is considered in the actual installation coordinates, the deviation of the theoretical installation coordinates and the ideal linear coordinates is considered, and the linear control method has extremely strong guiding significance; the deviation analysis can effectively guide the section-by-section construction of the steel truss bridge, so that the mid-span closure can be smoothly carried out without applying load to forcibly closure, and the bridge line shape after closure reaches the design requirement line shape.
In the description of the present application, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of description of the present application and simplification of the description, and are not indicative or implying that the apparatus or element in question must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present application. Unless specifically stated or limited otherwise, the terms "mounted," "connected," and "coupled" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.
It should be noted that in this 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. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The foregoing is merely a specific embodiment of the application to enable one skilled in the art to understand or practice the 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 (9)
1. The linear control method for the construction of the cantilever of the large-span all-welded steel truss bridge is characterized by comprising the following steps of:
s1: calculating theoretical installation coordinates of the head end and the tail end of the ith section according to actual measurement coordinates of the head end and the tail end of the ith section and manufacturing linear coordinates of the head end and the tail end of the known ith section and the head end and the tail end of the ith+1 section; 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; the manufacturing linear coordinates are coordinates which are obtained through software simulation and do not take gravity into account;
s2: calculating a mileage average deviation value and an elevation accumulated deviation value of theoretical installation coordinates of the head end and the tail end of the ith section and ideal linear coordinates of the head end and the tail end of the known ith section+1; the ideal linear coordinates are coordinates which are obtained through software simulation and are counted into gravity;
s3: and setting the deviation value of the whole bridge to reach the design requirement line shape when the following sections are closed according to the mileage average deviation value, the elevation accumulated deviation value and the deviation value, calculating the total deviation value, uniformly spreading the total deviation to the following stage to be assembled, and correcting the 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 method for controlling the construction linearity of the cantilever of the large-span all-welded steel truss bridge as claimed in claim 1, wherein the step S1 comprises the following steps:
s10: calculating an included angle alpha between the ith section and the (i+1) th section according to the manufacturing linear coordinates of the lower chords of the ith section and the (i+1) th section;
s11: measuring actual measurement coordinates of the head end and the tail end of the lower chord member of the ith section by using the measuring points, and calculating actual intersection point coordinates B of the ith section and the (i+1) th section by combining the distance between the measuring points and the edges of the sections;
s12: and calculating theoretical installation coordinates of the head end and the tail end of the upper chord and the lower chord of the (i+1) th section by combining the actual intersection point coordinate B with the included angle alpha and the inclination angle beta of the (i) th section.
3. The method for controlling the construction linearity of the cantilever of the large-span all-welded steel truss bridge as claimed in claim 2, wherein the step S10 comprises the following steps:
s100: calculating the distance between any two points by using the manufacturing linear coordinates of the lower chords at the head end and the tail end of the ith section and the (i+1) th section respectively;
s101: and calculating the included angle between the ith section and the (i+1) th section by using the cosine law.
4. The linear control method for the construction of the cantilever of the large-span all-welded steel truss bridge is characterized in that:
the method for calculating the distance between any two points in the step S100 is as follows:
respectively calculating the lengths of AB, BC and AC;
wherein the end point of the lower chord member at the other end of the ith section opposite to B is A, and the (i+1) th section opposite to BThe end point of the lower chord member at the other end is C; (X) (System) i-1 ，Z (System) i-1 )、(X (System) i ，Z (System) i ) And (X) (System) i+1 ，Z (System) i+1 ) Manufactured linear coordinates A, B and C, respectively;
in the step S101, the method for calculating the included angle between the i-th segment and the i+1-th segment is as follows:
5. the linear control method for the construction of the cantilever of the large-span all-welded steel truss bridge as claimed in claim 2, wherein in step S11:
the measured coordinates of the head end and the tail end of the lower chord member of the ith section are respectively (SX) 1 ，SZ 1 )、(SX 2 ，SZ 2 )；
Calculating the intersection point coordinates B (JX, JZ) of the ith section and the (i+1) th section
In->
Beta is the inclination angle of the ith section relative to the horizontal, and L is the distance between the measuring point and the edge of the beam section.
6. The method for controlling the construction linearity of the cantilever of the large-span all-welded steel truss bridge according to claim 5, wherein the step S12 comprises the following steps:
s120: theoretical installation coordinates B' (X) of the head end and the tail end of the lower chord of the (i+1) th section are calculated according to the actual intersection point coordinates B, the included angle alpha and the inclination angle beta 1 ，Z 1 ) And C' (X) 2 ，Z 2 )
Wherein,,
s121: calculating theoretical installation coordinates B of the head end and the tail end of the coordinates of the upper chord member of the section i+1 to be installed Upper part ’(X 3 ，Z 3 )，C Upper part ’(X 4 ，Z 4 )
In the middle of
L 1 、L 2 The manufacturing lengths of the known upper chord measuring point and the lower chord measuring point are respectively;
eta and omega are respectively L 1 、L 2 And a manufacturing included angle with the top surface of the i+1 section lower chord.
7. The method for controlling the construction linearity of the cantilever of the large-span all-welded steel truss bridge as recited in claim 6, wherein the step S2 comprises the following steps:
s20: calculate B ', C', B Upper part ' and C Upper part Deviation values of theoretical installation coordinates of' four points and ideal linear coordinates;
ΔX j ＝X j- X (reason) j 、ΔZ j ＝Z j- Z (reason) j (j＝1～4)
X (reason) j And Z is (reason) j Ideal linear coordinates for the i+1th segment;
wherein the theoretical installation coordinates of the four points are respectively B' (X) 1 、Z 1 )、C’(X 2 、Z 2 )、B Upper part ’(X 3 、Z 3 ) And C Upper part ’(X 4 、Z 4 ) The method comprises the steps of carrying out a first treatment on the surface of the Ideal linear coordinates B' (X) of four points (reason) 1 、Z (reason) 1 )、C’(X (reason) 2 、Z (reason) 2 )、B Upper part ’(X (reason) 3 、Z (reason) 3 ) And C Upper part ’(X (reason) 4 、Z (reason) 4 )；ΔX 1 、ΔX 2 、ΔX 3 And DeltaX 4 B ', C', B respectively Upper part ' and C Upper part Mileage deviation value, deltaz, of' theoretical installation coordinates from ideal linear coordinates 1 、ΔZ 2 、ΔZ 3 And DeltaZ 4 B ', C', B respectively Upper part ' and C Upper part Gao Chengpian difference of' theoretical installation coordinates from ideal linear coordinates;
s21: calculating mileage average deviation value delta X and elevation accumulated deviation value delta Z of four points before closure:
8. the method for controlling the construction linearity of the cantilever of the large-span all-welded steel truss bridge as recited in claim 7, wherein the step S3 comprises the following steps:
s30: setting deviation values (delta X ', delta Z') of the line shape required by design when the subsequent sections are closed; calculating a total deviation value (Δx '- Δx, Δz' - Δz);
s31: correcting the theoretical installation coordinates of the (i+1) th section by using the total deviation value to obtain the actual installation coordinates of the head and tail of the upper chord member and the lower chord member, wherein the actual installation coordinates are as follows:
Z (repair) 1 ＝Z 1
Z (repair) 3 ＝Z 3
9. The linear control method for the construction of the cantilever of the large-span all-welded steel truss bridge is characterized by comprising the following steps of:
(ΔX′-ΔX)≤5mm；
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