Method for evaluating settlement of underwater piers of sea-crossing long bridge of high-speed rail

Abstract

The invention relates to a high-speed rail cross-sea long bridge underwater pier settlement evaluation method, and belongs to the technical field of bridge construction, the method comprises the following steps: dividing a constructed pier body into a plurality of sections along a longitudinal bridge direction, each section being provided with a plurality of pier bodies; selecting one pier body in each section as a reference pier, measuring the relative settlement value of each period of the remaining pier bodies in the section by stages, and calculating the relative settlement mean value of each period; and comparing the relative settlement mean value of the current period with the relative settlement mean value of the previous period until the relative settlement of each pier body of the section is judged to be stable. The relative settlement of the pier body in each completed pier body construction section is obtained to replace the traditional absolute settlement, so that the stability of each pier body can be evaluated as soon as possible according to the completion condition of the pier construction section; the defect that traditional absolute settlement needs to depend on a plurality of measuring platforms erected in the ocean or piers are preferentially constructed to serve as working reference points of absolute settlement measurement is overcome, the evaluation efficiency is greatly improved, and the measurement cost is remarkably reduced.

Description

Technical Field

[0001] The present application relates to the technical field of bridge construction, and in particular to a method for evaluating the settlement of underwater piers of a high-speed railway long sea-crossing bridge. Background Art

[0002] High-speed railway ballastless tracks impose strict requirements on the settlement of bridge piers, necessitating dynamic observation of pier settlement and deformation during construction. The underwater piers of long sea-crossing bridges are located thousands or even tens of kilometers from the shore. Construction is typically completed in sections, often in stages, depending on the construction schedule. Due to the influence of the marine environment, geology, weather, and construction methods, the completion time and number of piers in each section vary. Using conventional measurement methods, it is extremely difficult to sequentially establish absolute settlement measurement benchmarks. Furthermore, the accuracy of obtaining the absolute elevation of these benchmarks over long distances is difficult to guarantee.

[0003] In related technologies, settlement measurement and assessment of long high-speed rail sea-crossing bridges relies on several survey platforms established in the ocean or prioritized bridge piers as benchmarks for absolute settlement measurement. High-level geometric leveling is used pier by pier to conduct absolute settlement measurements, thereby assessing the absolute settlement stability of the piers. However, high-level geometric leveling cannot be used to measure benchmarks for long-distance absolute settlement measurements due to their long distance from known elevation control points on shore.

[0004] Using distance-based triangulation and GNSS elevation measurement methods, which are less accurate than high-level geometric leveling, would be difficult to meet the accuracy requirements for high-speed rail settlement assessments. Furthermore, the cost of setting up a measurement platform is high, and the priority piers are often affected by the marine environment, geology, weather, and construction methods, often failing to complete according to the planned schedule and sequence. Furthermore, the priority piers are far apart, requiring individual construction until absolute settlement is stable, resulting in a long construction period and high construction costs. Summary of the Invention

[0005] In response to the deficiencies or one of the deficiencies raised in the above-mentioned background technology, an embodiment of the present application provides a method for evaluating the underwater pier settlement of a high-speed railway long cross-sea bridge, so as to solve the problem that the existing measurement method is difficult to meet the accuracy requirements of the settlement evaluation of the high-speed railway long cross-sea bridge and is costly.

[0006] The present invention provides a method for evaluating the underwater pier settlement of a high-speed railway long sea-crossing bridge, comprising the following steps: S1. Divide the completed pier into multiple sections along the longitudinal direction of the bridge, with each section having multiple piers; S2. Select one pier in each section as the benchmark pier, measure the relative settlement values ​​of the remaining piers in the section in stages, and calculate the average relative settlement value of each stage; S3. Compare the current period's mean relative settlement with the previous period's mean relative settlement until it is determined that the relative settlement of each pier in this section is stable; S4. Using the benchmark piers of one relatively stable settlement section to measure the benchmark piers of another relatively stable settlement section in stages, to obtain the elevation differences of the benchmark piers of the two sections at each stage; S5. Compare the current elevation difference with the previous elevation difference until it is determined that the settlement of each pier in the two sections is stable; S6. Carry out beam erection construction on the pier body with stable settlement.

