Bridge horizontal swivel balancing adjustment device and method

Abstract

The present application relates to bridge swivel construction technology field, disclose a kind of bridge horizontal swivel balance adjusting device and method, comprising: support platform and traction system, support platform is supported in the below of cantilever, support platform is fixed with auxiliary track, auxiliary track has camber, the camber of auxiliary track is matched with the swivel camber of cantilever, the radius of auxiliary track is 2 / 3 of cantilever length, traction system includes vehicle body and the deceleration system connected to vehicle body, the top of vehicle body is connected with cantilever by connecting component, so that vehicle body and cantilever are integrated, the wheel of vehicle body is slidably connected with auxiliary track, vehicle body slides along the extension direction of auxiliary track, when braking is needed during the swivel process of cantilever, deceleration system can make wheel decelerate and stop, locking system can lock vehicle body in certain position of auxiliary track. The present application can omit longitudinal, lateral weighing counterweight construction link, also can resist the influence of various adverse factors to bridge body stability.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge rotation construction, and in particular to a device and method for adjusting the balance of an asymmetric bridge horizontal rotation. Background Art

[0002] Bridge rotation construction technology involves casting or splicing the bridge structure in a location off the design axis and then rotating it into place. This method allows bridge construction to overcome constraints such as topography, transportation, and the environment, saving construction costs and shortening construction periods while ensuring safety and reliability during construction.

[0003] In recent years, the application of rotation construction technology has become increasingly widespread. To meet more complex transportation needs, the rotation of small, symmetrical bridges has evolved into a variety of large, asymmetric bridges. This has also brought new challenges. For example, traditional construction techniques can no longer fully meet the stability requirements of these types of rotations, such as the lateral imbalance caused by curved bridges and the longitudinal imbalance caused by the longitudinal asymmetry of the bridge structure.

[0004] When rotating large, asymmetric rotating bridges, existing solutions include pre-rotation weighing and counterweighting, and the use of additional bracing legs as a safety system. However, the drawback of this approach is that when faced with extreme unbalanced rotation, the bridge's center of gravity is relatively far from the central axis of the piers. Relying solely on bracing legs can easily tip over in the face of external interference during rotation, making it unsuitable to rely on bracing legs to resist unbalanced torque. Furthermore, the safety system is an emergency facility, and its use should be minimized or even avoided in all construction situations. Summary of the Invention

[0005] The present invention provides a device and method for balancing and adjusting the horizontal rotation of a bridge, which can omit the longitudinal and transverse weighing and counterweight construction links, and can also resist the influence of various adverse external factors on the stability of the bridge body, maintain the transverse stability during the rotation of an asymmetric bridge, and maintain the longitudinal stability during the rotation of the bridge.

[0006] The present invention provides a bridge horizontal rotation balance adjustment device, comprising:

[0007] The support platform is supported below the cantilever. An auxiliary track is fixed on the support platform. The auxiliary track has a curvature. The curvature of the auxiliary track matches the curvature of the cantilever. The radius of the auxiliary track is 2 / 3 of the cantilever length.

[0008] The traction system includes a vehicle body and a deceleration system connected to the vehicle body. The top of the vehicle body is connected to the cantilever through a connecting component so that the vehicle body and the cantilever are connected as one. The wheels of the vehicle body slide in cooperation with the auxiliary track, and the vehicle body slides along the extension direction of the auxiliary track. When braking is required during the rotation of the cantilever, the deceleration system can slow down and stop the wheels, and the locking system can lock the vehicle body at a certain position on the auxiliary track.

[0009] Optionally, the connecting components include:

[0010] Anchor steel plates are anchored to the bottom of the cantilever and arranged along the width direction of the cantilever;

[0011] Multiple groups of connecting rods are arranged along the width direction of the cantilever, one end of which is rotatably connected to the load-bearing frame of the vehicle body, and the other end of which is rotatably connected to the anchor steel plate.

