Cantilever bridge machine and method of use of its advancing-anchoring system

Abstract

This invention discloses a cantilever bridge erecting machine and its forward-anchoring system. The cantilever bridge erecting machine includes a supporting truss system and a forward-anchoring system. The forward-anchoring system includes a machine body travel drive device, which includes a counterweight system. The counterweight system includes a rear support center chord, a counterweight pull-locking hoist, and a counterweight structure. The counterweight structure includes a beam transport trolley, bridge steel structure segments, and counterweight blocks. The counterweight pull-locking hoist includes two sets. One set of counterweight pull-locking hoists is arranged vertically, with its two ends connected to the front end of the beam transport trolley and the lifting points set on the center chord of the supporting truss system, respectively. The remaining set of counterweight pull-locking hoists is arranged along the bridge direction, with its two ends connected to the rear end of the beam transport trolley and the lifting points set on the rear support center chord of the supporting truss system, respectively. A counterweight measuring mechanism is installed on the beam transport trolley. Therefore, this invention improves the stability and safety of the cantilever bridge erecting machine during aerial operations.

Description

Technical Field

[0001] This invention relates to a cantilever bridge erecting machine and its forward-anchoring system, and belongs to the category of auxiliary equipment for bridge construction. Background Technology

[0002] Chinese patent CN202211543500.0 discloses a modular cantilever assembly aerial work platform and its construction method for all-welded steel truss bridges. This aerial work platform is a bridge construction equipment that enables a "front cantilever, rear beam feeding" construction method, suitable for truss bridges where temporary supports or auxiliary vessels cannot be arranged and which cross valleys or waterways. It integrates the "hanging basket" system used in cantilever construction and the "bridge erecting machine" system used in the simple-support-then-continuous construction method.

[0003] As large-scale bridge construction equipment, its design phase needs to consider not only the safety and functional efficiency of the equipment, but also the ease of installation and dismantling. Large-scale bridge-building machines spanning rivers and valleys in China either have large components, which are then installed using large-tonnage floating cranes, large-tonnage truck cranes, or crawler cranes; or they have smaller components, which are then installed using tower cranes or small-tonnage truck cranes.

[0004] Given that the aerial work platform is a cantilever structure, it is highly susceptible to overturning during operation without control measures. To ensure the safety of the aerial work platform and prevent overturning, the aforementioned published literature discloses a counterweight device, including a platform rear crossbeam, a reverse tank trolley, a counterweight beam, and a counterweight beam support. The platform rear crossbeam is installed at the rear end of the bottom layer of the aerial work platform (i.e., the two lower chords of the trusses). It is temporarily removed during the operational phase to meet segment transportation requirements and reinstalled during the travel segment due to counterweight requirements. The reverse tank trolley is installed on the platform rear crossbeam. The rear end of the counterweight beam is supported on the platform rear crossbeam by the reverse tank trolley, while the front end of the counterweight beam is supported on the upper bridge deck system of the main bridge. Through practical use, it has been found that the anti-overturning effect of this counterweight device is not ideal. Therefore, it is necessary to develop a counterweight system that better ensures the safety of the aerial work platform during operation. Summary of the Invention

[0005] The purpose of this invention is to provide a method for using a cantilever bridge erecting machine and its forward-anchoring system, so as to improve the stability and safety of the cantilever bridge erecting machine in aerial operation.

[0006] To achieve the above-mentioned technical objectives, the present invention will adopt the following technical solution:

[0007] A cantilever bridge erecting machine includes a body, which comprises a supporting truss system and a forward-anchoring system. The forward-anchoring system includes a body travel drive device and a body anchoring device. The supporting truss system has a body travel drive device installed at the bottom of its anchoring section. Under the power drive of the body travel drive device, the supporting truss system travels to a predetermined position for splicing steel bridge segments on the main bridge deck. At this predetermined position, the anchoring section of the supporting truss system is anchored to the steel bridge segment splicing position on the main bridge deck via a detachable body anchoring device. The body travel drive device includes a front support trolley, a front support track system, a rear support trolley system, an anti-backward system, and a pressure... The weight system includes a front support anchoring system and a rear support anchoring system. The counterweight system is built based on the beam transport trolley and includes a rear support center chord, a counterweight pull hoist, and a counterweight structure. The counterweight structure includes the beam transport trolley, bridge steel structure segments loaded on the beam transport trolley, and counterweight blocks. The counterweight pull hoist includes two sets, one set of which is arranged vertically, with its two ends connected to the front end of the beam transport trolley and the lifting points set on the center chord of the supporting truss system, respectively. The remaining set of counterweight pull hoists is arranged along the longitudinal direction of the bridge, with its two ends connected to the rear end of the beam transport trolley and the lifting points set on the rear support center chord of the supporting truss system, respectively.

