Large-span bridge steel casing measuring and positioning method

Abstract

The invention belongs to the technical field of bridge construction measurement, and discloses a large-span bridge steel casing measuring and positioning method, which comprises the following steps: arranging two total stations on the shore, and calculating a corresponding theoretical coordinate azimuth angle according to the position coordinates of a theoretical pile-forming steel casing and the two total stations; and calculating the theoretical coordinate azimuth angle of each total station and the tangent position of the to-be-driven steel casing by combining the plane distance between the center of the upper end surface of the to-be-driven steel casing and each total station and the radius of the to-be-driven steel casing. And the total station is adopted to actually measure the to-be-driven steel casing, and the actual deviation value of the to-be-driven steel casing is calculated according to the difference value between the actually-measured coordinate azimuth angle and the theoretical coordinate azimuth angle in combination with the plane distance between the total station and the center of the to-be-driven steel casing. And adjusting the position of the pile driving barge according to the actual deviation value to ensure that the plane position of the steel casing is accurate. And the theoretical vertical angle of the steel casing is calculated, the vertical angle of the total station is adjusted to the theoretical vertical angle, and piling is stopped after piling is in place.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge construction surveying, and particularly relates to a method for measuring and positioning steel casing of long-span bridges. Background Art

[0002] With the progress of bridge construction technology, the construction wave of cross-sea bridges has emerged in many Southeast Asian countries. In the construction of cross-sea bridges, the plane measurement and positioning control accuracy of pile foundation steel casings is crucial, and the accuracy of steel casing positioning can directly affect the quality of subsequent bridge construction.

[0003] At present, the construction positioning of steel casings usually adopts the intersection measurement of two total stations. However, in the prism-free measurement mode of the current total station, the maximum actual measurement range is 400 meters. For some cross-sea bridges, the distance between the steel casing and the shore can reach 700 meters, which results in that the conventional prism-free measurement method of the total station cannot meet the measurement range. The traditional method in the prior art is to build a temporary measurement and observation platform on the sea to meet the measurement requirements by shortening the ranging distance and ensure the measurement accuracy. However, the natural environment on the sea is extremely complex, the water depth exceeds 40 meters, the water flow velocity is relatively fast, and the seabed geological conditions are variable. This not only incurs high construction costs, is time-consuming and laborious, but also the actual use value of the temporary observation platform is relatively low, making it difficult to be widely promoted and applied in the construction of bridges in deep water and large-span sea areas. Summary of the Invention

[0004] The purpose of the present invention is to provide a method for measuring and positioning steel casing of long-span bridges, which can accurately position the steel casing of long-span bridges and meet the accuracy requirements of subsequent construction.

[0005] To achieve this purpose, the present invention adopts the following technical solutions:

[0006] Provide a method for measuring and positioning steel casing of long-span bridges, including the following steps:

[0007] S1: Set up total stations and the steel casing to be driven;

[0008] Set up two total stations at intervals on the shore. The positions of the two total stations are respectively (X 1 , Y 1 , Z 1 ), (X 2 , Y 2 , Z 2 ); Use a pile driving vessel to abut the steel casing to be driven against the seabed. The center position of the upper end face of the steel casing to be driven is (X 3 , Y 3 , Z 3 );

[0009] S2: Calculate the theoretical coordinate azimuth of the center of the steel casing to be driven and the theoretical coordinate azimuth of the tangent position.

[0010] Using the quadrant angle formula, calculate the theoretical coordinate azimuth angles θ between the center of the upper end face of the steel casing to be driven and each total station instrument 1 and θ 2 ; Then, in combination with the horizontal distance L between the center of the upper end face of the steel casing to be driven and each total station instrument and the radius r of the steel casing to be driven, calculate the theoretical coordinate azimuth angle of the tangent position between each total station instrument and the steel casing to be driven;

[0011] S3: Calculate the actual deviation value;

[0012] Use a total station instrument to conduct actual measurements on the steel casing to be driven. According to the difference Δθ between the actually measured coordinate azimuth angle and the theoretical coordinate azimuth angle, and in combination with the horizontal distance L between the total station instrument and the center of the steel casing to be driven, calculate the actual deviation value Δ = L×tanΔθ of the steel casing to be driven;

[0013] S4: Adjust the position of the pile driving barge;

[0014] According to the actual deviation value, adjust the position of the pile driving barge, and then drive a pile into the steel casing to be driven;

[0015] S5: Monitor the elevation of the steel casing;

[0016] According to the theoretical elevation value H of the theoretical completed pile steel casing, calculate the corresponding theoretical vertical angle Adjust the vertical angle of the total station instrument to the angle of the theoretical vertical angle. When the steel casing to be driven is driven in place, stop driving the pile.

