CN114200854A - Precision design method for first-level GNSS control network of sea-crossing bridge - Google Patents

Precision design method for first-level GNSS control network of sea-crossing bridge Download PDF

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CN114200854A
CN114200854A CN202111307593.2A CN202111307593A CN114200854A CN 114200854 A CN114200854 A CN 114200854A CN 202111307593 A CN202111307593 A CN 202111307593A CN 114200854 A CN114200854 A CN 114200854A
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吴迪军
李剑坤
张建军
曹诗荣
李书银
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China Railway Major Bridge Reconnaissance and Design Institute Co Ltd
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China Railway Major Bridge Reconnaissance and Design Institute Co Ltd
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
    • G05B19/042—Programme control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
    • G05B19/0423—Input/output
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D19/00—Structural or constructional details of bridges
    • E01D19/02—Piers; Abutments ; Protecting same against drifting ice
    • 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
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B2219/00—Program-control systems
    • G05B2219/20—Pc systems
    • G05B2219/25—Pc structure of the system
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Abstract

The invention relates to the technical field of bridge construction, in particular to a precision design method for a first-level GNSS control network of a sea-crossing bridge. The method for designing the accuracy of the first-level GNSS control network of the sea-crossing bridge comprises the following steps: determining a limit value of an error in a control point coordinate in a first-level GNSS control network according to a plane coordinate allowable error of the construction of the pier in the sea; and determining the limit values of the error in the side length of the first-level GNSS control network, the error in the relative middle of the side length of the sea-crossing long side and the error in the relative middle of the side length of the same-shore short side according to the limit values of the error in the first-level GNSS control point coordinates, the side length of the sea-crossing long side and the side length of the same-shore short side. The method solves the problem that the existing standard does not have a precision design method and a precision standard of a first-level GNSS control network of a sea-crossing bridge of more than 3.5km, and can solve the problem that the precision index obtained by referring to other standards in the prior art is either too high or too low, so that the established first-level GNSS control network cannot meet the precision requirement of bridge engineering construction, or the measurement workload and the measurement period of the control network are increased.

Description

Precision design method for first-level GNSS control network of sea-crossing bridge
Technical Field
The invention relates to the technical field of bridge construction, in particular to a precision design method for a first-level GNSS control network of a sea-crossing bridge.
Background
Compared with the bridges of inland rivers and lakes, the accuracy requirement of the first-level GNSS control network of the sea-crossing bridge is greatly improved, and the measurement difficulty is obviously increased. The current road survey specification JTGC 10-2007 and railway engineering survey specification TB 10101-2018 give relevant regulations for selecting the accuracy and grade of a control network according to the length of a bridge (the total length of a river-crossing bridge or the length of a large-span bridge), but the regulations are only applicable to river-crossing and river-crossing bridges with the span not more than 3.5 km. So far, the precision design of the first-level GNSS control network of the sea-crossing bridge with the span larger than 3.5km has no specification to follow.
The engineering and academic communities have actively explored and practiced the above-mentioned problems. The precision design result of the east-sea bridge first-level GNSS control network with the cross-sea bridge length of about 25km is as follows: the plane coordinate precision is better than +/-5 mm (the plane point position precision is better than +/-7 mm), the geodetic precision is better than +/-8 mm, and the geodetic precision is slightly higher than the national A-grade GPS network precision requirement (the plane coordinate precision is +/-5.6 mm) of the Global Positioning System (GPS) measurement specification (GB/T18314-2001). The Yangyi crane puts forward the following requirements on the accuracy of the primary GPS network of the Hangzhou bay bridge with the cross-sea bridge length of 31.5 km: the error tolerance in the point location is plus or minus 20mm, the basic precision is measured according to the standard deviation sigma of the chord length between adjacent points, and the standard deviation tolerance index of the first-level GPS network is higher than the precision requirement of the national B-level GPS network. Great rising of rising etc. has carried out the precision design to boat mountain land connection island engineering gold pond bridge, the first grade GPS control network of western-latching gate, and this bridge length is about 20km, strides over sea net width about 18km, and the design precision of first grade GPS control network is: the point position precision of the weakest point is better than 8mm, and the relative precision of the weakest edge is better than 1/15 ten thousand; the