[0008] The beam transport trolley is equipped with a counterweight measuring mechanism, including a segment weight detection mechanism, a counterweight measuring device, and a counterweight hoisting equipment. The segment weight detection mechanism is installed on the segment hoisting equipment and can detect the weight of the bridge steel structure segment being hoisted and can feed back the detected weight information to the counterweight measuring device. The counterweight measuring device determines the weight of the counterweight loaded on the beam transport trolley based on the received weight of the bridge steel structure segment and hoists the counterweight into place by controlling the counterweight hoisting equipment.

[0009] Preferably, the counterweight metering device includes a counterweight quantity calculation module, which can calculate the number N of counterweights that need to be added to the beam transport trolley based on the weight of the bridge steel structure segment loaded on the beam transport trolley. p And issue a counterweight lifting command to the counterweight lifting equipment to prompt the counterweight lifting equipment to lift N onto the beam transport trolley. p The counterweight blocks are used to achieve a weighting operation on the machine body;

[0010] The counterweight quantity calculation module integrates the counterweight replenishment quantity N. p The calculation formula is as follows:

[0011]

[0012] In the formula: Ni represents the negative reaction force at any rear support point i; K represents the overturning safety factor; G represents the weight of a bridge steel structure segment m; c G0 represents the effective counterweight of the beam transport trolley; G0 represents the weight of each counterweight block.

[0013] Preferably, the counterweight metering device includes a counterweight mass calculation module, which can calculate the weight G' of the counterweight that needs to be added to the beam transport trolley based on the weight of the bridge steel structure segment loaded on the beam transport trolley. p It also issues a counterweight hoisting command to the counterweight hoisting equipment to prompt the equipment to hoist a weight of G' onto the beam transport trolley. p The counterweight blocks are used to achieve a weighting operation on the machine body;

[0014] The counterweight mass calculation module integrates the weight G' of the counterweight. p The calculation formula is as follows:

[0015]

[0016] In the formula: Ni represents the negative reaction force at any rear support point i; K represents the overturning safety factor; G represents the weight of a bridge steel structure segment m; c G0 represents the effective counterweight of the beam transport trolley; G0 represents the weight of each counterweight block.

[0017] Preferably, the anti-reverse system includes anti-reverse suspension lugs, anti-reverse anchoring lugs, anti-reverse hand chain hoists, and anti-reverse tension gauges;

[0018] Several suspension lugs are symmetrically arranged at the bottom of the lower chords on both sides of the supporting truss system. Each suspension lug has an anti-backward suspension lug installed along the transverse direction of the main bridge. The number n of suspension lugs arranged at the bottom of the lower chords on each side of the supporting truss system satisfies the following:

[0019]

[0020] In the formula, L1 represents the single forward distance of the aircraft, and L2 represents the threshold length of the uncontrolled glide.

[0021] The locations of each anti-backward suspension lug at the bottom of the lower chord are arranged in the following order from the front support point to the rear support point of the supporting truss system: lug suspension point A1, lug suspension point A2, ..., lug suspension point Aj, ..., lug suspension point An, where n is a positive integer.

[0022] At the top of the side webs on both sides of the bridge deck, an anti-backward anchoring lug is installed. The center of the anchor point of the anti-backward anchoring lug is close to the front support point of the supporting truss system. The two anti-backward anchoring lugs are the first and second anti-backward anchoring lugs.