[0012] Optionally, it also includes an adjustment system connected between the vehicle body and the cantilever, which is used to adjust the position of the cantilever when the cantilever becomes unstable so that the central axis of the cantilever always coincides with the central axis of the connection between the multiple sets of connecting rods and the load-bearing frame of the vehicle body.

[0013] Optionally, the regulation system includes:

[0014] Multiple jacks are located at the four corners of the load-bearing frame, with the fixed ends of the jacks fixed to the load-bearing frame and the movable ends of the jacks in contact with the bottom of the cantilever;

[0015] Multiple displacement sensors are connected to the four corners of the load-bearing frame, close to the jack. The displacement sensors are used to detect the horizontal displacement of the bottom of the cantilever. When the horizontal displacement reaches a preset offset, the height of the jack is adjusted.

[0016] Optionally, the reduction system includes:

[0017] The brake pad has one end connected to the drive mechanism, which drives the brake pad to rub against the wheel, thereby slowing the wheel;

[0018] The speed sensor is connected to the wheel and is used to detect the rotation speed of the wheel.

[0019] Optionally, a locking system for locking the vehicle body on the auxiliary track is also included, and the locking system includes:

[0020] The telescopic rod has a fixed end connected to the load-bearing frame and is located below the load-bearing frame;

[0021] a locking hook connected to the telescopic end of the telescopic rod;

[0022] The locking track is fixed on the support platform. The locking track is arranged parallel to the auxiliary track. The locking track has locking teeth arranged at equal intervals along its extension direction. The telescopic rod drives the locking hook to move downward so that the locking hook and the locking teeth engage to achieve locking of the vehicle body.

[0023] Optionally, the locking system also includes:

[0024] The connecting frame has an upper end fixedly connected to the load-bearing frame, a lower end rotatably connected to one side of the swing frame, the other side of the swing frame is connected to the lock hook, and the other side of the swing frame is rotatably connected to the telescopic end of the telescopic rod.

[0025] Optionally, the lower end of the support platform is supported by a steel column, a column cap is fixed on the ground, and the lower end of the steel column is fixedly connected to the column cap.

[0026] Optionally, spring buffers are connected to the four corners of the load-bearing frame.

[0027] The present invention also provides an adjustment method using the above-mentioned bridge horizontal rotation balance adjustment device, comprising the following steps:

[0028] S1: Measure and locate the position of the auxiliary rail on the support platform;

[0029] S2: Construction of the bridge system and supporting pile foundation is completed;

[0030] S3: Column cap casting completed;

[0031] S4: Construction of the rotating bridge's rotation system, traction system, and adjustment system is completed;

[0032] S5: Steel columns, locking rails and auxiliary rails are installed;

[0033] S6: Cantilever beam casting completed;

[0034] S7: After the overall structure construction is completed, the car body and cantilever are connected.

[0035] Compared with the prior art, the beneficial effects of the present invention are: the bridge horizontal rotation balance adjustment device provided by the present invention connects the vehicle body and the cantilever through a connecting component when the cantilever rotates. During the cantilever rotation process, the cantilever and the vehicle body move synchronously, and the vehicle body moves along the auxiliary track synchronously with the cantilever. When it reaches the designated rotation position, the wheels are decelerated and stopped by the deceleration system, and the cantilever can be rotated to the required angle to complete the joint. In addition, when encountering an emergency or sudden situation, the wheels are decelerated and stopped by the deceleration system, so that the longitudinal and transverse weighing and counterweight construction links are not required. At the same time, it can also resist the influence of various adverse external factors on the stability of the bridge body, maintain the lateral stability during the rotation of the asymmetric bridge, and maintain the longitudinal stability during the rotation of the asymmetric bridge. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 A schematic structural diagram of a bridge horizontal rotation balance adjustment device and method provided by an embodiment of the present invention;

[0037] Figure 2 A schematic structural diagram of a traction system provided in an embodiment of the present invention;

[0038] Figure 3 This is a schematic structural diagram of a locking system provided in an embodiment of the present invention.

