A bridge pier column deviation rectifying device capable of precisely controlling the displacement amount of a pier column

Abstract

The application discloses a bridge pier column deviation rectifying device capable of accurately controlling pier column displacement, relates to the technical field of bridge deviation rectifying, and comprises a bridge pier, a bridge deck for vehicle driving, a supporting mechanism for connecting and supporting the bridge deck and the bridge pier, and an automatic deviation rectifying mechanism for rectifying the deviated supporting mechanism in real time. The bridge pier column deviation rectifying device capable of accurately controlling pier column displacement can not only make the bridge pier deviate synchronously when the bridge pier deviates, but also avoid the situation that the bridge pier deviates out of sync, the deviated bridge pier is in an inclined state, the inclination angle becomes larger with time, and the service life of the bridge pier is affected. When the bridge pier deviates to a safe range, the automatic deviation rectifying mechanism can make the jack work automatically by using the force generated by the pressing of the vehicle, so that the effect of real-time automatic deviation rectifying is achieved, and the phenomenon that the bridge pier deviates too much can be effectively avoided.

Description

Technical Field

[0001] This invention relates to the field of bridge alignment technology, and in particular to a bridge pier alignment device capable of precisely controlling the displacement of pier columns. Background Technology

[0002] Bridge piers are crucial components of bridge structures used to support the dynamic and static loads of the bridge superstructure, ensuring the normal operation of the bridge. During the use of bridge piers, landslides or unilateral loading can significantly impact their performance, causing soil settlement and lateral displacement. The soil lateral to the pier experiences substantial settlement relative to the pier due to lateral displacement, generating negative skin friction and reducing the pier's safety factor, thus affecting the safe use of the bridge. Simultaneously, the lateral soil displacement under the influence of lateral displacement compresses the pier, causing horizontal displacement that severely impacts the bearing capacity of the pile foundation and can even lead to a series of displacements and damages to the superstructure. Therefore, timely correction is necessary when piers shift, ensuring their continued usability.

[0003] Chinese invention patent CN111335189A discloses a bridge pier correction device capable of precisely controlling the displacement of the pier column. The device includes a base, a high-power motor, a first right fixing block, and a first guide rod. The right side of the base is fixedly connected to the left end of the high-power motor. This device, capable of precisely controlling the displacement of the pier column, utilizes a first transmission screw, a second transmission screw, a first limiting plate, a second limiting plate, and a linkage rod. The high-power motor drives the first transmission screw to rotate, and the linkage rod, through a second belt, drives the second transmission screw to rotate. This allows the first and second limiting plates to move closer together under the push of the first and second pushing blocks, moving in tandem with the displacement. This allows the device to follow the pressure and offset of the jack, facilitating subsequent reinforcement work. It solves the problem that current devices cannot precisely control the displacement while preventing pier rebound, making pier reinforcement work difficult.

[0004] However, existing devices still have some problems in use. When the above-mentioned correction devices are used for correction, it is necessary to manually judge whether the pier has shifted. Often, the shift is only detected when the shift is large, especially for piers on slopes. Because the pier body is large, it is impossible to detect when the shift is small. Only through special measurement can the shift be accurately determined. This makes it difficult to detect and correct the shift in time. In addition, existing pier correction methods often place equipment at the connection between the pier and the bridge to correct the shift. For correcting the shift of tall bridge piers, it is necessary to go to the top of the pier to install the equipment, which is quite troublesome. It is also necessary to manually measure the shift of the pier and control the correction device to correct it, which is quite cumbersome. Summary of the Invention

[0005] The present invention addresses the problem that existing technical solutions are too simplistic and provides a solution that is significantly different from existing technologies. The present invention provides a bridge pier correction device that can accurately control the displacement of the pier, thereby solving the technical problem that existing correction devices cannot correct the pier in real time, resulting in the pier offset often being too large when correction is performed. At this time, the internal performance of the pier may have changed, causing the pier to be unable to continue to be used normally.