[0023] One end of the anti-backward hand chain hoist is connected to the anti-backward anchoring lug on the same side via an anti-backward tension gauge, and the other end is connected to the anti-backward suspension lug at any lug suspension point Aj.

[0024] During the movement of the supporting truss system, initially, the anti-backward suspension lug at lug suspension point A1 is connected to the anti-backward anchor lug on the same side via an anti-backward hand chain hoist. As the supporting truss system moves, the anti-backward hand chain hoist is under tension, causing the value F fed back by the anti-backward tension gauge to change. When the value F fed back by the anti-backward tension gauge reaches the preset tension threshold Fm, the front support trolley is stopped, or both the front and rear support trolleys are stopped simultaneously. The anti-backward hand chain hoist is then manually or automatically detached from the anti-backward suspension lug at lug suspension point A1 and hooked onto the anti-backward suspension lug at lug suspension point A2. This process is repeated until the machine completes a single forward distance. At this point, both ends of the anti-backward hand chain hoist are connected to the anti-backward anchor lug and the anti-backward suspension lug at lug suspension point An, respectively.

[0025] Preferably, when the anti-backward chain hoist automatically detaches from the anti-backward suspension lug at the lug suspension point A1 and then automatically reattaches to the anti-backward suspension lug at the lug suspension point A2, the anti-backward system is equipped with an automated gripper device.

[0026] The automated gripper device includes a servo drive mechanism, a gripper mechanism, a hanging lug suspension point identification tag, and a gripper drive control mechanism.

[0027] Each lug suspension point is affixed with a lug suspension point identification label; a barcode scanner is installed on the gripper mechanism, which can identify the corresponding lug suspension point by scanning the lug suspension point identification label.

[0028] The gripper drive control mechanism plans the corresponding working path based on the location information of each lifting lug suspension point, and controls the servo drive mechanism to move the gripper mechanism to the corresponding lifting lug suspension point Aj. The gripper mechanism matches the lifting lug suspension point tag information obtained by the barcode scanner on the gripper mechanism. Then, the gripper mechanism controls the gripper mechanism to detach the anti-backward manual chain hoist at the corresponding lifting lug suspension point Aj and move it to the next lifting lug suspension point Aj+1. The gripper mechanism matches the lifting lug suspension point tag information obtained by the barcode scanner on the gripper mechanism and connects the anti-backward manual chain hoist to the anti-backward suspension lug corresponding to the lifting lug suspension point Aj+1. This process is repeated until the machine body completes a single forward distance. At this time, the two ends of the anti-backward manual chain hoist are connected to the anti-backward anchoring lug and the anti-backward suspension lug at the lifting lug suspension point An, respectively.

[0029] Preferably, the front support trolley includes two units, which are installed one-to-one at the two front support points set at the front end of the supporting truss system. Each front support trolley is a two-wheel electric drive rail trolley.

[0030] The aforementioned front support track system includes a front support trolley track, a track leveling structure laid at the bottom of the front support trolley track, and a front support trolley parking structure laid at both ends of the front support trolley track. There are two front support trolley tracks, corresponding to the first and second front support trolley tracks. The first front support trolley track is arranged along the bridge direction along the low elevation side of the upper bridge deck, while the second front support trolley track is arranged along the bridge direction along the high elevation side of the upper bridge deck. The two front support trolleys are matched and installed in the two front support trolley tracks one-to-one, and the length of each front support trolley track is able to match the distance of a single movement of the machine body. The spacing between the two front support trolley tracks matches the center distance of the main bridge truss and the center distance of the supporting truss.

[0031] There are two types of track leveling structures. One type is a first track leveling structure, constructed to match the lower elevation side of the main bridge deck. It includes a first front support track support, which comprises a pad beam and several first wedge-shaped steel plates evenly distributed at the bottom of the pad beam and the first front support track. The other type is a second track leveling structure, constructed to match the higher elevation side of the main bridge deck. It includes a second front support track support, which comprises several second wedge-shaped steel plates evenly distributed at the bottom of the second front support track.