[0039] Description of reference numerals:

[0040] 1-cantilever, 2-bridge pier, 3-anchor steel plate, 4-car body, 5-lower turntable, 6-upper turntable, 7-load-bearing platform, 8-support platform, 9-column base, 10-steel column, 11-anchor steel plate, 12-connecting rod, 13-jack, 14-displacement sensor, 15-auxiliary rail, 16-brake pad, 17-car lock rail, 18-telescopic rod, 19-connecting frame, 20-lock hook, 21-swing frame, 22-spring buffer, 23-load-bearing frame, 24-wheel, 25-lock tooth. DETAILED DESCRIPTION

[0041] A specific embodiment of the present invention is described in detail below with reference to the accompanying drawings, but it should be understood that the protection scope of the present invention is not limited by the specific embodiment.

[0042] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like to 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 the technical solutions of the present invention and simplifying the description, 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 therefore should not be understood as limiting the present invention.

[0043] Bridge rotation construction technology involves casting or splicing the bridge structure in a location off the design axis and then rotating it into place. This method allows bridge construction to overcome constraints such as topography, transportation, and the environment, saving construction costs and shortening construction periods while ensuring safety and reliability during construction.

[0044] In recent years, the application of rotation construction technology has become increasingly widespread. To meet more complex transportation needs, the rotation of small, symmetrical bridges has evolved into a variety of large, asymmetric bridges. This has also brought new challenges. For example, traditional construction techniques can no longer fully meet the stability requirements of these types of rotations, such as the lateral imbalance caused by curved bridges and the longitudinal imbalance caused by the longitudinal asymmetry of the bridge structure.

[0045] When rotating large, asymmetric rotating bridges, existing solutions include pre-rotation weighing and counterweighting, and the use of additional bracing legs as a safety system. However, the drawback of this approach is that when faced with extreme unbalanced rotation, the bridge's center of gravity is relatively far from the central axis of the piers. Relying solely on bracing legs can easily tip over in the face of external interference during rotation, making it unsuitable to rely on bracing legs to resist unbalanced torque. Furthermore, the safety system is an emergency facility, and its use should be minimized or even avoided in all construction situations.

[0046] In order to solve the above technical problems, the embodiments of the present invention provide a bridge horizontal rotation balance adjustment device and method. The present invention provides a bridge horizontal rotation balance adjustment device and method, which can omit the longitudinal and transverse weighing and counterweight construction links, and can also resist the influence of various adverse external factors on the stability of the bridge body, and maintain the transverse stability during the rotation of the asymmetric bridge and the longitudinal stability during the rotation of the bridge. The specific embodiments of the present invention will be described in detail with reference to the accompanying drawings, wherein: Figure 1 This is a structural diagram of a bridge horizontal rotation balance adjustment device and method provided by an embodiment of the present invention. Figure 2 A schematic diagram of the structure of a traction system provided by an embodiment of the present invention is shown in FIG. Figure 3 This is a schematic structural diagram of a locking system provided in an embodiment of the present invention.

[0047] like Figure 1-2 As shown, an embodiment of the present invention provides a bridge horizontal rotation balance adjustment device, including: a support platform 8 and a traction system, the support platform 8 is supported under the cantilever 1, an auxiliary rail 15 is fixed on the support platform 8, the auxiliary rail 15 has an arc, the arc of the auxiliary rail 15 matches the rotation arc of the cantilever 1, the radius of the auxiliary rail 15 is 2 / 3 of the length of the cantilever 1, the traction system includes a car body 4 and a deceleration system connected to the car body 4, the top of the car body 4 is connected to the cantilever 1 through a connecting component so that the car body 4 and the cantilever 1 are connected as a whole, the wheels 24 of the car body 4 slide in cooperation with the auxiliary rail 15, and the car body 4 slides along the extension direction of the auxiliary rail 15. When braking is required during the rotation of the cantilever 1, the deceleration system can decelerate the wheels 24 to stop.