[0006] The present invention adopts the following technical solution: a bridge pier correction device capable of precisely controlling the displacement of the pier column, including a bridge pier, a bridge deck for vehicle traffic, a support mechanism for connecting and supporting the bridge deck and the bridge pier, and an automatic correction mechanism for real-time correction of the offset support mechanism. The support mechanism is disposed between the bridge pier and the bridge deck, and automatic correction mechanisms are provided on both the left and right sides of the support mechanism. A limit block for controlling the movement of the support mechanism is provided below the bridge deck.

[0007] Furthermore, the support mechanism includes a connecting base block disposed on the top of the pier. A protective shell is provided on the top surface of the connecting base block, and a connecting base is disposed inside the protective shell. The connecting base is disposed on the top surface of the connecting base block, and a support frame is disposed above the connecting base. The support frame is disposed below the bridge deck, and a limit block is disposed within the support frame. A return spring is disposed within the limit block, and a limit slot is formed in the support frame, corresponding to the position of the limit block. A mating rod is disposed on one side of the support frame, and the mating rod is connected to the limit block. A return spring is disposed within the limit block, and the return spring is connected to the support frame via a connecting bracket. A guide limit rod is disposed outside the support frame.

[0008] Furthermore, the connecting base is fixedly connected to the connecting bottom block, the connecting base is movably connected to the support frame, and the contact surface between the limiting plug and the limiting slot is an arc surface.

[0009] Furthermore, the automatic correction mechanism includes a correction component and a transmission component. The transmission component includes a reciprocating spring block, which is disposed through the bridge deck and located on both sides of the pier. A mounting frame is provided below the reciprocating spring block, and the mounting frame is slidably connected to a connecting base block. A second transmission rack is provided on one side of the reciprocating spring block, and a second transmission shaft is meshed on the inner side of the second transmission rack. The second transmission shaft is connected to the mounting frame through a first connecting frame. A connecting rod is provided at the end of the second transmission shaft, and a turntable is provided at the end of the connecting rod. A crank connecting rod is provided on the turntable, and an abutment block is provided at the bottom end of the crank connecting rod. A guide sleeve is fitted over the abutment block, and the guide sleeve is connected to the mounting frame.

[0010] Furthermore, the end of the reciprocating spring block is arc-shaped, and the height of the reciprocating spring block is higher than the height of the bridge deck in the initial state. The reciprocating spring block is slidably connected to the mounting bracket.

[0011] Furthermore, the correction component includes a jack, which is disposed on one side of the support frame. A pressing rod is disposed outside the jack and below the contact block. A sliding compression spring block is slidably disposed at the end of the pressing rod. A top block is disposed on one side of the sliding compression spring block and is connected to the support frame. A connecting plate is disposed at the output end of the jack. A push block is disposed in the connecting plate. A mating block is disposed outside the push block. The mating block and the push block are misaligned and engaged. A connecting ratchet shaft is disposed through the mating block. Both ends of the connecting ratchet shaft are fitted with pawl shafts. A first transmission gear is disposed at the end of the pawl shaft. A first transmission rack is disposed below the first transmission gear and is slidably connected to a guide limit rod. A reset button is disposed on one side of the jack. A reset block is disposed outside the reset button. The reset block has an L-shaped cross-section, and the contact surface between the reset block and the reset button is an arc surface.

[0012] Furthermore, the push block is divided into upper and lower parts. The upper part of the push block rotates unidirectionally with the connecting plate, while the lower part of the push block is fixedly connected to the connecting plate.

[0013] Furthermore, the maximum stroke of the crank connecting rod is less than the distance between the contact block and the pressing rod, the sliding compression spring block has an arc surface on the side facing the turntable, and the contact surface between the top block and the sliding compression spring block is inclined.