[0032] Preferably, the dual-wheel electric drive railcar includes two drive wheel sets, a balance beam, a trolley motor system, and a trolley braking system; the two drive wheel sets are located at both ends of the balance beam, while the middle part of the balance beam is installed on the support truss system through a connector; the power output end of the trolley motor system is linked to the drive wheel sets, and the front pivot trolley is equipped with a trolley braking system.

[0033] Preferably, the rear support point trolley system includes two rear support point trolleys respectively located on the bottom sides of the rear end of the supporting truss system. Each rear support point trolley includes a fixed connecting column, a pin adjustment segment, a tank vehicle connecting segment, and a tank vehicle. The upper end of the fixed connecting column is fixedly connected to the bottom of the supporting truss system, and the lower end is positioned and connected to the pin adjustment segment via a longitudinal bridge pin. The pin adjustment segment can also be positioned and connected to the upper end of the tank vehicle connecting segment via a transverse bridge pin. The tank vehicle is installed at the lower end of the tank vehicle connecting segment.

[0034] Preferably, the front support anchorage system includes two types. One type is a first front support anchorage structure, constructed to match the low elevation side of the upper bridge deck, including a first front support anchorage support pad and a first front support anchorage support beam. The other type is a second front support anchorage structure, constructed to match the high elevation side of the upper bridge deck, including a second front support anchorage support pad and a second front support anchorage support beam. In the two front support vehicles, one front support vehicle passes through the first front support anchorage support pad and the first front support anchorage support beam in sequence and is positioned above the low elevation side of the upper bridge deck. The remaining front support vehicle passes through the second front support anchorage support pad and the second front support anchorage support beam in sequence and is positioned above the high elevation side of the upper bridge deck.

[0035] The rear support anchoring system adopts a two-force bar system, including a rear upper anchor bar and a rear lower anchor bar. The upper end of the rear lower anchor bar is positioned and connected to the lower end of the rear upper anchor bar through an anchoring pin arranged along the transverse direction of the bridge. The lower end of the rear lower anchor bar is anchored through a transverse temporary anchoring stiffening rib pre-set on the top plate of the upper chord of the main bridge truss. The upper end of the rear upper anchor bar is fixedly installed at the bottom of the lower chord of the supporting truss system.

[0036] Another technical objective of the present invention is to provide a method for using the forward-anchoring system in the above-mentioned cantilever bridge erecting machine. Through the action of the forward-anchoring system, the machine body has two working modes, one of which is the forward mode of the machine body based on the machine body driving device, and the other is the anchoring mode of the machine body based on the machine body anchoring device.

[0037] The forward movement mode of the aircraft specifically includes the following steps:

[0038] Step 1: Install a counterweight system and an anti-backwardness system in the anchorage section of the supporting truss system;

[0039] Step 2: Start the front pivot trolley to drive the machine body toward the preset position of the steel bridge segment splicing on the main bridge deck;

[0040] Step 3: During the movement of the machine body, when the value F fed back by the anti-backward tension gauge reaches the preset tension threshold Fm, the front fulcrum traveling vehicle is stopped and the automated gripper device is activated.

[0041] Step 4: The gripper drive control mechanism of the automated gripper device controls the servo drive mechanism to move the gripper mechanism along the planned working path until it reaches the lifting lug suspension point A2. At this time, the barcode scanner on the gripper mechanism scans the lifting lug suspension point identification tag within its working range. If the obtained tag information is lifting lug suspension point A2, it indicates that the servo drive mechanism is moving along the preset working path, and then proceeds to the next step. Otherwise, the working path of the servo drive mechanism is updated based on the lifting lug suspension point information indicated by the current tag information, and then the servo drive mechanism is controlled to move along the updated servo drive mechanism working path until it reaches the lifting lug suspension point A2.

[0042] Step 5: Repeat steps 3 and 4 until the machine body moves forward to the preset position of the steel bridge segment splicing on the main bridge deck. At this time, the two ends of the anti-backward hand chain hoist are connected to the anti-backward anchoring lug and the anti-backward suspension lug at the lug suspension point An, respectively.

[0043] The specific steps of the fuselage anchoring mode are as follows:

[0044] At the pre-set positions for splicing steel bridge segments on the main bridge deck, detachable machine body anchoring devices are installed between the anchoring sections of the supporting truss system to anchor the machine body to the main bridge deck, preparing for the subsequent transportation and assembly of the main bridge steel structure segments.