[0048] In this embodiment, the support platform 8 also has a curvature. The curvature of the center line of the support platform 8 is preferably 1.2 times the degree of rotation, taking into account the over-rotation control situation. The center position of the support platform 8 is selected at 2 / 3 of the cantilever length. On this basis, two auxiliary rails 15 are laid. The vehicle body 4 has four wheels. The radius of one auxiliary rail 15 is 2 / 3 of the cantilever length plus half of the distance between the two wheels 24. The radius of the other auxiliary rail 15 is 2 / 3 of the cantilever length minus half of the distance between the two wheels 24. The arrangement at 2 / 3 of the cantilever can meet the vehicle's The traction demand of the vehicle body can also shorten the length of the auxiliary track and the support platform 8 as much as possible. In actual engineering, two jacks will be arranged at a certain horizontal distance from the upper turntable 6. The jacks pull the traction ropes pre-buried in the upper turntable 6 to realize the rotation of the pier and the rotation of the cantilever. In this way, the vehicle body follows the circular motion of the cantilever, and the vehicle plays a role of synchronous follow-up monitoring and fine-tuning, which can avoid the problem of insufficient power caused by relying solely on the vehicle body for traction. However, in this embodiment, the vehicle body can also provide the overall power of the rotation, which can be achieved with the corresponding power source.

[0049] The bridge horizontal rotation balance adjustment device provided by the present invention connects the vehicle body and the cantilever through a connecting component when the cantilever rotates. During the cantilever rotation process, the cantilever and the vehicle body move synchronously, and the vehicle body moves along the auxiliary track synchronously with the cantilever. When it reaches the designated rotation position, the wheels are decelerated and stopped by the deceleration system, and the cantilever can be rotated to the required angle to complete the joint. In addition, when encountering an emergency or sudden situation, the wheels are decelerated and stopped by the deceleration system, so that the longitudinal and transverse weighing and counterweight construction links are not required. At the same time, it can also resist the influence of various adverse external factors on the stability of the bridge body, maintain the lateral stability during the rotation of the asymmetric bridge, and maintain the longitudinal stability during the rotation of the asymmetric bridge.

[0050] Specifically, the connecting components include: an anchoring steel plate 11 and multiple sets of connecting rods 12. The anchoring steel plate 11 is anchored to the bottom of the cantilever 1, and the anchoring steel plate 11 is arranged along the width direction of the cantilever 1. The multiple sets of connecting rods 12 are arranged along the width direction of the cantilever 1, one end of which is rotatably connected to the load-bearing frame 23 of the vehicle body 4, and the other end is rotatably connected to the anchoring steel plate 11.

[0051] In this embodiment, anchor steel plates 3 are also vertically fixed to the two edges of the anchor steel plate 11, and the two can be welded or anchored. The anchor steel plate 11 is anchored to the bottom of the cantilever 1, and the two anchor steel plates 3 are anchored to the two sides of the cantilever 1 respectively, so that the cantilever 1 is firmly connected to the vehicle body 4. A hinge groove is provided on the vehicle body 4 and the anchor steel plate 1, and a rod is connected in the hinge groove. The rod is connected to the universal joint, and the universal joint is fixed to the connecting rod 12, so as to avoid the vehicle body 4 and the cantilever 1 being rigidly connected as a whole. When the cantilever 1 rotates, it pulls the vehicle body 4 to rotate synchronously. At the same time, the cantilever 1 and the vehicle body 4 are independent individuals in space to avoid equipment locking.

[0052] Optionally, it also includes an adjustment system connected between the vehicle body 4 and the cantilever 1. The adjustment system is used to adjust the position of the cantilever 1 when the cantilever 1 becomes unstable, so that the central axis of the cantilever 1 always coincides with the central axis of the connection between the multiple sets of connecting rods 12 and the load-bearing frame 23 of the vehicle body 4.