[0014] Compared with the prior art, the beneficial effects of the present invention are as follows: Firstly, although the bridge piers do not directly contact the bridge deck, the supporting structure effectively provides support to the deck. Simultaneously, because the bridge deck contacts the supporting frame, the friction between the deck and the supporting frame is smaller compared to the friction between the pier and the deck. This prevents excessive friction on the top of the pier from causing the lower part of the pier to shift under the force, while the top of the pier remains stationary due to excessive friction with the deck. This results in the pier tilting, and the position of the point of gravity on the tilted pier changes. If this tilt is not corrected over a long period, it can lead to the internal structure of the pier breaking down. This affects the normal use of the bridge piers. When the bridge piers shift, the support mechanism can cause the upper and lower parts of the bridge piers to shift simultaneously. When it is necessary to correct the bridge piers, only the support frame in the support mechanism needs to be corrected, instead of correcting the entire bridge pier. If the entire bridge pier is to be corrected, the weight of the bridge pier is too large, and large machinery is required to correct it. However, correcting only the support frame can be done with smaller machinery, which is more convenient than correcting the entire bridge pier. At the same time, when the bridge deck is lifted, the connecting base and the support frame are disconnected, allowing the connecting base and the support frame to slide together, which makes it easier to correct the position. Secondly, when a bridge pier shifts, and the shift reaches a certain value, the automatic correction mechanism can automatically correct the support frame. The correction value equals the shift value, ensuring the corrected support frame is in the same position as the initial installation. This achieves precise control of the correction amount. Furthermore, this device is automatically controlled, effectively eliminating the need for manual measurement. Because it's automatic, it also prevents the bridge pier shift from exceeding safe limits. Manual measurement only detects this shift when it becomes obvious or during regular maintenance measurements. The offset can significantly affect the safety of the bridge deck. During automatic correction, the vehicle's own weight is used as the driving force, without the need for additional power. When the bridge deck offset reaches a certain value, the transmission component in the automatic correction mechanism starts to work. At this point, the offset value is within a safe range. After the transmission component starts working, the vehicle presses against the reciprocating spring block, which moves up and down, eventually raising the jack and lifting the bridge deck. Once the bridge deck is raised, the correction component starts to work to adjust the position of the support frame, achieving the correction effect. In summary, this device not only allows bridge piers to shift synchronously, preventing asynchronous shifts that could lead to tilted piers that increase in tilt angle over time and shorten their lifespan, but also, when the piers have shifted to a safe range, the automatic correction mechanism uses the force generated by the movement of a vehicle to activate jacks, lifting the bridge deck and facilitating adjustment of the support frame position. The jacks then automatically adjust the support frame position as they descend, achieving real-time automatic correction and effectively preventing excessive pier shifts. Attached Figure Description

[0015] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the main structure of the present invention; Figure 2 This is a schematic diagram of the internal structure of the protective shell of the present invention; Figure 3 This is a schematic diagram of the support frame structure of the present invention; Figure 4 For the present invention Figure 4 Enlarged structural diagram at point A in the middle; Figure 5 This is a side view of the automatic correction mechanism of the present invention. Figure 6 For the present invention Figure 6 Enlarged structural diagram at point B; Figure 7 This is a schematic diagram of the connection structure between the ratchet shaft and the pawl shaft of the present invention; Figure 8 This is a schematic diagram of the internal structure of the support frame of the present invention.

[0017] Figure label: 1. Pier; 2. Protective shell; 3. Automatic correction mechanism; 31. Reciprocating spring block; 32. First transmission gear; 33. First transmission rack; 34. Jack; 35. Turntable; 36. Crank connecting rod; 37. Abutting block; 38. Mounting bracket; 39. Connecting rod; 310. Second transmission rack; 311. Second transmission shaft; 312. Top block; 313. Sliding compression spring block; 314. Pressing rod; 315. Connecting ratchet shaft; 316. Pawl shaft; 317. Mating block; 318. Push block; 319. Connecting plate; 320. Reset button; 321. Reset block; 4. Bridge deck; 41. Limiting block; 5. Support mechanism; 51. Mating rod; 52. Guide limiting rod; 53. Connecting bottom block; 54. Connecting base; 55. Support frame; 56. Limiting insert block; 57. Reset spring; 58. Limiting slot. Detailed Implementation

[0018] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0019] The components of the embodiments of the invention described and shown in the accompanying drawings can typically be arranged and designed in a variety of different configurations. Therefore, the following detailed description of the embodiments of the invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention.