network is observed according to a first-level road Global Positioning System (GPS) network superior to the road Global Positioning System (GPS) measurement specification (JTJ/T066-98). The accuracy of a primary GPS plane control network of a cross-sea bridge with the length close to 26km of a Jiaozhou bay bridge is designed by Zhongshang pine and the like, namely, the accuracy of a primary network of a highway GPS and the designed accuracy index are adopted: the alignment error of the weakest edge is not more than 1/15 ten thousand, the alignment error of the bridge axis is not more than 1/60 ten thousand, and the error of the weakest point position is not more than +/-8.0 mm. In summary, the sea-crossing bridge length of the 4 sea-crossing bridges is between 18 and 32km, the point position accuracy design value of the first-level GNSS plane control network is between 7 and 20mm, and the relative accuracy of the weakest edge is basically required to be better than 1/15 ten thousand. The control network precision design method is basically divided into three types, wherein the first type refers to the national A-level GPS network precision design (east China sea bridge), the second type refers to the national B-level GPS network precision design (Hangzhou gulf bridge), and the third type refers to the primary highway GPS control network precision design and observation. Therefore, a unified method and a technical standard for designing the precision of the first-level GNSS control network of the sea-crossing bridge are not formed at present, the precision indexes of the bridge control networks are different greatly, the observation technical requirements are different, the relative precision requirement of the side length of the sea-crossing long side is not provided, the precision design indexes and the observation technical requirements of the control networks are generally low, the design precision is high under individual conditions, and the condition is not suitable for the development requirements of the sea-crossing bridge construction technology and the high-precision GNSS measurement technology.
The accuracy index of the first-level GNSS control network of the sea-crossing bridge cannot be set too high or too low, and must be a scientific and reasonable index. If the designed precision index is too low, the primary GNSS control network established according to the precision index cannot meet the precision requirement of bridge engineering construction, the difficulty, cost and construction period of engineering construction are increased inevitably, and engineering quality and safety accidents can be caused in serious cases, which is absolutely not allowed. On the other hand, the designed accuracy index cannot be too high, and if the accuracy index exceeds a reasonable value, the accuracy index is inevitably wasted, and the most direct influence is that the measurement workload and the measurement period of the control network are unnecessarily increased.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a precision design method for a sea-crossing bridge first-level GNSS control network, which solves the problem that the existing standard does not have a precision design method and a precision standard for the sea-crossing bridge first-level GNSS control network of more than 3.5km, and solves the problems that the precision indexes obtained by referring to other standards in the prior art are too high or too low, so that the established first-level GNSS control network cannot meet the precision requirement of bridge engineering construction, or the measurement workload and the measurement period of the control network are increased.
In order to achieve the above purposes, the technical scheme adopted by the invention is as follows:
the invention provides a precision design method for a first-level GNSS control network of a cross-sea bridge, which comprises the following steps:
determining a limit value of an error in a control point coordinate in a first-level GNSS control network according to a plane coordinate allowable error of the construction of the pier in the sea;
and determining the limit values of the error in the side length of the first-level GNSS control network, the error in the relative middle of the side length of the sea-crossing long side and the error in the relative middle of the side length of the same-shore short side according to the limit values of the error in the first-level GNSS control point coordinates, the side length of the sea-crossing long side and the side length of the same-shore short side.
In some optional embodiments, the determining a limit value of an error in coordinates of a control point in a first-level GNSS control network according to a plane coordinate allowable error of pier construction specifically includes:
according to the formula
Figure BDA0003340801370000031
Determining a limit value m for an error in a first-level GNSS control point coordinatex(y)；
Wherein k is1＝mControl/mPut，mControlTo control measurement error, mPutFor construction lofting errors, k2＝mHead/mAdding，mHeadFor the first order control point error, mAddingControlling measurement errors for marine encryption, Mx(y)Tolerance error of plane coordinate for construction of bridge pier in sea of cross-sea bridgex(y)＝Mx＝My，MxAnd MyAllowable errors of a vertical coordinate and a horizontal coordinate of a plane for constructing the bridge pier in the sea of the cross-sea bridge are mx(y)Is the limit value of the error in the first-level GNSS control point coordinates, mx(y)＝mx＝my，mxAnd myAnd the limit values of the error in the ordinate and the abscissa of the first-stage GNSS control point are respectively.