[0053] Specifically, the adjustment system includes: a jack 13 and a displacement sensor 14. Multiple jacks 13 are located at the four corners of the load-bearing frame 23. The fixed end of the jack 13 is fixed to the load-bearing frame 23, and the movable end of the jack 13 contacts the bottom of the cantilever 1. Multiple displacement sensors 14 are connected to the four corners of the load-bearing frame 23, and the displacement sensor 14 is close to the jack 13. The displacement sensor 14 is used to detect the horizontal displacement of the bottom of the cantilever 1. When the horizontal displacement reaches a preset offset, the height of the jack 13 is adjusted. Under the action of the connecting component, the cantilever 1 and the vehicle body 4 rotate synchronously. The movable end of the jack 13 and the cantilever anchor plate are in a relatively static state in the horizontal dimension. When the cantilever is vertical, the displacement sensor detects the vertical displacement and transmits it to the control unit. The control unit controls the adjustment system to start the jack. At this time, the jack contacts the anchor plate for lifting and fine-tuning. In this way, complete real-time balance can be achieved during the rotation process.

[0054] Cantilever 1 will generally deviate toward the inner arc side. At this time, the two jacks in front of the vehicle body will come into play. The lengths of the cantilevers at both ends are inconsistent, and the cantilever will deviate toward the long cantilever side. At this time, all four jacks will be in play. When the cantilever rotates, a small deviation will occur. If the deviation is not corrected in time, the deviation will accumulate and develop. Therefore, when the inner arc side deviation is set to about 1mm, the two displacement sensors in front of the vehicle body will capture the deviation signal and transmit it to the control unit to control the lifting of the two jacks in front of the vehicle body. When the vertical deviation of the long arm end is set to about 1mm, the four displacement sensors on the vehicle body will capture the deviation signal and transmit it to the control unit to control the lifting of the four jacks on the vehicle body. During the deviation and correction process, the two connecting rods connected by the universal joint will have a small degree of rotation. The angular offset will not affect the synchronous rotation of the bridge body and the vehicle within the mechanical design range.

[0055] In this embodiment, the deceleration system includes: a brake pad 16 and a speed sensor. One end of the brake pad 16 is connected to a driving mechanism. The driving mechanism drives the brake pad 16 to rub against the wheel 24, thereby decelerating the wheel 24. The speed sensor is connected to the wheel 24 and is used to detect the rotational speed of the wheel 24.

[0056] refer to Figure 3, also includes a locking system for locking the vehicle body 4 on the auxiliary track 15, the locking system includes: a telescopic rod 18, a locking hook 20 and a locking track 17, the fixed end of the telescopic rod 18 is connected to the load-bearing frame 23, located below the load-bearing frame 23, the locking hook 20 is connected to the telescopic end of the telescopic rod 18, the locking track 17 is fixed to the support platform 8, the locking track 17 is arranged parallel to the auxiliary track 15, and the locking track 17 has locking teeth 25 arranged at equal intervals along its extension direction. The telescopic rod 18 drives the locking hook 20 to move downward so that the locking hook 20 and the locking teeth 25 are engaged to achieve locking of the vehicle body 4. In this embodiment The telescopic rod 18 is a hydraulic telescopic rod. When deceleration and braking are required, the remote control is used to sense and control the motor. The motor applies pressure to the master cylinder piston, and a part of the hydraulic oil is transmitted to the slave cylinder through a pipe. The slave cylinder piston pushes the brake pads to brake. When the vehicle body 4 is completely stationary, the speed sensor on the wheel 24 will send a signal to the control unit. The control unit receives the signal to control the hydraulic reflux and sends the signal to the construction personnel. At the same time, another part of the hydraulic oil flows to the telescopic rod 18, and the telescopic rod 18 pushes the lock hook 20 to move down and engage with the tooth groove between the corresponding two lock teeth 25 to complete the locking.