[0017] As an alternative solution for the measurement and positioning method of the steel casing of a long-span bridge, in step S2, the theoretical quadrant angles between the center of the upper end face of the steel casing to be driven and two total station instruments are respectively

[0018] As an alternative solution for the measurement and positioning method of the steel casing of a long-span bridge, in step S2:

[0019] When X 3 > X 1 , Y 3 > Y 1 , θ 1 = α 1 ; When X 3 < X 1 , Y 3 > Y 1 , θ 1 = 180° - α 1 ; When X 3 < X 1 , Y 3 < Y 1 , θ 1= 180° + α 1 ; When X 3 > X 1 and Y 3 < Y 1 at that time, θ 1 = 360° - α 1 ;

[0020] When X 3 > X 2 and Y 3 > Y 2 at that time, θ 2 = α 2 ; When X 3 < X 2 and Y 3 > Y 2 at that time, θ 2 = 180° - α 2 ; When X 3 < X 2 and Y 3 < Y 2 at that time, θ 2 = 108° + α 2 ; When X 3 > X 2 and Y 3 < Y 2 at that time, θ 2 = 360° - α 2 .

[0021] As an alternative solution for the measurement and positioning method of the steel casing of long - span bridges, in step S2, the theoretical deflection angles between the center of the upper end face of the steel casing to be driven and the two total stations are

[0022] The theoretical coordinate azimuth angles between the tangent line of the upper end face of the steel casing to be driven and the two total stations are:

[0023] As an alternative solution for the measurement and positioning method of the steel casing of long - span bridges, in step S3, the included angle γ between the two total stations is γ = |θ 1 - θ 2 |;

[0024] One of the total stations measures the coordinate azimuth angle between the water surface position of the steel casing to be driven and the upper end face of the steel casing to be driven. Combining with the prism, the north - south direction deviation value Δx and the east - west direction deviation value Δy of the water surface position of the steel casing to be driven and the upper end face position of the steel casing to be driven can be measured;

[0025] The transverse bridge - direction deviation value Δx' of the upper end face of the steel casing to be driven is Δx; the longitudinal bridge - direction deviation value When γ > 90°; When γ<90°.

[0026] As an optional method for measuring and positioning the steel casing of a long-span bridge, in step S5, the theoretical vertical angle of the theoretical pile steel casing is Spherical aberration correction D=Lr, where Z is the elevation of the total station, h is the height of the total station, f is the spherical aberration correction, L is the horizontal distance between the total station and the center of the theoretical pile steel casing, K is taken as 0.13, and D is the horizontal distance between the total station and the theoretical pile steel casing.

[0027] As an optional method for measuring and locating the steel casing of a long-span bridge, the following steps are also included:

[0028] S6: Calculate the plane deviation between the center of the actual pile steel casing and the center of the theoretical pile steel casing;

[0029] According to the measured coordinate azimuth δ of the tangent line of the actual pile steel casing measured by each total station 1+ , δ 1- and δ 2+ , δ 2- , the measured coordinate azimuth between each total station and the center of the actual pile steel casing can be obtained

[0030] According to the total station coordinates and the corresponding measured coordinate azimuth, the linear equations of the center of the actual pile steel casing and the line connecting each total station can be obtained respectively; by combining the two linear equations, the coordinates of the center of the actual pile steel casing (X 3′ ,Y 3′ );

[0031] According to the coordinate azimuth angle α between the center of the actual pile steel casing and the center of the theoretical pile steel casing 4 , and the azimuth angle α along the bridge 5 , the actual along-bridge deviation value Δ can be calculated 顺 and the actual transverse bridge deviation value Δ 横 .