[0020] Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0022] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0023] The following is combined Figures 1 to 8 As shown, this embodiment of the invention provides a bridge pier correction device capable of precisely controlling the displacement of the pier column, including a bridge pier 1, a bridge deck 4 for vehicle traffic, a support mechanism 5 for connecting and supporting the bridge deck 4 and the bridge pier 1, and an automatic correction mechanism 3 for real-time correction of the offset support mechanism 5. The support mechanism 5 is disposed between the bridge pier 1 and the bridge deck 4, and automatic correction mechanisms 3 are provided on both the left and right sides of the support mechanism 5. A limiting block 41 for controlling the movement of the support mechanism 5 is provided below the bridge deck 4.

[0024] During operation, the automatic correction mechanism not only ensures synchronized offset of pier 1, preventing asynchronous offset that could lead to tilting and increased tilting angle over time, thus affecting pier 1's lifespan, but also activates the automatic correction mechanism 3 when pier 1 is offset to a safe range. This mechanism utilizes the force generated by the vehicle's movement to activate jack 34, lifting the bridge deck 4 to facilitate adjustment of the support frame 55. Subsequently, the jack 34 automatically adjusts the position of the support frame 55 as it descends, achieving real-time automatic correction and effectively preventing excessive offset of pier 1.

[0025] Specifically, the support mechanism 5 includes a connecting base block 53, which is disposed on the top of the pier 1. A protective shell 2 is disposed on the top surface of the connecting base block 53. A connecting base 54 is disposed inside the protective shell 2. The connecting base 54 is disposed on the top surface of the connecting base block 53. A support frame 55 is disposed above the connecting base 54 and is disposed below the bridge deck 4. A limit plug 56 is disposed in the support frame 55. A reset spring is disposed in the limit plug 56. A limit slot 58 is provided in the support frame 55. The limit slot 58 corresponds to the position of the limit plug 56. A cooperating rod 51 is disposed on one side of the support frame 55. The cooperating rod 51 is connected to the limit block 41. A reset spring 57 is disposed in the limit plug 56. The reset spring 57 is connected to the support frame 55 through a connecting bracket. A guide limit rod 52 is disposed outside the support frame 55.

[0026] Specifically, the connecting base 54 is fixedly connected to the connecting base block 53, the connecting base 54 is movably connected to the support frame 55, and the contact surface between the limiting plug 56 and the limiting slot 58 is an arc surface.

[0027] During operation, the limiting block 56 can be easily inserted into the limiting slot 58, so that the support frame 55 and the connecting base 54 can move synchronously through the cooperation of the limiting block 56 and the limiting slot 58.

[0028] Specifically, the automatic correction mechanism 3 includes a correction component and a transmission component. The transmission component includes a reciprocating spring block 31, which is disposed through the bridge deck 4 and located on both sides of the pier 1. A mounting frame 38 is provided below the reciprocating spring block 31, and the mounting frame 38 is slidably connected to the connecting base block 53. A second transmission rack 310 is provided on one side of the reciprocating spring block 31, and a second transmission shaft 311 is meshed on the inner side of the second transmission rack 310. The second transmission shaft 311 is connected to the mounting frame 38 through a first connecting frame. A connecting rod 39 is provided at the end of the second transmission shaft 311, and a turntable 35 is provided at the end of the connecting rod 39. A crank connecting rod 36 is provided on the turntable 35, and an abutment block 37 is provided at the bottom end of the crank connecting rod 36. A guide sleeve is provided on the abutment block 37, and the guide sleeve is connected to the mounting frame 38.