In some optional embodiments, the total construction positioning error of the pier in the sea consists of two major parts, namely a control measurement error and a construction lofting error, k1Assigning a proportionality coefficient, k, for controlling measurement errors and construction lofting errors1Take values between 0 and 1.
In some alternative embodiments, the control measurement error is composed of a first-level control point error and a sea encryption control measurement error, k2Assigning a proportionality coefficient, k, to the error of the first-stage control point and the measurement error of the sea encryption control2Take values between 0 and 1.
In some optional embodiments, the determining, according to the limit value of the error in the first-level GNSS control point coordinate, and the length of the long edge across the sea and the length of the short edge on the same bank, the limit value of the error in the length of the middle of the first-level GNSS control net, the error in the relative length of the long edge across the sea, and the error in the relative length of the short edge on the same bank specifically includes:
determining the limit value of the error in the side length of the first-level GNSS control network according to the limit value of the error in the first-level GNSS control point coordinates;
and determining the limit values of the error in the length of the sea-crossing long edge relative to the error in the length of the same-shore short edge relative to the error in the length of the sea-crossing long edge according to the limit values of the error in the length of the first-level GNSS control network side, the length of the sea-crossing long edge and the length of the same-shore short edge.
In some optional embodiments, the determining, according to the limit value of the error in the first-level GNSS control point coordinate, the limit value of the error in the side length of the first-level GNSS control network specifically includes:
according to the formula
Figure BDA0003340801370000041
Limit value m for determining error in side length of first-level GNSS control networks。
In some optional embodiments, the relative middle error limit value of the side length of the sea-crossing long edge in the top-level GNSS control network is determined according to the limit values of the side length of the sea-crossing long edge and the middle error of the side length of the top-level GNSS control network.
In some alternative embodiments, the formula is based on
Figure BDA0003340801370000042
Determining relative middle error limit value of side length of cross-sea long edge in first-level GNSS control network
Figure BDA0003340801370000051
Wherein S isseaLength of the sea-crossing long side, msTaking the limit value of the error in the side length of the first-level GNSS control network
Figure BDA0003340801370000052
In some optional embodiments, the relative middle error limit value of the side length of the same-shore short side in the first-level GNSS control network is determined according to the limit values of the side length of the same-shore short side and the middle error of the side length of the first-level GNSS control network.
In some alternative embodiments, the formula is based on
Figure BDA0003340801370000053
Determining relative middle error limit value of side lengths of same-shore short edges in first-level GNSS control network
Figure BDA0003340801370000054
Wherein S islandIs the length of the same bank short side, msTaking the limit value of the error in the side length of the first-level GNSS control network
Figure BDA0003340801370000055
When S isseaWhen the length is less than or equal to 10km, taking Sland＝0.2SseaWhen S isseaWhen the speed is more than 10km, taking Sland＝2km。
Compared with the prior art, the invention has the advantages that: by taking the accurate positioning of the bridge piers in the sea as a principle, the error influence analysis and configuration of the cross-sea bridge control network are carried out from the construction allowable deviation of the bridge piers in the sea, and the design method of the accuracy of the first-level GNSS control network of the cross-sea bridge is provided. Compared with the method which refers to other specifications in the accuracy design of the established and established sea-crossing bridge first-level GNSS control network, the method has the outstanding advantages of being sufficient in theoretical basis, considering engineering requirements and practical feasibility, scientific and reasonable in accuracy index, simple and feasible in accuracy estimation method and the like, provides a scientific and feasible technical method for the accuracy design of the sea-crossing bridge first-level GNSS control network, and can be used as a basis for compiling related technical standards. And the accuracy of the control network calculated by the method for designing the accuracy of the first-level GNSS control network of the sea-crossing bridge is just moderate, so that the optimal GNSS plane control network establishing condition can be considered on the premise of ensuring the construction accuracy, and the efficiency of establishing a reliable first-level GNSS control network is improved. The problem that in the prior art, accuracy indexes obtained by referring to other specifications are too high or too low, so that the established primary GNSS control network cannot meet the accuracy requirement of bridge engineering construction, or the measurement workload and the measurement period of the control network are increased can be solved.
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 flowchart of a method for designing accuracy of a first-level GNSS control network of a sea-crossing bridge according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a first-level GNSS control network according to an embodiment of the present invention.