[0032] As an optional method for measuring and positioning the steel casing of a long-span bridge, in step S6, the actual deviation value Δ 顺 = -cos(α 5 -α 4 )[(X 3′ -X 3 ) 2 +(Y 3′ -Y 3 ) 2 ] 0.5 , actual transverse bridge deviation value Δ 横 = sin(α 5-α 4 )[(X 3′ -X 3 ) 2 +(Y 3′ -Y 3 ) 2 ] 0.5 .

[0033] As an optional method for measuring and locating the steel casing of a long-span bridge, the following steps are also included:

[0034] S7: Calculate the verticality of the actual pile steel casing;

[0035] According to the deviation value between the center position of the upper end surface of the actual pile steel casing and the center position of the upper end surface of the theoretical pile steel casing, and the verticality deviation value between the actual pile steel casing and the theoretical pile steel casing, the deviation value of the actual pile steel casing landing position and the theoretical pile steel casing landing position is calculated;

[0036] According to the deviation value of the implantation position and the plane distance between each total station and the center of the actual pile steel casing, the deviation value Δ of the coordinate azimuth of the tangent direction of each total station and the actual pile steel casing can be calculated. 1α , Δ 2α , and then the actual tangent coordinate azimuth and actual coordinate azimuth of each total station and the actual pile steel casing landing position can be obtained;

[0037] According to the actual coordinate azimuth of the total station and the corresponding implantation position, the linear equations of the implantation position center and the line connecting each total station can be obtained respectively. By combining the two linear equations, the coordinates of the center of the implantation position of the actual pile steel casing (X 床 , Y 床 , while Z 床 = Actual upper end elevation of the steel casing for pile construction - Actual length of the steel casing for pile construction;

[0038] Then according to the actual center coordinates of the upper end surface of the pile steel casing (X 3′ , Y 3′ , Z 3′ ) and the actual center coordinates of the steel casing placement position (X 床 , Y 床 , Z 床 ), calculate the verticality η of the actual pile steel casing.

[0039] As an alternative method for measuring and locating the steel casing of a long-span bridge, verticality

[0040] Beneficial effects of the present invention:

[0041] The present invention discloses a method for measuring and positioning steel casing of long-span bridge. A piling barge transports the steel casing to be driven to the position of the theoretical formed pile steel casing. Two total stations are set on the shore. According to the position coordinates of the theoretical formed pile steel casing and the two total stations, the corresponding theoretical coordinate azimuth angles are calculated. Then, in combination with the planar distance between the center of the upper end face of the steel casing to be driven and each total station and the radius of the steel casing to be driven, the theoretical coordinate azimuth angles of the tangent positions between each total station and the steel casing to be driven are calculated. The total station is used to actually measure the steel casing to be driven. According to the difference between the actually measured coordinate azimuth angle and the theoretical coordinate azimuth angle, and in combination with the planar distance between the total station and the center of the steel casing to be driven, the actual deviation value of the steel casing to be driven is calculated. According to the actual deviation value, the position of the piling barge is adjusted to improve the accuracy of the placement position of the steel casing to be driven.

[0042] Meanwhile, according to the theoretical elevation value of the theoretical formed pile steel casing, the corresponding theoretical vertical angle is calculated. The vertical angle of the total station is adjusted to the angle of the theoretical vertical angle, and the piling process is monitored. When the steel casing to be driven is driven in place, the piling is stopped to ensure that the height of the steel casing meets the requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 is a flowchart of the method for measuring and positioning steel casing of long-span bridge provided by the embodiment of the specific implementation manner of the present invention;

[0044] Figure 2 is a schematic diagram of the theoretical coordinate azimuth angle between the total station and the steel casing to be driven provided by the embodiment of the specific implementation manner of the present invention;

[0045] Figure 3 is a schematic diagram of the actual coordinate azimuth angle and the theoretical deviation angle between the total station and the steel casing to be driven provided by the embodiment of the specific implementation manner of the present invention;

[0046] Figure 4 is a schematic diagram of the transverse bridge deviation value and the longitudinal bridge deviation value of the water surface position of the steel casing to be driven and the upper end face position of the steel casing to be driven provided by the embodiment of the specific implementation manner of the present invention;

[0047] Figure 5 is a schematic diagram of the theoretical vertical angle of the theoretical formed pile steel casing provided by the embodiment of the specific implementation manner of the present invention;

[0048] Figure 6 is a schematic diagram of the actually measured coordinate azimuth angle between the total station and the actually formed pile steel casing provided by the embodiment of the specific implementation manner of the present invention;

[0049] Figure 7 is a schematic diagram of the coordinate azimuth angle and the longitudinal bridge azimuth angle between the center of the actually formed pile steel casing and the center of the theoretical formed pile steel casing provided by the embodiment of the specific implementation manner of the present invention.