[0007] In some embodiments, the following steps are further included: S7. After the beams of each section are penetrated, observe the penetration elevation of each pier in stages; S8. Compare the current breakthrough elevation of each pier with the previous breakthrough elevation, and carry out the second phase of constant load construction on the sections that are first judged to have stable absolute settlement.

[0008] In some embodiments, the calculation formula for the relative sedimentation mean is:

[0009] in, is the mean relative settlement within the section, k is the number of non-reference piers in the section; is the relative settlement of pier j relative to the benchmark pier i.

[0010] In some embodiments, S3, comparing the current period average relative settlement with the previous period average relative settlement until determining that the relative settlement of each pier in the current section is stable, includes: S31. Calculate the current relative settlement mean of the section based on the current relative settlement mean of the section and the previous relative settlement mean; S32. Compare the current average relative settlement with a first threshold value. When the current average relative settlement is less than or equal to the first threshold value, evaluate the relative settlement stability of each pier in this section.

[0011] In some embodiments, the current relative settlement average is equal to the absolute value of the difference between the current relative settlement average of the current section and the previous relative settlement average.

[0012] In some embodiments, S4, measuring the benchmark piers of one relatively stable settlement section in phases in conjunction with the benchmark piers of another relatively stable settlement section to obtain elevation differences of the benchmark piers of the two sections in each phase, includes: S41. Select two or more continuously distributed sections from each section with relatively stable settlement; S42, taking the two benchmark piers at the first and last sections of the selected section as the starting point and the end point respectively, measuring the height difference between adjacent piers in stages; S43. Add up the elevation differences measured in each period to obtain the elevation differences of the two benchmark piers in the first and last sections of the selected section.

[0013] In some embodiments, S5, comparing the current elevation difference with the previous elevation difference until determining that the settlement of each pier body in the two sections is stable, includes: S51. Calculating the current combined settlement values ​​of the benchmark piers of the two sections based on the current elevation difference and the previous elevation difference of the benchmark piers of the two sections; S52: Compare the current attached settlement value with a second threshold value. When the current attached settlement value is less than or equal to the second threshold value, evaluate the attached settlement stability of each pier body in the two sections.

[0014] In some embodiments, the current compliance settlement value is equal to the absolute value of the difference between the current elevation difference and the previous elevation difference of the benchmark piers of the two sections.

[0015] In some embodiments, S7, after the beams of each section are penetrated, observing the penetration elevations of each pier in stages, includes: S71. Set a known elevation control point on each side of the bridge; S72. After the construction of all beams is completed, starting from the known elevation control point on one bank, measure the elevation differences between all piers in stages, and connect them to the known elevation control point on the other bank. The elevation of each pier in each stage is obtained by leveling and calculation.

[0016] In some embodiments, S8, comparing the current breakthrough elevation of each pier with the previous breakthrough elevation, and performing a second-phase constant load construction on the section previously determined to have stable absolute settlement, includes: S81. Calculate the absolute settlement of each pier in the current period based on the current breakthrough elevation of each pier and the previous breakthrough elevation; S82, comparing the absolute settlement with a third threshold value, and when the absolute settlement is less than or equal to the second threshold value, evaluating the current absolute settlement of the pier body as stable; S83. When all piers in this section are assessed to be absolutely settlement stable, the second phase of constant load construction shall be carried out on the beams supported by the piers in this section.