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.
Embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.
The invention provides a precision design method for a first-level GNSS control network of a cross-sea bridge, which comprises the following steps:
s1: and determining the limit value of the error in the control point coordinate in the first-level GNSS control network according to the plane coordinate allowable error of the construction of the pier in the sea.
Step S1 specifically includes:
according to the formula
Figure BDA0003340801370000061
Determining a limit value m for an error in a first-level GNSS control point coordinatex(y)；
Wherein k is1＝mControl/mPut，mControlTo control measurement error, mPutFor construction lofting errors, k2＝mHead/mAdding，mHeadFor the first order control point error, mAddingControlling measurement errors for marine encryption, Mx(y)Tolerance error of plane coordinate for construction of bridge pier in sea of cross-sea bridgex(y)＝Mx＝My，MxAnd MyAllowable errors of a vertical coordinate and a horizontal coordinate of a plane for constructing the bridge pier in the sea of the cross-sea bridge are mx(y)Is the limit value of the error in the first-level GNSS control point coordinates, mx(y)＝mx＝my，mxAnd myAnd the limit values of the error in the ordinate and the abscissa of the first-stage GNSS control point are respectively.
In some optional embodiments, the total construction positioning error of the pier in the sea consists of two major parts, namely a control measurement error and a construction lofting error, k1Assigning a proportionality coefficient, k, for controlling measurement errors and construction lofting errors1Take values between 0 and 1. In this embodiment, the error assignment is performed according to the principle that "the control point error does not have a significant effect on the lofting point", and k is assigned1Take a value of
Figure BDA0003340801370000071
The control point is mistakenThe difference effect only increases 1/10 the total error, i.e., complies with the "control point error does not have a significant effect on the loft point" rule.
In some alternative embodiments, the control measurement error is composed of a first-level control point error and a sea encryption control measurement error, k2Assigning a proportionality coefficient, k, to the error of the first-stage control point and the measurement error of the sea encryption control2Take values between 0 and 1. In the present embodiment, k2The value of 1/3 can be taken as,
Figure BDA0003340801370000072
1/2 or 1.
Carrying out measurement error configuration of two-stage control networks (first-stage control network and marine encryption control network) according to a 'neglect principle', namely, assuming that the influence of first-stage control point errors on total control point errors is negligible, and enabling k to be k2The value is 1/3, the influence of the error of the first-level control point only increases the total error of the control measurement by 1/18, namely, the principle of 'neglect' is met.
When k is2Value taking
Figure BDA0003340801370000073
Then the effect of the error of the first-level control point accounts for 1/10 of the total error of the control measurement, i.e. the principle of "no significant effect" is met.
When k is2When the value is 1/2, the influence of the error of the first-level control point accounts for 1/8 of the total error of the control measurement.
When k is2When the value is 1, the influence of the first-level control point error accounts for 1/2 of the total control measurement error, and the equal influence principle is met.
S2: and determining the limit values of the error in the side length of the first-level GNSS control network, the error in the relative middle of the side length of the sea-crossing long side and the error in the relative middle of the side length of the same-shore short side according to the limit values of the error in the first-level GNSS control point coordinates, the side length of the sea-crossing long side and the side length of the same-shore short side.
Step S2 specifically includes:
s21: and determining the limit value of the error in the side length of the first-level GNSS control network according to the limit value of the error in the first-level GNSS control point coordinate.
The step S21 specifically includes:
according to the formula
Figure BDA0003340801370000081
Limit value m for determining error in side length of first-level GNSS control networks。
S22: and determining the limit values of the error in the length of the sea-crossing long edge relative to the error in the length of the same-shore short edge relative to the error in the length of the sea-crossing long edge according to the limit values of the error in the length of the first-level GNSS control network side, the length of the sea-crossing long edge and the length of the same-shore short edge.