[0050] In the figure:

[0051] 1. Steel casing to be driven; 11. Upper end face of the steel casing to be driven; 12. Water level position of the steel casing to be driven.

[0052] 2. Actual formed pile steel casing; 3. Theoretical formed pile steel casing. Specific implementation manners

[0053] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. Additionally, it should be noted that for the convenience of description, only parts related to the present invention rather than all structures are shown in the drawings.

[0054] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected to", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the internal communication of two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0055] In the present invention, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features therebetween. Moreover, the first feature being "above", "over", and "on top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "below", "beneath", and "under" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0056] In the description of this embodiment, the orientation or positional relationships such as "above", "below", "right", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of description and simplifying the operation, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be understood as a limitation to the present invention. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0057] The technical solution of the present invention will be further described below with reference to the accompanying drawings and through specific implementation manners.

[0058] As Figure 1As shown in the figure, this embodiment provides a method for measuring and positioning the steel casing of a long-span bridge, including the following steps:

[0059] S1: Set up the total station instrument and the steel casing 1 to be driven

[0060] As Figure 2 shown, set up two total station instruments at intervals on the shore. The positions of the two total station instruments are (X 1 , Y 1 , Z 1 ), (X 2 , Y 2 , Z 2 ); Use the pile driving boat to abut the steel casing 1 to be driven against the seabed. The center position of the upper end face 11 of the steel casing to be driven is (X 3 , Y 3 , Z 3 ).

[0061] Specifically, the pile driving boat uses the GPS positioning system to preliminarily position and place the steel casing 1 to be driven and abut it against the seabed.

[0062] S2: Calculate the theoretical coordinate azimuth angle of the steel casing 1 to be driven

[0063] Use the quadrant angle formula to calculate the coordinate azimuth angles θ 1 , θ 2 between the center of the upper end face 11 of the steel casing to be driven and each total station instrument; Then, combined with the plane distance L between the center of the upper end face 11 of the steel casing to be driven and each total station instrument and the radius r of the steel casing 1 to be driven, calculate the theoretical coordinate azimuth angle of the tangent position between each total station instrument and the steel casing 1 to be driven.

[0064] Specifically, the theoretical quadrant angles between the center of the upper end face 11 of the steel casing to be driven and each total station instrument are respectively

[0065] Furthermore, the theoretical coordinate azimuth angles between the center of the upper end face 11 of the steel casing to be driven and each total station instrument are θ 1 , θ 2 . Specifically, when X 3 > X 1 , Y 3 > Y 1 , θ 1 = α 1 ; When X 3 > X 1 , Y 3 > Y 1 , θ 1 = 180° - α 1 ; When X 3 < X 1 , Y 3 > Y1 When θ 1 = 180° - α 1 ; When X 3 > X 1 and Y 3 < Y 1 When θ 1 = 360° - α 1 When X 3 > X 2 and Y 3 > Y 2 When θ 2 = α 2 When X 3 < X 2 and Y 3 > Y 2 When θ 2 = 180° - α 2 When X 3 < X 2 and Y 3 < Y 2 When θ 2 = 180° + α 2 When X 3 > X 2 and Y 3 < Y 2 When θ 2 = 360° - α 2 The above conversion calculation between the theoretical coordinate azimuth and the theoretical quadrant angle can be combined with the IF function of judgment conditions in Excel to achieve the purpose of quickly calculating the theoretical coordinate azimuth, which is beneficial to improving the operation efficiency.

[0066] Furthermore, the plane distances between each total station and the center of the steel casing 1 to be driven are respectively Referring to Figure 3 and combining with the radius r of the steel casing 1 to be driven, the theoretical deflection angles between each total station and the center of the steel casing 1 to be driven are respectively Then the theoretical coordinate azimuths between each total station and the tangent position of the steel casing 1 to be driven are respectively

[0067] S3: Calculate the actual deflection value;

[0068] Use the total station to measure the steel casing 1 to be driven actually. According to the difference Δθ between the measured coordinate azimuth and the corresponding theoretical coordinate azimuth, and then combining with the plane distance between the total station and the center of the steel casing 1 to be driven, calculate the actual deflection value Δ = L × tanΔθ of the steel casing 1 to be driven.