[0017] The beneficial effects of the technical solution provided by this application include: The present application provides a method for assessing the underwater pier settlement of a high-speed railway long sea-crossing bridge, which includes the following steps: S1. Divide the completed pier into multiple sections along the longitudinal direction of the bridge, with each section having multiple piers; S2. Select one pier in each section as the benchmark pier, measure the relative settlement values ​​of the remaining piers in the section in stages, and calculate the average relative settlement value of each stage; S3. Compare the current period's mean relative settlement with the previous period's mean relative settlement until it is determined that the relative settlement of each pier in this section is stable; S4. Using the benchmark piers of one relatively stable settlement section to measure the benchmark piers of another relatively stable settlement section in stages, to obtain the elevation differences of the benchmark piers of the two sections at each stage; S5. Compare the current elevation difference with the previous elevation difference until it is determined that the settlement of each pier in the two sections is stable; S6. Carry out beam erection construction on the pier body with stable settlement.

[0018] Therefore, according to the progress of the pier construction section, the relative settlement stability of the pier body within the section and the combined settlement stability of the pier body between sections can be timely tracked and evaluated through relative settlement observation and joint measurement. This can guide the pier body with stable settlement to proceed with the beam erection construction, speed up the construction period, and facilitate the evaluation of the absolute settlement stability of all pier bodies through direct through-leveling measurement after the beam body is penetrated. Moreover, by obtaining the relative settlement of the piers in each completed pier construction section instead of the traditional absolute settlement, the initial stability of each pier can be evaluated as early as possible according to the completion status of the pier construction section, overcoming the defects of the traditional absolute settlement that requires relying on several measuring platforms set up in the ocean or taking the priority construction piers as the reference points for absolute settlement measurement. High-level geometric leveling methods are used for each pier to carry out absolute settlement measurement and evaluate the absolute settlement stability of the piers, which greatly improves the evaluation efficiency and significantly reduces the measurement cost, solves the technical difficulties of long-distance and high-precision settlement evaluation of underwater piers of long cross-sea bridges, and ensures the accuracy and reliability of settlement evaluation of underwater piers of long cross-sea bridges. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0020] Figure 1 This is a flowchart of an embodiment of the present application; Figure 2 This is a flowchart of another embodiment of the present application. DETAILED DESCRIPTION

[0021] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0022] In response to the deficiencies or one of the deficiencies raised in the above-mentioned background technology, an embodiment of the present application provides a method for evaluating the underwater pier settlement of a high-speed railway long cross-sea bridge, so as to solve the problem that the existing measurement method is difficult to meet the accuracy requirements of the settlement evaluation of the high-speed railway long cross-sea bridge and is costly.

[0023] See also Figure 1 and Figure 2 As shown, the embodiment of the present application provides a method for evaluating the underwater pier settlement of a high-speed railway long sea-crossing bridge, comprising: The following steps are involved: S1. Divide the completed pier into multiple sections along the longitudinal direction of the bridge, with each section having multiple piers; S2. Select one pier in each section as the benchmark pier, measure the relative settlement values ​​of the remaining piers in the section in stages, and calculate the average relative settlement value of each stage; S3. Compare the current period's mean relative settlement with the previous period's mean relative settlement until it is determined that the relative settlement of each pier in this section is stable; S4. Using the benchmark piers of one relatively stable settlement section to measure the benchmark piers of another relatively stable settlement section in stages, to obtain the elevation differences of the benchmark piers of the two sections at each stage; S5. Compare the current elevation difference with the previous elevation difference until it is determined that the settlement of each pier in the two sections is stable; S6. Carry out beam erection construction on the pier body with stable settlement.

[0024] The method for evaluating the underwater pier settlement of a high-speed railway long cross-sea bridge in the embodiment of the present application can, based on the progress of the pier construction section, first observe and jointly measure the relative settlement amount, and timely track and evaluate the relative settlement stability of the pier body within the section and the coordinated settlement stability of the pier body between sections, so as to guide the pier body with stable settlement to carry out the beam erection construction, speed up the construction period, and facilitate the evaluation of the stability of the absolute settlement of all pier bodies by directly performing through-leveling measurement after the beam body is penetrated in the later stage, which has the advantage of high evaluation efficiency.