[0045] Based on the above-mentioned technical objectives, the present invention has the following advantages compared with the prior art:

[0046] 1. The counterweight system described in this invention is assembled in the anchoring section of the truss support system, and is connected in both the longitudinal and vertical directions of the truss support system, thereby ensuring that the counterweight system can effectively prevent the cantilever bridge erecting machine from overturning. Furthermore, through effective counterweight calculation, the anti-overturning function of the counterweight system is realized, consolidating the stability and safety of the cantilever bridge erecting machine during aerial operations.

[0047] 2. The anti-reverse system described in this invention can effectively prevent the body from regressing. Attached Figure Description

[0048] Figure 1 This is a three-dimensional structural schematic diagram of the cantilever bridge erecting machine described in this invention;

[0049] Figure 2 This is a transverse bridge layout diagram of the front support anchorage system (advance stage);

[0050] Figure 3 This is a transverse bridge layout diagram of the front support anchorage system (anchorage stage);

[0051] Figure 4 This is a structural diagram of the rear support point along the bridge direction;

[0052] Figure 5 This is a diagram showing the arrangement of anti-reverse lifting lugs on the lower chord of the supporting truss;

[0053] Figure 6 This is a cross-sectional view of the anti-reverse device;

[0054] Figure 7 This is a transverse structural diagram of the rear support anchorage system;

[0055] Figure 8 This is a longitudinal layout diagram of the beam transport trolley as a counterweight.

[0056] Figure 9 This is a transverse bridge layout diagram with the beam transport trolley serving as a counterweight.

[0057] In the diagram: 1. Supporting truss system; 2. Multi-directional transportation system; 3. Advance-anchoring system; 4. Operating platform system; 5. Main bridge steel structure;

[0058] 111. Lower vertical member at the first front support point; 112. Lower vertical member at the second front support point; 121. Lower chord at the first front support point; 122. Lower chord at the second front support point; 13. Front support point crossbeam; 14. Lower chord at the rear anchor point; 15. Lower connecting chord; 161. Lower chord at the first rear anchor point; 162. Lower chord at the second rear anchor point; 171. Rear anchor point crossbeam; 172. Middle vertical member at the rear anchor point; 173. Middle connecting chord; 174. Middle chord crossbeam at the rear support point;

[0059] 311. First front support point traveling wheel; 312. Second front support point traveling wheel; 321. First front support point anchor support pad; 322. Second front support point anchor support pad; 331. First front support point anchor support pad beam; 332. Second front support point anchor support pad beam; 361. First front support point traveling wheel track; 362. First front support point track support; 363. Second front support point track support;

[0060] 511. First cantilever arm; 512. Second cantilever arm; 521. First upper chord; 522. Second upper chord; 531. Center line of the first chord; 532. Center line of the second chord; 54. Main bridge deck; 55. Web member;

[0061] 341. Fixed connecting column; 342. Pin adjusting section; 343. Longitudinal axle pin; 344. Transverse axle pin; 345. Tank vehicle connecting section; 346. Tank vehicle;

[0062] 351. First anti-backward suspension lug; 351-1. First anti-backward suspension lug at the bottom of the left lower chord; 351-2. First anti-backward suspension lug at the bottom of the right lower chord; 352. Second anti-backward suspension lug; 353. Third anti-backward suspension lug; 354. Fourth anti-backward suspension lug; 355. First anti-backward manual chain hoist; 356. Second anti-backward manual chain hoist; 357. First anti-backward anchoring lug; 358. Second anti-backward anchoring lug;

[0063] 371. Rear anchor upper rod; 372. Rear anchor pin; 373. Rear anchor lower rod; 374. Top plate stiffening rib; 375. Transverse temporary stiffening rib;

[0064] 381. Counterweight pull hoist; 382. Lower chord of the main bridge steel structure segment; 383. Beam transport trolley. Detailed Implementation

[0065] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention. Unless otherwise specifically stated, the relative arrangement, expressions, and values ​​of components and steps set forth in these embodiments do not limit the scope of the present invention. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0066] For ease of description, spatial relative terms such as "above," "over," "on the upper surface of," "above," etc., are used here to describe the spatial positional relationship of a device or feature as shown in the figure with other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation besides the orientation of the device as described in the figure. For example, if the device in the figure is inverted, a device described as "above" or "above" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations).