As shown in fig. 2, the cross-sea long edge refers to a control net edge between cross-sea two-shore control points, for example: the method comprises the steps of GPS02-GPS11, GPS02-GPS13, GPS05-GPS11, GPS05-GPS13, GPS05-GPS15 and the like, wherein when error difference limit values (standard) in the relative length of the sea-crossing long edges of the control network are calculated, the average value of all the sea-crossing long edge lengths is taken for calculation. The shoreside short edge refers to an edge between two adjacent control points located in the same coastal land area, such as: the method comprises the steps of calculating relative middle error limit values (standard) of the side lengths of the same-shore short sides of a control net by using a GPS01-GPS02, a GPS01-GPS03 … …, a GPS02-GPS04, a GPS02-GPS05 … …, a GPS11-GPS12, a GPS11-GPS13 and the like, and calculating the minimum value of the side lengths of all the same-shore short sides.
The relative middle error limit value of the side length of the sea-crossing long side in the first-level GNSS control network is determined according to the side length of the sea-crossing long side and the limit value of the error in the side length of the first-level GNSS control network, and the relative middle error limit value of the side length of the same-shore short side in the first-level GNSS control network is determined according to the side length of the same-shore short side and the limit value of the error in the side length of the first-level GNSS control network.
According to the formula
Figure BDA0003340801370000091
Determining relative middle error limit value of side length of cross-sea long edge in first-level GNSS control network
Figure BDA0003340801370000092
Wherein S isseaLength of the sea-crossing long side, msTaking the limit value of the error in the side length of the first-level GNSS control network
Figure BDA0003340801370000093
According to the formula
Figure BDA0003340801370000094
Determining relative middle error limit value of side lengths of same-shore short edges in first-level GNSS control network
Figure BDA0003340801370000095
Wherein S islandIs the length of the same bank short side, msTaking the limit value of the error in the side length of the first-level GNSS control network
Figure BDA0003340801370000096
When S isseaWhen the length is less than or equal to 10km, taking Sland＝0.2SseaWhen S isseaWhen the speed is more than 10km, taking Sland＝2km。
The invention provides a design method of accuracy of a first-level GNSS control network of a cross-sea bridge, which is used for analyzing and configuring the error influence of the cross-sea bridge control network from construction allowable deviation of the marine piers on the principle of ensuring accurate positioning of the marine piers. Compared with the method which refers to other specifications in the accuracy design of the established and established sea-crossing bridge first-level GNSS control network, the method has the outstanding advantages of being sufficient in theoretical basis, considering engineering requirements and practical feasibility, scientific and reasonable in accuracy index, simple and feasible in accuracy estimation method and the like, provides a scientific and feasible technical method for the accuracy design of the sea-crossing bridge first-level GNSS control network, and can be used as a basis for compiling related technical standards. And the accuracy of the control network calculated by the method for designing the accuracy of the first-level GNSS control network of the sea-crossing bridge is just moderate, so that the optimal GNSS plane control network establishing condition can be considered on the premise of ensuring the construction accuracy, and the efficiency of establishing a reliable GNSS control network is improved.
In addition, the invention is also suitable for long-distance river-crossing and lake-crossing water-crossing grand bridges with the water-crossing distance more than or equal to 3 km.
A specific embodiment is provided below:
taking a certain sea-crossing bridge as an example, the specific steps of the accuracy design process of the first-level GNSS control network of the sea-crossing bridge are as follows:
s1: determining the limit value of the error in the control point coordinate in the first-level GNSS control network according to the plane coordinate allowable error of the construction of the pier in the sea:
Figure BDA0003340801370000101
in the formula: m isx(y)The value is the limit value of the error in the first-level GNSS control point coordinates;
Mx(y)the plane coordinate tolerance error for the construction of the pier in the sea consists of two parts, namely a control measurement error and a construction lofting error;
k1＝mcontrol/mPut(mControlTo control measurement error, mPutFor construction lofting errors), k1General value
Figure BDA0003340801370000102
k2＝mHead/mAdding(mHeadFor the first order control point error, mAddingFor marine encryption control measurement error), as the ratio of the first-level control point error to the marine encryption control measurement error, k2The value of 1/3 can be taken as,
Figure BDA0003340801370000103
1/2, and 1;
according to the relevant regulations of the engineering quality inspection and acceptance standard of the cross-sea bridge, the allowable deviation of the distances between the front edge, the rear edge, the left edge and the right edge of the bridge pier in the sea to the design center line is +/-20 mm, so M is takenx(y)20 mm. Assuming that the control measurement error does not have significant influence on the positioning error of the pier in the sea, the method comprises the steps of
Figure BDA0003340801370000104
Meanwhile, if the influence of the first-stage control point error and the marine encryption control measurement error on the lofting bridge pier is equal (namely the equal influence principle), k is provided2Substituting 1 into the above formula to calculate:
Figure BDA0003340801370000105
the thickness is taken to be 5mm,
s21: determining the limit value of the error in the side length of the first-level GNSS control network according to the limit value of the error in the first-level GNSS control point coordinate:
Figure BDA0003340801370000106
in the formula: m issAnd controlling the limit value of the error in the network side length for the first-level GNSS.