[0025] Since the relative settlement of the piers in each completed pier construction section is obtained instead of the traditional absolute settlement, the initial stability of each pier can be evaluated as early as possible according to the completion status of the pier construction section. This overcomes the defects of the traditional absolute settlement measurement that requires relying on several measuring platforms set up in the ocean or prioritizing the construction of piers as the reference points for absolute settlement measurement. High-level geometric leveling methods are used for each pier to conduct absolute settlement measurement and evaluate the absolute settlement stability of the piers, which greatly improves the evaluation efficiency and significantly reduces the measurement cost.

[0026] Specifically, by comparing the current mean relative settlement in this section with the mean relative settlement in the previous period, when the two are equal or the difference is within a certain range, the relative settlement stability of each pier in this section can be evaluated. Since the benchmark pier in this section is used as the relative elevation benchmark point for relative settlement observation and joint measurement, there is no need to set up several measurement platforms in the ocean or to construct bridge piers in priority as the absolute settlement measurement benchmark points. The relative stability evaluation can be carried out first in the section where the pier construction is completed first.

[0027] At the same time, after the section where the pier construction is completed later passes the relative stability assessment, it can be jointly measured with the section where the pier construction is completed earlier for adhesion leveling to judge the adhesion stability of each pier in the adjacent sections. The current elevation difference of the benchmark piers in the two sections is compared with the previous elevation difference. When the two are equal or the difference is within the allowable range, the adhesion settlement stability of each pier in the two sections can be assessed. After the adhesion settlement is stable, the adjustment of the beam erection construction can be met. Therefore, the beam erection construction can be carried out first to speed up the construction period. When the adhesion settlement of each pier in the two assessed sections is unstable, the measurement and comparison are repeated until it is assessed that the adhesion settlement is stable.

[0028] In some alternative embodiments: See Figure 1 and Figure 2 As shown, the embodiment of the present application provides a method for evaluating the settlement of underwater piers of a high-speed railway long sea-crossing bridge, and the method for evaluating the settlement of underwater piers of a high-speed railway long sea-crossing bridge further includes the following steps: S7. After the beams of each section are penetrated, observe the penetration elevation of each pier in stages; S8. Compare the current breakthrough elevation of each pier with the previous breakthrough elevation, and carry out the second phase of constant load construction on the sections that are first judged to have stable absolute settlement.

[0029] The method for evaluating the underwater pier settlement of a high-speed railway long cross-sea bridge in the embodiment of the present application can first track and evaluate the relative settlement stability of the pier body within the section and the coordinated settlement stability of the pier body between sections according to the progress of the pier body construction section through relative settlement observation and joint measurement, so as to achieve timely tracking and evaluation of the stability of the relative settlement of each pier body in the completed section. The segmented evaluation gains evaluation time for the settlement evaluation, and then the stability of the absolute settlement of all pier bodies can be quickly evaluated through through-leveling measurement.

[0030] The evaluation process can also guide the second-phase constant load construction on the beam body. By comparing the current breakthrough elevation of each pier in this section with the previous breakthrough elevation, when the difference between the current breakthrough elevation and the previous breakthrough elevation of each pier in this section is equal or within the allowable range, the absolute settlement stability of each pier in this section can be evaluated. For the section that is first judged to have stable absolute settlement, the second-phase constant load construction can be carried out first, realizing construction while evaluation is carried out, and shortening the bridge construction period.

[0031] It should be noted that this embodiment of the application involves constructing ballastless track on beams. Therefore, before carrying out the second-phase constant-load construction in a section with absolutely stable settlement, it is necessary to first determine whether the section with absolutely stable settlement meets the conditions for the second-phase constant-load construction. For example, the CPIII track network for ballastless track requires a section length of 4 km or greater.