[0057] The locking system further comprises a connecting frame 19, the upper end of the connecting frame 19 being fixedly connected to the load-bearing frame 23, and the lower end being rotatably connected to one side of the swing frame 21, and the other side of the swing frame 21 being connected to the locking hook 18, and the other side of the swing frame 21 being rotatably connected to the telescopic end of the telescopic rod 18. The locking hook and the connecting rod directly connected to the locking hook are fixedly connected together, the connecting rod is connected to the swing frame 21 through a pin rod, and the swing frame 21 is connected to the connecting frame 19 through a pin rod. The top of the telescopic head of the telescopic rod 18 is fixedly connected to the pin rod of the connecting rod and the swing frame 21, and the telescopic rod pushes the swing frame 21 to rotate. When the swing frame 21 rotates, it drives the locking hook 20 connected to the swing frame 21 to move downward, and when the locking hook moves to the locking tooth notch, the engagement is completed. The connecting frame 19 and the swing frame 21 can avoid rigid collision when the locking hook and the locking tooth are engaged, so that it has a certain rotation margin, thereby avoiding damage to the locking hook and the locking tooth.

[0058] Optionally, the lower end of the support platform 8 is supported by a steel column 10, and a column cap 9 is fixed on the ground. The lower end of the steel column 10 is fixedly connected to the column cap 9. Specifically, a lower turntable 5 is installed on the load-bearing platform 7, a lower ball joint is installed on the lower turntable 5, and an upper ball joint is installed on the upper turntable 6. A positioning pin is installed at the center of the upper and lower ball joints, and the upper and lower turntables are connected by the positioning pin. The bridge pier 2 is cast from the upper surface of the upper turntable 6, and the cantilever 1 is cast from the top of the bridge pier 2. The cantilever 1 and the bridge pier 2 are rigidly connected. The support platform 8 is connected to the steel column 10 by a steel structure connecting plate and anchor bolts. Anchor bolts are pre-embedded on the column cap 9, and a shear groove is set in the center. The bottom of the steel column 10 has a steel plate embedded with the anchor bolts. The excess steel column at the bottom of the steel plate is embedded in the shear groove. A 5cm gap is left between the bottom plate of the steel column 10 and the surface of the column cap 9 for bolt leveling.

[0059] Optionally, spring buffers 22 are further connected to the four corners of the load-bearing frame 23 .

[0060] A method for adjusting the balance of a horizontally rotating bridge using the above-mentioned device comprises the following steps:

[0061] S1: Measure and locate the position of the auxiliary rail 15 on the support platform 8;

[0062] S2: Construction of the bridge system and 8-pile foundation of the supporting platform is completed;

[0063] S3: Column cap 9 casting completed;

[0064] S4: Construction of the rotating bridge's rotation system, traction system, and adjustment system is completed;

[0065] S5: After the steel column 10, locking track, and auxiliary track 15 are erected, a cantilever is cast on the rotating bridge pier column on the existing track side. A point on the side of the cantilever on the heavier side that does not pass through the existing track is used as the starting point of the auxiliary track. A circular rail is laid with the radius from this point to the rotation center in the direction of bridge rotation as the radius. The auxiliary track and locking track are laid on the circular rail.

[0066] S6: Cantilever beam casting completed;

[0067] S7: After the overall structure is completed, the vehicle body 4 and the cantilever are connected.

[0068] The above disclosures are only a few specific embodiments of the present invention. However, the embodiments of the present invention are not limited thereto. Any changes that can be conceived by those skilled in the art should fall within the scope of protection of the present invention.