[0029] Specifically, the reciprocating spring block 31 has an arc-shaped end, and the height of the reciprocating spring block 31 is higher than the height of the bridge surface 4 in the initial state. The reciprocating spring block 31 is slidably connected to the mounting bracket 38.

[0030] During operation, the reciprocating spring block 31 moves up and down when a car runs over it. Because the reciprocating spring block 31 can move up and down, it reduces the impact on a moving car when it runs over it. Specifically, the correction component includes a jack 34, which is disposed on one side of the support frame 55. A pressing rod 314 is disposed outside the jack 34, below the contact block 37. A sliding compression spring block 313 is slidably disposed at the end of the pressing rod 314. A top block 312 is disposed on one side of the sliding compression spring block 313, and the top block 312 is connected to the support frame 55. A connecting plate 319 is disposed at the output end of the jack 34. A push block 318 is disposed in the connecting plate 319, and a mating block 317 is disposed on the outer side of the push block 318. The jack 34 is engaged with the push block 318 by a misalignment. A connecting ratchet shaft 315 is provided through the mating block 317. Both ends of the connecting ratchet shaft 315 are fitted with pawl shafts 316. A first transmission gear 32 is provided at the end of the pawl shaft 316. A first transmission rack 33 is provided below the first transmission gear 32. The first transmission rack 33 is slidably connected to the guide limit rod 52. A reset button 320 is provided on one side of the jack 34. A reset block 321 is provided outside the reset button 320. The reset block 321 has an L-shaped cross-section, and the contact surface between the reset block 321 and the reset button 320 is an arc surface.

[0031] Specifically, the push block 318 is divided into upper and lower parts. The upper part of the push block 318 rotates unidirectionally with the connecting plate 319, while the lower part of the push block 318 is fixedly connected with the connecting plate 319.

[0032] During operation, the support frame 55 will not move during the upward movement of the push block 318, but will only move during the downward movement, thus making it easier to control the amount of movement of the support frame 55.

[0033] Specifically, the maximum stroke of the crank connecting rod 36 is less than the distance between the contact block 37 and the pressing rod 314, the sliding compression spring block 313 has an arc surface on the side facing the turntable 35, and the contact surface between the top block 312 and the sliding compression spring block 313 is inclined.

[0034] When in operation, the automatic correction mechanism 3 is not engaged, so that the up and down movement of the reciprocating spring column will not drive the jack 34 to work.