[0069] Specifically, as Figure 4 shown, the included angle γ between the two total stations = |θ1 -θ 2 |. One total station measures the coordinate azimuth angle between the water surface position 12 of the steel casing to be driven and the upper end face 11 of the steel casing to be driven. Combined with the prism, the total station layout program is introduced, and the real-time deviation between the water surface position 12 of the steel casing to be driven and the upper end face 11 of the steel casing to be driven can be obtained by measuring the prism at any position, including the north-south direction deviation value Δx and the east-west direction deviation value Δy between the two plane positions.

[0070] Specifically, in this embodiment, the steel casing 1 to be driven is placed due east of one of the total stations. Therefore, the cross-bridge direction deviation value Δx′ of the upper end face 11 of the steel casing to be driven is Δx, and the longitudinal-bridge direction deviation value When γ > 90°; When γ < 90°.

[0071] S4: Adjust the position of the pile driving barge;

[0072] Adjust the position of the pile driving barge according to the calculated cross-bridge direction deviation value Δx′ and longitudinal-bridge direction deviation value Δy′, and adjust the position of the upper end face 11 of the steel casing to be driven to ensure the accuracy of the subsequent steel casing driving position to the greatest extent;

[0073] Then drive the pile of the steel casing 1 to be driven and fix it on the seabed.

[0074] S5: Monitor the elevation of the steel casing;

[0075] According to the theoretical elevation value H of the steel casing 3 for theoretical pile formation, calculate the corresponding theoretical vertical angle Adjust the vertical angle of the total station to the angle of the theoretical vertical angle. When the pile of the steel casing 1 to be driven is in place, stop driving the pile.

[0076] Specifically, as Figure 5 shown, the theoretical vertical angle of the steel casing 3 for theoretical pile formation Spherical aberration correction D = L - r, where Z is the elevation of the total station, h is the height value of the total station, f is the spherical aberration correction, L is the horizontal distance between the total station and the center of the steel casing 3 for theoretical pile formation, K takes 0.13, and D is the horizontal distance between the total station and the steel casing 3 for theoretical pile formation.

[0077] More specifically, the theoretical vertical angles of the steel casing 3 for theoretical pile formation for the two total stations can be calculated respectively, and then the vertical angles of the two total stations can be adjusted respectively to improve the accuracy of monitoring the elevation of the steel casing and further ensure that the elevation of the steel casing for pile formation meets the construction requirements.

[0078] Optionally, the method for measuring and positioning the steel casing of the long-span bridge further includes the following steps:

[0079] S6: Calculate the plane deviation value between the center of the actual pile steel casing 2 and the center of the theoretical pile steel casing 3;

[0080] According to the measured coordinate azimuth angle δ of the tangent line of the actual pile steel casing 2 measured by each total station 1+ , δ 1- and δ 2+ , δ 2- , the measured coordinate azimuth between each total station and the center of the actual pile steel casing 2 can be obtained

[0081] Reference Figure 6 , according to the coordinates of one of the total stations (X 1 ,Y 1 ) and the corresponding measured coordinate azimuth δ 1 , we can get the linear equation y=k of the line connecting the center of the total station and the actual pile steel casing 2 1 x+b 1 , where k 1 =tan(90-δ 1 ), b 1 =Y 1 -k 1 X 1 Similarly, the linear equation of the line connecting the center of another total station and the actual pile steel casing 2 can be obtained as y=k 2 x+b 2 , where k 2 =tan(90-δ 2 ), b 2 =Y 2 -k 2 X 2 By combining the two linear equations, we can get the center coordinates (X 3′ , Y 3′ ),in

[0082] Then the coordinate azimuth angle α between the center of the actual pile steel casing 2 and the center of the theoretical pile steel casing 3 can be calculated. 4 ,like Figure 7 shown. Specifically, when 3′ >X 3 And Y 3′ >Y 3 hour, When X 3′ <X 3 hour, When X 3′ >X 3 And Y 3′ <Y 3 hour,