[0032] In some alternative embodiments: See Figure 1 and Figure 2 As shown, the embodiment of the present application provides a method for evaluating the settlement of underwater piers of a high-speed railway long sea-crossing bridge. The calculation formula for the relative settlement mean of the method for evaluating the settlement of underwater piers of a high-speed railway long sea-crossing bridge is:

[0033] in, is the mean relative settlement within the section, k is the number of non-reference piers in the section; is the relative settlement of pier j relative to the benchmark pier i.

[0034] The calculation formula of the embodiment of the present application can be used to obtain the average relative settlement for each period. For example, within a completed pier construction section, such as the 21#-46# pier section, the section head 21# is used as the reference pier, i.e., the relative elevation reference point. The relative settlement of each non-reference pier in the section is measured relative to the reference pier. The sum of the relative settlements is then divided by the number of non-reference piers to obtain the average relative settlement for the 21#-46# pier section during the current period.

[0035] In some alternative embodiments: See Figure 1 and Figure 2As shown, the embodiment of the present application provides a method for evaluating the underwater pier settlement of a high-speed railway long sea-crossing bridge. Step S3 of the method for evaluating the underwater pier settlement of a high-speed railway long sea-crossing bridge is to compare the current relative settlement mean with the previous relative settlement mean until it is determined that the relative settlement of each pier in the current section is stable, including: S31. Calculate the current relative settlement mean of the section based on the current relative settlement mean of the section and the previous relative settlement mean; S32. Compare the current average relative settlement with a first threshold value. When the current average relative settlement is less than or equal to the first threshold value, evaluate the relative settlement stability of each pier in this section.

[0036] The first threshold value of the embodiment of the present application is 2 mm. For example, in each completed pier body construction section, such as the 21#-46# pier body section, the 66#-95# pier body section, the 126#-197# pier body section, the 303#-431# pier body section, and the 822#-1001# pier body section, the section heads thereof are respectively such as the 21#-46# pier body section, the 66#-95# pier body section, the 126#-197# pier body section, the 303#-431# pier body section, and the 822# - The monitoring points of piers 21#, 66#, 126#, 303# and 822# at the head of the 1001# pier section are used as relative elevation benchmarks. The initial relative settlement values ​​of the monitoring points of each pier in the completed pier construction sections, such as the 21#-46# pier section, the 66#-95# pier section, the 126#-197# pier section, the 303#-431# pier section and the 822#-1001# pier section, are measured respectively, and the average initial relative settlement values ​​of the monitoring points of each pier are calculated; During the settlement observation period, the monitoring points at the heads of the sections, such as the 21#-46# pier section, the 66#-95# pier section, the 126#-197# pier section, the 303#-431# pier section, and the 822#-1001# pier section, at the heads of the 21#, 66#, 126#, 303#, and 822# pier sections, were used as relative elevation benchmarks. Continuous observations were made on the relative settlement values ​​and their averages of the monitoring points at the pier sections within the completed pier construction sections, such as the 21#-46# pier section, the 66#-95# pier section, the 126#-197# pier section, the 303#-431# pier section, and the 822#-1001# pier section. Calculate the average relative settlement of each monitoring point of each pier body relative to the average relative settlement of the previous period. If the average relative settlement is less than or equal to 2 mm, it is judged that the relative settlement of each pier body in this pier body section is stable, that is, a preliminary stable state is obtained. For pier body sections with relative settlement greater than 2 mm, continue to observe and repeat the above judgment until the relative settlement of each pier body in other pier body sections is stable.

[0037] In some alternative embodiments: See Figure 1 and Figure 2 As shown, an embodiment of the present application provides a method for evaluating the settlement of underwater piers of a high-speed railway long cross-sea bridge, in which the current mean relative settlement of the high-speed railway long cross-sea bridge is equal to the absolute value of the difference between the current mean relative settlement of the current section and the previous mean relative settlement.