[0035] Working principle: As the compressive force on one side of pier 1 changes, pier 1 begins to shift under the action of lateral force. Since the bridge deck 4 is placed on the support frame 55, and the bridge deck 4 presses against the limiting insert 56, the limiting insert 56 is inserted into the limiting slot 58. This allows the upper part of pier 1 to shift synchronously when the lower part of pier 1 shifts, preventing pier 1 from tilting. During the shift of pier 1, the support frame 55 moves synchronously. During the movement of the support frame 55, it drives the top block 312 and the first transmission rack 33 to move synchronously. Although the first transmission rack 33 is connected to the first transmission gear 32, the first transmission gear 32 is connected to the mating block 317 through the pawl shaft 316, so that when the first... When the transmission rack 33 moves toward the jack 34, the first transmission gear 32 can rotate without causing the mating block 317 to rotate. As the top block 312 moves continuously, it will abut against the sliding compression spring block 313. The sliding compression spring block 313 will then compress the spring, causing it to move above the compression rod. When the vehicle passes the compression reciprocating spring block 31, the reciprocating spring block 31 will move downwards. This downward movement of the reciprocating spring block 31 will cause the second transmission rack 310 to move downwards. Since the second transmission rack 310 meshes with the second transmission shaft 311, the second transmission shaft 311 will rotate. The second transmission shaft 311 will drive the turntable 35 to rotate via the connecting rod 39. The rotation of the turntable 35 will then drive the abutment block 37 upwards via the crank connecting rod 36. The jack 34 moves downwards, simulating the pressure applied by a person to it, causing it to rise. This rise of the jack 34 then lifts the bridge deck 4. When the bridge deck 4 is no longer connected to the support frame 55, the limiting block 56 is reset by the return spring 57, disengaging from the limiting slot 58. Simultaneously, the rising of the jack 34 causes the connecting plate 319 to move upwards, which in turn causes the push block 318 to move upwards. Although the push block 318 and the mating block 317 are misaligned, the unidirectional rotational connection between the connecting plate 319 and the push block 318 prevents the mating block 317 from moving upwards. Furthermore, since the output end of the jack 34 is connected to the reset block 321, the reset block 321 will move upwards along with the jack 34. The jack 34 moves upwards. When the reset block 321 moves to a certain position, it contacts the reset button 320, causing the jack 34 to reset and descend. During the descent of the jack 34, the connecting plate 319 moves downwards simultaneously. At this time, the push block 318 moves, which drives the mating block 317 to move, causing the connecting ratchet shaft 315 to rotate. This, in turn, drives the pawl shaft 316 to rotate. The rotation of the pawl shaft 316 drives the first transmission gear 32 to rotate. The movement of the first transmission gear 32 drives the first transmission rack 33 to move, thereby causing the support frame 55 to move. When the support frame 55 moves, it drives the limit block 41 to move simultaneously. When the limit block 41 contacts the mating rod 51, the support frame 55 stops moving, that is, the support frame 55 returns to its initial position.The jack 34 also returns to its initial state. Simultaneously, the automatic correction mechanism 3 will only activate on the side where the support frame 55 has shifted, thus achieving accurate correction. Furthermore, because the jack 34 is slidably connected to the connecting base block 53, this device allows for multiple adjustments to the support frame 55. This device not only allows the bridge pier 1 to shift synchronously, preventing asynchronous shifts that could lead to a tilted bridge pier 1 after shifting, which would increase the tilt angle over time and affect the lifespan of the bridge pier 1, but also, when the bridge pier 1 shifts to a safe range, the automatic correction mechanism 3 uses the force generated by the car's movement to activate the jack 34, thereby lifting the bridge deck 4 to facilitate the adjustment of the support frame 55. Subsequently, as the jack 34 falls, it automatically completes the position adjustment of the support frame 55, achieving a real-time automatic correction effect, which can effectively prevent the bridge pier 1 from shifting too much.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A bridge pier correction device capable of precisely controlling the displacement of the pier column, comprising a bridge pier (1), characterized in that; It also includes a bridge deck (4) for vehicle travel, a support mechanism (5) for connecting and supporting the bridge deck (4) and the pier (1), and an automatic correction mechanism (3) for real-time correction of the offset support mechanism (5). The support mechanism (5) is located between the pier (1) and the bridge deck (4). Automatic correction mechanisms (3) are provided on both the left and right sides of the support mechanism (5). A limit block (41) for controlling the movement of the support mechanism (5) is provided below the bridge deck (4). The support mechanism (5) includes a connecting base block (53), which is located on the top of the pier (1). A protective shell (2) is provided on the top surface of the connecting base block (53). A connecting base (54) is provided inside the protective shell (2). The connecting base (54) is located on the top surface of the connecting base block (53). A support frame (55) is provided above the connecting base (54). The support frame (55) is located below the bridge deck (4). A limited number of supports are provided in the support frame (55). The limiting plug (56) is provided with a return spring (57), and the support frame (55) is provided with a limiting slot (58). The limiting slot (58) corresponds to the position of the limiting plug (56). A cooperating rod (51) is provided on one side of the support frame (55). The cooperating rod (51) is connected to the limiting block (41). The return spring (57) is connected to the support frame (55) through a connecting bracket. A guide limiting rod (52) is provided outside the support frame (55). The automatic correction mechanism (3) includes a correction component and a transmission component. The transmission component includes a reciprocating spring block (31), which is disposed through the bridge deck (4) and located on both sides of the pier (1). A mounting frame (38) is provided below the reciprocating spring block (31), and the mounting frame (38) is slidably connected to the connecting base block (53). A second transmission rack (310) is provided on one side of the reciprocating spring block (31). A second drive shaft (311) is meshed on the inner side of the device. The second drive shaft (311) is connected to the mounting frame (38) through the first connecting frame. A connecting rod (39) is provided at the end of the second drive shaft (311). A turntable (35) is provided at the end of the connecting rod (39). A crank connecting rod (36) is provided on the turntable (35). An abutment block (37) is provided at the bottom end of the crank connecting rod (36). A guide sleeve is provided on the abutment block (37). The guide sleeve is connected to the mounting frame (38). The correction component includes a jack (34), which is mounted on one side of the support frame (55). A pressing rod (314) is mounted on the outside of the jack (34) and is positioned below the contact block (37). When the turntable (35) rotates, the contact block (37) moves up and down via the crank connecting rod (36) to simulate the pressure applied to the jack (34) by a person, causing the jack (34) to rise and the end of the pressing rod (314) to slide. A sliding compression spring block (313) is provided, and a top block (312) is provided on one side of the sliding compression spring block (313). When the top block (312) abuts against the sliding compression spring block (313), the sliding compression spring block (313) will compress the spring, causing the sliding compression spring block (313) to move above the pressing rod (314). The top block (312) is connected to the support frame (55). The output end of the jack (34) is provided with a connecting plate (319). 19) is provided with a push block (318), and a mating block (317) is provided on the outside of the push block (318). The mating block (317) and the push block (318) are misaligned and engaged. A connecting ratchet shaft (315) is provided through the mating block (317). Both ends of the connecting ratchet shaft (315) are fitted with pawl shafts (316). A first transmission gear (32) is provided at the end of the pawl shaft (316). A first transmission gear (32) is provided below the first transmission gear (32). The rack (33) and the first transmission gear (32) move to drive the first transmission rack (33) to move, which is used to move the support frame (55). The first transmission rack (33) is slidably connected to the guide limit rod (52). A reset button (320) is provided on one side of the jack (34). A reset block (321) is provided outside the reset button (320). The reset block (321) has an L-shaped cross-section, and the contact surface between the reset block (321) and the reset button (320) is an arc surface.