Claims

1. A bridge horizontal rotation balance adjustment device, characterized in that: include: A support platform (8) is supported below the cantilever (1), an auxiliary track (15) is fixed on the support platform (8), the auxiliary track (15) has an arc, the arc of the auxiliary track (15) matches the arc of the rotation of the cantilever (1), and the radius of the auxiliary track (15) is 2 / 3 of the length of the cantilever (1); A traction system comprises a vehicle body (4) and a deceleration system connected to the vehicle body (4); the top of the vehicle body (4) is connected to the cantilever (1) via a connecting component so that the vehicle body (4) and the cantilever (1) are connected as a whole; the wheels (24) of the vehicle body (4) are in sliding cooperation with the auxiliary track (15); the vehicle body (4) slides along the extension direction of the auxiliary track (15); when braking is required during the rotation of the cantilever (1), the deceleration system can cause the wheels (24) to decelerate and stop; The connecting component includes: An anchoring steel plate (11) is anchored to the bottom of the cantilever (1), and the anchoring steel plate (11) is arranged along the width direction of the cantilever (1); A plurality of connecting rods (12) are arranged along the width direction of the cantilever (1), one end of which is rotatably connected to the load-bearing frame (23) of the vehicle body (4), and the other end of which is rotatably connected to the anchoring steel plate (11); It also includes an adjustment system connected between the vehicle body (4) and the cantilever (1), and the adjustment system is used to adjust the position of the cantilever (1) when the cantilever (1) is unstable, so that the central axis of the cantilever (1) always coincides with the central axis of the connection between the multiple groups of connecting rods (12) and the load-bearing frame (23) of the vehicle body (4); The regulating system comprises: A plurality of jacks (13) are respectively located at the four corners of the load-bearing frame (23), the fixed ends of the jacks (13) are fixed to the load-bearing frame (23), and the movable ends of the jacks (13) are in contact with the bottom of the cantilever (1); A plurality of displacement sensors (14) are respectively connected to the four corners of the load-bearing frame (23), the displacement sensors (14) being close to the jack (13), and the displacement sensors (14) being used to detect the horizontal displacement of the bottom of the cantilever (1), and when the horizontal displacement reaches a preset offset, the height of the jack (13) is adjusted; The deceleration system comprises: A brake pad (16) is connected at one end to a driving mechanism, wherein the driving mechanism drives the brake pad (16) to rub against a wheel (24), thereby decelerating the wheel (24); a speed sensor connected to the wheel (24) for detecting the rotation speed of the wheel (24); The vehicle body (4) is also provided with a locking system for locking the vehicle body (4) on the auxiliary track (15), wherein the locking system comprises: A telescopic rod (18), a fixed end of which is connected to the load-bearing frame (23) and is located below the load-bearing frame (23); a locking hook (20) connected to the telescopic end of the telescopic rod (18); A locking track (17) is fixed on the support platform (8). The locking track (17) is arranged in parallel with the auxiliary track (15). The locking track (17) has locking teeth (25) arranged at equal intervals along its extension direction. The telescopic rod (18) drives the locking hook (20) to move downward so that the locking hook (20) and the locking teeth (25) are engaged, thereby achieving locking of the vehicle body (4).

2. The bridge horizontal rotation balance adjustment device according to claim 1, characterized in that: The locking system further comprises: The connecting frame (19) has an upper end fixedly connected to the load-bearing frame (23), and a lower end rotatably connected to one side of the swing frame (21), the other side of the swing frame (21) is connected to the lock hook (20), and the other side of the swing frame (21) is rotatably connected to the telescopic end of the telescopic rod (18).

3. The bridge horizontal rotation balance adjustment device according to claim 2, characterized in that: The lower end of the support platform (8) supports a steel column (10), a column support platform (9) is fixed on the ground, and the lower end of the steel column (10) is fixedly connected to the column support platform (9).

4. The bridge horizontal rotation balance adjustment device according to claim 1, characterized in that: The four corners of the load-bearing frame (23) are also connected with spring buffers (22).

5. A method for adjusting the balance of a bridge horizontal rotation using the device according to claim 4, characterized in that: The following steps are involved: S1: Measure and locate the position of the auxiliary track (15) on the support platform (8); S2: Construction of the bridge system and support platform (8) pile foundation is completed; S3: Column cap (9) pouring completed; S4: Construction of the rotating bridge's rotation system, traction system, and adjustment system is completed; S5: The steel column (10), the locking track and the auxiliary track (15) are completed; S6: Cantilever beam casting completed; S7: After the overall structure is completed, the vehicle body (4) and the cantilever are connected.

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