[0038] The embodiment of the present application uses the pier body of the section as the reference pier, and the reference pier also settles as a relative elevation reference point. When the reference pier in the section settles faster than other non-reference piers, the current relative settlement average will be equal to the current relative settlement average of the section and the previous relative settlement average, which is a negative value. The first threshold is usually a positive value. For the convenience of comparison, the absolute value of the current relative settlement average of the section is taken after the difference between the previous relative settlement average.

[0039] In some alternative embodiments: See Figure 1 and Figure 2 As shown, an embodiment of the present application provides a method for assessing the underwater pier settlement of a high-speed railway long sea-crossing bridge. Step S4 of the method for assessing the underwater pier settlement of a high-speed railway long sea-crossing bridge is to measure the benchmark piers of one relatively stable settlement section in stages with the benchmark piers of another relatively stable settlement section to obtain the elevation differences of the benchmark piers of the two sections in each stage, including: S41. Select two or more continuously distributed sections from each section with relatively stable settlement; S42, taking the two benchmark piers at the first and last sections of the selected section as the starting point and the end point respectively, measuring the height difference between adjacent piers in stages; S43. Add up the elevation differences measured in each period to obtain the elevation differences of the two benchmark piers in the first and last sections of the selected section.

[0040] In this embodiment of the present application, the two reference piers at the first and last sections of a selected section are designated as the starting point and the end point, respectively. The elevation differences between adjacent piers are measured sequentially in phases. By summing the elevation differences measured in each phase, the elevation differences between the two reference piers at the first and last sections of the selected section can be obtained. For example, the measuring instrument can be a high-precision level or total station. The measurement route is planned starting from the starting point, sequentially measuring the elevation differences between each pier, and finally closing to the end point. All elevation differences are summed to obtain the elevation difference between the starting point and the end point.

[0041] In some alternative embodiments: See Figure 1 and Figure 2 As shown, the embodiment of the present application provides a method for evaluating the underwater pier settlement of a high-speed railway long sea-crossing bridge. Step S5 of the method for evaluating the underwater pier settlement of a high-speed railway long sea-crossing bridge is to compare the current elevation difference with the previous elevation difference until it is determined that the settlement of each pier body in the two sections is stable, including: S51. Calculating the current combined settlement values ​​of the benchmark piers of the two sections based on the current elevation difference and the previous elevation difference of the benchmark piers of the two sections; S52: Compare the current attached settlement value with a second threshold value. When the current attached settlement value is less than or equal to the second threshold value, evaluate the attached settlement stability of each pier body in the two sections.

[0042] The second threshold value of the embodiment of the present application is 2 mm. For example, after the 47#-65# pier body section is evaluated as preliminarily stable, the 21#-46# pier body section and the 66#-95# pier body section, which have already been preliminarily stable, are measured together. The 21# pier body monitoring point at the beginning of the 21#-46# pier body section is used as the relative elevation reference point. The 66# pier body monitoring point at the beginning of the 66#-95# pier body section is continuously observed to obtain the elevation difference of each period between the 66# pier body monitoring point and the 21# pier body monitoring point. Based on the elevation differences of the 66# pier monitoring point relative to the 21# pier monitoring point in each period, the corresponding settlement value of each period is calculated. When the corresponding settlement value is less than or equal to 2mm, the corresponding settlement stability of the piers in the three sections of 21#-46#, 47#-65#, and 66#-95# is evaluated. If the corresponding settlement value is greater than 2mm, continue to observe and repeat the above judgment until the relative settlement of each pier is stable.

[0043] In some alternative embodiments: See Figure 1 and Figure 2 As shown, an embodiment of the present application provides a method for evaluating the settlement of underwater piers of a high-speed railway long cross-sea bridge. The current compliance settlement value of the method for evaluating the settlement of underwater piers of a high-speed railway long cross-sea bridge is equal to the absolute value of the difference between the current elevation difference of the benchmark piers of the two sections and the previous elevation difference.