Figure BDA0003340801370000111
The thickness is taken to be 8mm,
s22: estimating the relative middle error limit value of the length of the sea-crossing long edge and the relative middle error limit value of the length of the same-shore short edge in the first-level GNSS control network according to the length of the sea-crossing long edge and the length of the same-shore short edge:
Figure BDA0003340801370000112
Figure BDA0003340801370000113
in the formula, SseaIs the sea-crossing length (mm), SlandIs the length (mm) of the short side of the same bank,
Figure BDA0003340801370000114
Figure BDA0003340801370000115
respectively taking the allowable error values in the side lengths of the cross-sea long side and the same-bank short side
Figure BDA0003340801370000116
When S isseaWhen the length is less than or equal to 10km, taking Sland＝0.2SseaWhen S isseaMore than 10km, take Sland＝2km。
The following table lists the different bridge lengths across the sea (set as S)sea) The side length of time is relative to the median error limit.
Relative middle error limit value of side length of different sea bridge spanning long time
Figure BDA0003340801370000117
The length of a certain bridge across the sea is 30km, and S is takensea30km, as can be seen from the table: the relative median error limit for the length of the long side across the sea is 1/3,750,000. And the shortest base line side length S on the same bankland2km, calculated as: the limit of error in the edge length of the same land edge is 1/250,000.
The accuracy design result of the first-level GNSS control network of the sea-crossing bridge with the sea-crossing bridge length of 30km is obtained through the calculation and is as follows: error m in first-stage GNSS control point coordinatesx(y)The side length error of the control net is not more than 5mm, the side length relative error of the sea-crossing long side is not more than 1/3,750,000, and the side length relative error of the same shore short side is not more than 1/250,000. The method is established based on the measurement error assignment and the error propagation law and has scientific theoretical basis, so that the precision index is a reasonable standard meeting engineering requirements, and a measurement technical basis is laid for ensuring engineering quality, accelerating construction progress and reducing construction cost.
However, if the design is carried out according to the Global Positioning System (GPS) measurement specification (GB/T18314-2001) A-level GPS network precision requirement, the medium error of the length of a base line between adjacent points of the GPS network
Figure BDA0003340801370000121
The value is improved by 27.5% compared with the accuracy index designed by the method of the invention, namely (8-5.8)/8 multiplied by 100%. The improvement of the control network precision is undoubtedly beneficial to ensuring the engineering quality, but the measurement difficulty of the first-level control network is also increased invisibly, and unnecessary precision waste is also caused.
On the other hand, if the road Global Positioning System (GPS) measurement specification (JTJ/T066-98) is referred to and designed according to the precision requirement of a first-level road GPS network, the error of the length of a base line between adjacent points of the GPS network is medium
Figure BDA0003340801370000122
Obviously, the value is far greater than the accuracy index (8mm) designed by the method. If the first-level GNSS control network is designed and observed according to the precision (30.4mm), the requirement of 'the allowable error of pier center lofting is 20 mm' cannot be met at all, that is, the precision of the control network cannot meet the engineering construction requirement.
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 method for designing accuracy of a first-level GNSS control network of a cross-sea bridge is characterized by comprising the following steps:
determining a limit value of an error in a control point coordinate in a first-level GNSS control network according to a plane coordinate allowable error of the construction of the pier in the sea;
and determining the limit values of the error in the side length of the first-level GNSS control network, the error in the relative middle of the side length of the sea-crossing long side and the error in the relative middle of the side length of the same-shore short side according to the limit values of the error in the first-level GNSS control point coordinates, the side length of the sea-crossing long side and the side length of the same-shore short side.