[0083] Then according to the azimuth angle α along the bridge 5 (α 5 According to the actual long mileage direction, the actual deviation value Δ along the bridge can be calculated. 顺 and the actual transverse bridge deviation value Δ 横 Specifically, the actual longitudinal displacement value Δ 顺 = -cos(α 5 -α 4 )[(X 3′ -X 3 ) 2 +(Y 3′ -Y 3 ) 2 ] 0.5 , actual transverse bridge deviation value Δ 横 = sin(α 5 -α 4 )[(X 3′ -X 3 ) 2 +(Y 3′ -Y 3 ) 2 ] 0.5 Among them, the calculated value is positive, which represents the direction of large mileage and right width; the calculated value is negative, which represents the direction of small mileage and left width.

[0084] According to the actual deviation value Δ 顺 and the actual transverse bridge deviation value Δ 横 Compare with the corresponding construction specification requirements to confirm and verify whether the deviation value of the actual pile steel casing 2 meets the relevant requirements.

[0085] Optionally, the long-span bridge steel casing measurement and positioning method further includes the following steps:

[0086] S7: Calculate the verticality of the actual pile steel casing 2;

[0087] According to the deviation value between the center position of the upper end surface of the actual pile steel casing 2 and the center position of the upper end surface of the theoretical pile steel casing 3, and the verticality deviation value between the actual pile steel casing 2 and the theoretical pile steel casing 3, the deviation value of the landing position of the actual pile steel casing 2 and the landing position of the theoretical pile steel casing 3 is calculated;

[0088] Specifically, the east-west deviation value Δ of the upper end face of the actual pile steel casing 2 measured by one of the total stations compared with the upper end face of the theoretical pile steel casing 3 is 1平 , the vertical deviation is Δ 1竖 ; The north-south deviation value Δ of the upper end face of the actual pile steel casing 2 measured by another total station compared with the upper end face of the theoretical pile steel casing 3 2平 , the vertical deviation is Δ2竖 Specifically, Δ 1平 and Δ 2平 are negative when to the left and positive when to the right relative to the corresponding total station instrument.

[0089] The length of the pile above the water surface of the actual steel casing 2 for pile driving is H 上 , and the length of the pile from the water surface to the seabed is H 下 , where H 下 can be calculated by observing the elevation of the upper end surface of the actual steel casing 2 when it touches down and the water surface elevation, and then combining with the length of the steel casing for pile driving. 下 Furthermore, the deviation value Δ 1床 = Δ 1平 - Δ 1竖 / H 上 · H 下 , Δ 2床 = Δ 2平 - Δ 2竖 / H 上 · H 下 .

[0090] Based on the deviation value of the touchdown position and the horizontal distance between each total station instrument and the center of the actual steel casing 2 for pile driving, the deviation values Δ 1α , Δ 2α of the coordinate azimuth angle in the tangential direction between each total station instrument and the actual steel casing 2 for pile driving can be calculated. Among them, Combined with the coordinate azimuth angles θ 1 , θ 2 between each total station instrument and the center of the theoretical steel casing 3 for pile driving, the actual tangential coordinate azimuth angles of each total station instrument and the touchdown position of the actual steel casing 2 for pile driving are β 1+ = θ 1 + Δ 1α , β 1- = θ 1 - Δ 1α and β 2+ = θ 2 + Δ 2α , β 2- = θ 2 - Δ 2α . Furthermore, the actual coordinate azimuth angles of each total station instrument and the center of the touchdown position of the actual steel casing 2 for pile driving can be obtained.

[0091] Then the linear equation of the line connecting one of the total station instruments and the center of the touchdown position of the actual steel casing 2 for pile driving is y = k 3 x + b 3 , where k 3 = tan(90 - β 3 ), b 1 = Y 1-k 3 X 1 ; Similarly, the linear equation of the connection line between the other total station and the center of the actual steel casing 2's landing position can be obtained as y = k 4 x + b 4 , where k 4 = tan(90 - β 4 ), b 4 = Y 2 -k 4 X 2 . By solving the two linear equations simultaneously, the center coordinates (X 床 , Y 床 ) of the actual steel casing 2's landing position can be obtained, where and Z 床 = the elevation of the upper end face of the actual steel casing 2 - the pile length of the actual steel casing 2.