[0044] The embodiment of the present application uses the pier body of the section as the reference pier, and the reference pier also settles as a relative elevation reference point. When the reference pier in one section settles faster than the reference pier in another section, the current compliance settlement value will cause a negative value. The first threshold value is usually a positive value. For the convenience of comparison, the current compliance settlement value is equal to the absolute value of the difference between the current elevation difference of the reference piers of the two sections and the previous elevation difference.

[0045] In some alternative embodiments: See Figure 1 and Figure 2 As shown, the embodiment of the present application provides a method for assessing the settlement of underwater piers of a high-speed railway long sea-crossing bridge. Step S7 of the method for assessing the settlement of underwater piers of a high-speed railway long sea-crossing bridge is to observe the elevation of each pier body in each stage after the beams of each section are connected. The method includes: S71. Set a known elevation control point on each side of the bridge; S72. After the construction of all beams is completed, starting from the known elevation control point on one bank, measure the elevation differences between all piers in stages, and connect them to the known elevation control point on the other bank. The elevation of each pier in each stage is obtained by leveling and calculation.

[0046] The through-hole elevations for each phase of the present invention are obtained using closed-leveling. The known elevation control points on both sides of the bridge can be high-speed rail leveling piles in the rocks on both sides. The measurement route is planned to start from the known elevation control points on one side and sequentially measure the elevation differences between the piers. By measuring the elevation differences between the piers and performing adjustment calculations, the initial through-hole elevations of each pier can be determined with relatively high accuracy.

[0047] In some alternative embodiments: See Figure 1 and Figure 2 As shown, the embodiment of the present application provides a method for assessing the settlement of underwater piers of a high-speed railway long sea-crossing bridge. Step S8 of the method for assessing the settlement of underwater piers of a high-speed railway long sea-crossing bridge is to compare the current breakthrough elevation of each pier body with the previous breakthrough elevation, and to perform a second-phase constant load construction on the section first determined to have absolutely stable settlement, including: S81. Calculate the absolute settlement of each pier in the current period based on the current breakthrough elevation of each pier and the previous breakthrough elevation; S82, comparing the absolute settlement with a third threshold value, and when the absolute settlement is less than or equal to the second threshold value, evaluating the current absolute settlement of the pier body as stable; S83. When all piers in this section are assessed to be absolutely settlement stable, the second phase of constant load construction shall be carried out on the beams supported by the piers in this section.

[0048] This embodiment compares the current through-hole elevation of each pier within a section with the previous through-hole elevation. When the current absolute settlement of each pier within the section is less than or equal to a second threshold, the piers within the section are assessed as having stable absolute settlement. The second phase of constant load construction can then be carried out for the section initially determined to have stable absolute settlement, enabling simultaneous construction and evaluation, thus shortening the bridge construction period. For example, the third threshold is 2 mm.

[0049] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0050] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0051] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A method for assessing the underwater pier settlement of a high-speed railway sea-crossing long bridge, characterized in that: The following steps are involved: The completed pier body is divided into multiple sections along the longitudinal direction of the bridge, and each section is provided with multiple pier bodies; In each section, one pier is selected as the benchmark pier, and the relative settlement values ​​of the remaining piers in this section are measured in stages and the average relative settlement value of each stage is calculated; Compare the current period's mean relative settlement with the previous period's mean relative settlement until it is determined that the relative settlement of each pier in this section is stable; The benchmark piers of one relatively stable settlement section are measured in stages to match the benchmark piers of another relatively stable settlement section, and the elevation differences of the benchmark piers of the two sections are obtained. Compare the current elevation difference with the previous elevation difference until it is determined that the settlement of each pier in the two sections is stable; Beam erection construction is carried out on the pier body that is stable in settlement.