2. The method for designing the accuracy of the sea-crossing bridge first-level GNSS control network according to claim 1, wherein the determining of the limit value of the error in the control point coordinates in the first-level GNSS control network according to the plane coordinate tolerance error of the pier construction specifically comprises:
according to the formula
Figure FDA0003340801360000011
Determining a limit value m for an error in a first-level GNSS control point coordinatex(y)；
Wherein k is1＝mControl/mPut，mControlTo control measurement error, mPutFor construction lofting errors, k2＝mHead/mAdding，mHeadFor the first order control point error, mAddingControlling measurement errors for marine encryption, Mx(y)Tolerance error of plane coordinate for construction of bridge pier in sea of cross-sea bridgex(y)＝Mx＝My，MxAnd MyAllowable errors of a vertical coordinate and a horizontal coordinate of a plane for constructing the bridge pier in the sea of the cross-sea bridge are mx(y)Is the limit value of the error in the first-level GNSS control point coordinates, mx(y)＝mx＝my，mxAnd myAnd the limit values of the error in the ordinate and the abscissa of the first-stage GNSS control point are respectively.
3. The method for designing accuracy of first-level GNSS control network of sea-crossing bridge of claim 2, wherein k is1Assigning a proportionality coefficient, k, for controlling measurement errors and construction lofting errors1Take values between 0 and 1.
4. The method for designing accuracy of first-level GNSS control network of sea-crossing bridge of claim 2, wherein k is2Assigning a proportionality coefficient, k, to the error of the first-stage control point and the measurement error of the sea encryption control2Take values between 0 and 1.
5. The method for designing the accuracy of the sea-crossing bridge first-level GNSS control network according to claim 1, wherein the determining, according to the limit value of the error in the first-level GNSS control point coordinates, the length of the sea-crossing long edge and the length of the same-shore short edge, the limit value of the error in the length of the first-level GNSS control network, the error in the relative length of the sea-crossing long edge, and the error in the relative length of the same-shore short edge specifically includes:
determining the limit value of the error in the side length of the first-level GNSS control network according to the limit value of the error in the first-level GNSS control point coordinates;
and determining the limit values of the error in the length of the sea-crossing long edge relative to the error in the length of the same-shore short edge relative to the error in the length of the sea-crossing long edge according to the limit values of the error in the length of the first-level GNSS control network side, the length of the sea-crossing long edge and the length of the same-shore short edge.
6. The method for designing the accuracy of the sea-crossing bridge first-level GNSS control network according to claim 5, wherein the determining the limit value of the error in the side length of the first-level GNSS control network according to the limit value of the error in the first-level GNSS control point coordinate specifically comprises:
according to the formula
Figure FDA0003340801360000021
Limit value m for determining error in side length of first-level GNSS control networks。
7. The method for designing the accuracy of the sea-crossing bridge top-level GNSS control network of claim 5, wherein the relative middle error limit of the length of the sea-crossing long edge in the top-level GNSS control network is determined according to the length of the sea-crossing long edge and the middle error limit of the length of the sea-crossing long edge in the top-level GNSS control network.
8. The method for designing accuracy of first-level GNSS control network of sea-crossing bridge of claim 7, wherein the method is based on formula
Figure FDA0003340801360000022
Determining relative middle error limit value of side length of cross-sea long edge in first-level GNSS control network
Figure FDA0003340801360000023
Wherein S isseaLength of the sea-crossing long side, msTaking the limit value of the error in the side length of the first-level GNSS control network
Figure FDA0003340801360000031
9. The method for designing the accuracy of the sea-crossing bridge first-level GNSS control network according to claim 5, wherein the limit value of the relative median error of the side lengths of the same-shore short edges in the first-level GNSS control network is determined according to the limit values of the side lengths of the same-shore short edges and the median error of the side lengths of the first-level GNSS control network.
10. The method for designing accuracy of first-level GNSS control network of sea-crossing bridge of claim 9, wherein the method is based on formula
Figure FDA0003340801360000032
Determining relative middle error limit value of side lengths of same-shore short edges in first-level GNSS control network
Figure FDA0003340801360000033
Wherein S islandIs the length of the same bank short side, msTaking the limit value of the error in the side length of the first-level GNSS control network
Figure FDA0003340801360000034
When S isseaWhen the length is less than or equal to 10km, taking Sland＝0.2SseaWhen S isseaWhen the speed is more than 10km, taking Sland＝2km。
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