[0092] Then, based on the center coordinates (X 3′ , Y 3′ , Z 3′ ) of the upper end face center of the actual steel casing 2 and the center coordinates (X 床 , Y 床 , Z 床 ) of the actual steel casing 2's landing position, the verticality η of the actual steel casing 2 is calculated.

[0093] Specifically, the verticality is compared with the corresponding construction specification requirements according to the obtained verticality η to confirm whether the verticality of the actual steel casing 2 meets the relevant requirements.

[0094] This method overcomes the problems of being unable to set up a marine survey and observation platform in relatively harsh deep - water areas, insufficient measuring range in the existing total station prism - free measurement mode, and limited total station erection positions. Through various calculation methods and combined with computer office software, it can achieve rapid measurement and positioning of the steel casing of long - span bridges in deep - water areas, not only significantly reducing the calculation workload of on - site surveyors, but also remarkably improving the positioning accuracy and efficiency of the steel casing.

[0095] Obviously, the above - mentioned embodiments of the present invention are only for clearly illustrating the examples made by the present invention, rather than limiting the implementation manners of the present invention. For those of ordinary skill in the art, various obvious changes, re - adjustments, and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions, and improvements made within the spirit and principle of the present invention should be included within the protection scope of the claims of the present invention.

Claims

1. A method for measuring and positioning a steel casing of a long-span bridge, characterized in that: It includes the following steps: S1: Set up the total station and the steel casing (1) to be driven. Set up two total stations at intervals on the shore. The positions of the two total stations are (X1, Y1, Z1) and (X2, Y2, Z2) respectively; use a piling barge to abut the steel casing (1) to be driven against the seabed. The center position of the upper end face (11) of the steel casing to be driven is (X3, Y3, Z3). S2: Calculate the theoretical coordinate azimuth of the center of the steel casing (1) to be driven and the theoretical coordinate azimuth of the tangent position. Using the quadrant angle formula, calculate the theoretical coordinate azimuths θ1 and θ2 between the center of the upper end face (11) of the steel casing to be driven and each total station; then, combined with the planar distance L between the center of the upper end face (11) of the steel casing to be driven and each total station and the radius r of the steel casing (1) to be driven, calculate the theoretical coordinate azimuth of the tangent position between each total station and the steel casing (1) to be driven. S3: Calculate the actual deviation value. Use the total station to measure the steel casing (1) to be driven. According to the difference Δθ between the measured coordinate azimuth and the theoretical coordinate azimuth, and combined with the planar distance L between the total station and the center of the steel casing (1) to be driven, calculate the actual deviation value Δ = L×tanΔθ of the steel casing (1) to be driven. S4: Adjust the position of the piling barge. According to the actual deviation value, adjust the position of the piling barge, and then drive the pile for the steel casing (1) to be driven. S5: Monitor the elevation of the steel casing. According to the theoretical elevation value H of the theoretical pile steel casing (3), the corresponding theoretical vertical angle is calculated. The vertical angle of the total station is adjusted to a theoretical vertical angle, and when the steel casing (1) to be piled is in place, the piling is stopped.

2. The method for measuring and positioning the steel casing of a long-span bridge according to claim 1 is characterized in that: In step S2, the theoretical quadrant angles between the center of the upper end face (11) of the steel casing to be piled and the two total stations are respectively 3. The method for measuring and positioning the steel casing of a long-span bridge according to claim 2 is characterized in that: In the step S2: When X3 > X1 and Y3 > Y1, θ1 = α1; when X3 < X1 and Y3 > Y1, θ1 = 180° - α1; when X3 < X1 and Y3 < Y1, θ1 = 180° + α1; when X3 > X1 and Y3 < Y1, θ1 = 360° - α1. When X3 > X2 and Y3 > Y2, θ2 = α2; when X3 < X2 and Y3 > Y2, θ2 = 180° - α2; when X3 < X2 and Y3 < Y2, θ2 = 180° + α2; when X3 > X2 and Y3 < Y2, θ2 = 360° - α2.