2. The bridge pier correction device capable of precisely controlling the displacement of the pier column according to claim 1, characterized in that; The connecting base (54) is fixedly connected to the connecting bottom block (53), the connecting base (54) is movably connected to the support frame (55), and the contact surface between the limiting plug (56) and the limiting slot (58) is an arc surface.

3. A bridge pier correction device capable of precisely controlling the displacement of pier columns according to claim 1, characterized in that; The reciprocating spring block (31) has an arc-shaped end, and the height of the reciprocating spring block (31) is higher than the height of the bridge surface (4) in the initial state. The reciprocating spring block (31) is slidably connected to the mounting bracket (38).

4. A bridge pier correction device capable of precisely controlling the displacement of pier columns according to claim 1, characterized in that; The push block (318) is divided into upper and lower parts. The upper part of the push block (318) rotates unidirectionally with the connecting plate (319), while the lower part of the push block (318) is fixedly connected with the connecting plate (319).

5. A bridge pier correction device capable of precisely controlling the displacement of pier columns according to claim 1, characterized in that; The maximum stroke of the crank connecting rod (36) is less than the distance between the contact block (37) and the pressing rod (314). The sliding compression spring block (313) is arc-shaped on the side facing the turntable (35). The contact surface between the top block (312) and the sliding compression spring block (313) is inclined.

Images