2. The method for evaluating underwater pier settlement of a high-speed railway sea-crossing long bridge according to claim 1, characterized in that: The following steps are also included: After the beams of each section are penetrated, the penetration elevations of each pier body are observed in stages; The current breakthrough elevation of each pier is compared with the previous breakthrough elevation, and the second phase of constant load construction is carried out on the section that is first judged to have stable absolute settlement.

3. The method for evaluating underwater pier settlement of a high-speed railway sea-crossing long bridge according to claim 1, characterized in that: The calculation formula of the relative settlement mean is: in, is the mean relative settlement within the section, k is the number of non-reference piers in the section; is the relative settlement of pier j relative to the benchmark pier i.

4. The method for assessing underwater pier settlement of a high-speed railway sea-crossing long bridge according to claim 1, characterized in that: Compare the current period's mean relative settlement with the previous period's mean relative settlement until the relative settlement of each pier in this section is determined to be stable, including: Calculate the current mean relative settlement of this section based on the current mean relative settlement of this section and the previous mean relative settlement; The current mean relative settlement is compared with the first threshold. When the current mean relative settlement is less than or equal to the first threshold, the relative settlement stability of each pier in this section is assessed.

5. The method for assessing underwater pier settlement of a high-speed railway sea-crossing long bridge according to claim 4, characterized in that: The current relative settlement mean is equal to the absolute value of the difference between the current relative settlement mean of the section and the previous relative settlement mean.

6. The method for evaluating underwater pier settlement of a high-speed railway sea-crossing long bridge according to claim 1, characterized in that: The benchmark piers of one relatively stable settlement section are measured in stages in conjunction with the benchmark piers of another relatively stable settlement section to obtain the elevation differences of the benchmark piers of the two sections in each stage, including: Select two or more continuously distributed sections in each section with relatively stable settlement; The two benchmark piers at the first and last sections of the selected section are used as the starting point and the end point respectively, and the height difference between adjacent piers is measured in stages; The elevation differences measured in each period are added together to obtain the elevation differences of the two benchmark piers in the first and last sections of the selected section.

7. The method for evaluating underwater pier settlement of a high-speed railway sea-crossing long bridge according to claim 1, characterized in that: Compare the current elevation difference with the previous elevation difference until the settlement of each pier in the two sections is determined to be stable, including: Calculate the current combined settlement values ​​of the benchmark piers of the two sections based on the current elevation difference and the previous elevation difference of the benchmark piers of the two sections; The current attached settlement value is compared with the second threshold value. When the current attached settlement value is less than or equal to the second threshold value, the attached settlement stability of each pier body in the two sections is evaluated.

8. The method for assessing underwater pier settlement of a high-speed railway sea-crossing long bridge according to claim 7, characterized in that: The current compliance settlement value is equal to the absolute value of the difference between the current elevation difference of the benchmark piers of the two sections and the previous elevation difference.

9. The method for evaluating underwater pier settlement of a high-speed railway sea-crossing long bridge according to claim 1, characterized in that: After the beams of each section are penetrated, the penetration elevations of each pier body are observed in stages, including: Set a known elevation control point on each side of the bridge; After the construction of all beams is completed, starting from the known elevation control point on one bank, the elevation differences between all piers are measured in stages, and the piers are connected and closed to the known elevation control point on the other bank. The elevation of each pier in each stage is obtained by leveling calculation.

10. The method for evaluating underwater pier settlement of a high-speed railway sea-crossing long bridge according to claim 1, characterized in that: Compare the current breakthrough elevation of each pier with the previous breakthrough elevation, and carry out the second phase of constant load construction on the sections that are initially judged to have stable absolute settlement, including: According to the current breakthrough elevation of each pier and the previous breakthrough elevation, the absolute settlement of each pier in the current period is calculated; Compare the absolute settlement with the third threshold value, and when the absolute settlement is less than or equal to the second threshold value, evaluate the current absolute settlement of the pier body as stable; When all piers in this section are assessed to be absolutely settlement stable, the second phase of constant load construction will be carried out on the beams supported by the piers in this section.

Images