4. The method for measuring and positioning the steel casing of a long-span bridge according to claim 3 is characterized in that: In step S2, the theoretical deflection angles between the center of the upper end surface (11) of the steel casing to be piled and the two total stations are respectively The theoretical coordinate azimuths of the tangent line of the upper end face (11) of the steel casing to be piled and the two total stations are:

5. The method for measuring and positioning the steel casing of a long-span bridge according to claim 1 is characterized in that: In the step S3, the included angle γ between the two total stations is γ = |θ1 - θ2|. One of the total stations measures the coordinate azimuth between the water surface position (12) of the steel casing to be driven and the upper end face (11) of the steel casing to be driven. Combined with the prism, the north-south direction deviation value Δx and the east-west direction deviation value Δy of the water surface position (12) of the steel casing to be driven and the position of the upper end face (11) of the steel casing to be driven can be measured. The transverse bridge deviation value of the upper end face (11) of the steel casing to be piled is Δx′=Δx; the longitudinal bridge deviation value When γ>90°; When γ<90°.

6. The method for measuring and positioning the steel casing of a long-span bridge according to claim 1 is characterized in that: In step S5, the theoretical vertical angle of the theoretical pile steel casing (3) is Spherical aberration correction D=Lr, where Z is the elevation of the total station, h is the height of the total station, f is the spherical aberration correction, L is the horizontal distance between the total station and the center of the theoretical pile steel casing (3), K is 0.13, and D is the horizontal distance between the total station and the theoretical pile steel casing (3).

7. The method for measuring and positioning the steel casing of a long-span bridge according to claim 1 is characterized in that: It also includes the following steps: S6: Calculate the planar deviation value between the center of the actual steel casing (2) for pile formation and the center of the theoretical steel casing (3) for pile formation. According to the measured coordinate azimuth angle δ of the tangent line of the actual pile steel casing (2) measured by each total station 1+ , δ 1- and δ 2+ , δ 2- , the measured coordinate azimuth between each total station and the center of the actual pile steel casing (2) can be obtained According to the total station coordinates and the corresponding measured coordinate azimuths, the linear equations of the center of the actual pile steel casing (2) and the line connecting each total station can be obtained respectively; by combining the two linear equations, the center coordinates (X 3′ , Y 3′ ); According to the coordinate azimuth angle α4 between the center of the actual pile steel casing (2) and the center of the theoretical pile steel casing (3), and the azimuth angle α5 along the bridge, the actual deviation value Δ along the bridge can be calculated. 顺 and the actual transverse bridge deviation value Δ 横 .

8. The method for measuring and positioning the steel casing of a long-span bridge according to claim 7 is characterized in that: In step S6, the actual longitudinal deviation value Δ 顺 = -cos(α5-α4)[(X 3′ -X3) 2 +(Y 3′ -Y3) 2 ] 0.5 , actual transverse bridge deviation value Δ 横 = sin(α5-α4)[(X 3′ -X3) 2 +(Y 3′ -Y3) 2 ] 0.5 .

9. The method for measuring and positioning the steel casing of a long-span bridge according to claim 1, characterized in that: It also includes the following steps: S7: Calculate the verticality of the actual steel casing (2) for pile formation. According to the deviation value between the center position of the upper end face of the actual steel casing (2) for pile formation and the center position of the upper end face of the theoretical steel casing (3) for pile formation, and the verticality deviation value between the actual steel casing (2) for pile formation and the theoretical steel casing (3) for pile formation, calculate the deviation value between the landing position of the actual steel casing (2) for pile formation and the landing position of the theoretical steel casing (3) for pile formation. According to the implantation position deviation value and the plane distance between each total station and the center of the actual pile steel casing (2), the deviation value Δ of the coordinate azimuth in the tangent direction between each total station and the actual pile steel casing (2) can be calculated. 1α , Δ 2α , and then the actual tangent coordinate azimuth and actual coordinate azimuth of each total station and the actual pile steel casing (2) can be obtained; According to the actual coordinate azimuth of the total station and the corresponding implantation position, the linear equations of the implantation position center and the line connecting each total station can be obtained respectively. By combining the two linear equations, the coordinates (X 床 , Y 床 ), and Z 床 = Actual upper end elevation of the steel casing (2) for pile construction - Actual length of the steel casing (2) for pile construction; Then, according to the actual center coordinates (X 3′ ,Y 3′ ,Z 3′ ) and the center coordinates (X 床 , Y 床 , Z 床 ), calculate the verticality η of the actual pile steel casing (2).

10. The method for measuring and positioning the steel casing of a long-span bridge according to claim 9, characterized in that: Verticality

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