[0067] like Figure 1 As shown, the cantilever bridge erecting machine of the present invention includes: a supporting truss system 1, a forward-anchoring system 3, a multi-directional transportation system 2, an operating platform system 4, and a beam transport system, wherein:

[0068] The aforementioned supporting truss system 1 is the core load-bearing structural system, and is an overall cantilever support structure, including a main support system and a lateral support system. The main support system consists of two parallel supporting trusses arranged along the longitudinal direction of the bridge, connected by the lateral support system. Rigid nodes are used between the chords and straight web members of each supporting truss. These rigid nodes are achieved by aligning the flanges and web stiffeners of equal-width H-beams, thus transforming the traditional "truss system" into a "frame system," significantly improving overall stability. Furthermore, each supporting truss employs a "three-section" design, controlling the inclination angle of the diagonal web members within 45°±10°. Simultaneously, the diagonal web members are designed as "tension members," with both ends designed as "hinged" structures, meaning the diagonal web members utilize a "double-channel steel" structure, connected to the truss nodes at both ends via connecting steel plates. There are two types of truss nodes. One type is the truss welded node, which adopts a three-sided fillet weld structure and is used to connect to the diagonal web members by welding. It is only used to complete the connection and manufacturing in the factory. The other type is the truss splicing node, which adopts a high-strength bolt connection structure and is used to complete the splicing with the diagonal web members on site.

[0069] The forward-anchoring system 3 provides the "support (anchoring)" and "travel" functions of the support truss system 1, including the body travel drive device and the body anchoring device; the body travel drive device is installed at the bottom of the anchoring section of the support truss system 1, and the support truss system 1 is driven by the power of the body travel drive device to travel to the preset position of the steel bridge segment splicing on the main bridge deck, and the anchoring section of the support truss system 1 is anchored at the preset position of the steel bridge segment splicing on the main bridge deck through the detachable body anchoring device.

[0070] Multi-directional transport system 2 is mainly responsible for the hoisting operations of components, including lifting equipment, longitudinal track system and traveling equipment, and transverse track system and traveling equipment. Multi-directional transport system 2 is installed on the supporting truss system 1;

[0071] Operating platform system 4 is mainly responsible for supporting the main bridge segments and providing operating space for construction machinery and workers;

[0072] The beam transport system is responsible for transporting the main bridge segments, including beam transport trolleys and beam transport tracks.

[0073] The following will be combined with the appendix Figure 2-9 The specific structure of the forward-anchoring system 3 described in this invention will be explained in detail.

[0074] Forward-Anchoring System 3 Design:

[0075] The forward-anchoring system 3 of the cantilever bridge erecting machine needs to meet the following 6 functional requirements:

[0076] 1) It must have an automatic walking function and be able to adapt to both the longitudinal and transverse slopes of the bridge deck to ensure that the four support points at the front and rear bear the load simultaneously.

[0077] 2) It must have both regular parking and emergency parking functions to prevent the platform from sliding backwards due to unexpected malfunctions of the forward system;

[0078] 3) The rear support point needs to be equipped with anchorage or counterweight structure to resist the overturning moment generated by the load of the cantilever section;

[0079] 4) During the travel phase of the cantilever bridge erecting machine, the transverse direction of the bridge must be kept basically level, and during the working state, it must be kept absolutely level to reduce the travel slope of the electric hoist used for hoisting.

[0080] 5) Under anchored conditions, the front and rear support points should have sufficient reliability;

[0081] 6) The switching between the traveling and anchored states of the cantilever bridge erecting machine should have sufficient reliability.

[0082] Concept Design

[0083] For some all-steel structure bridges with limited working space on the bridge deck, the conventional "jacking forward" method using hanging baskets cannot be adopted. This is because: firstly, the track beams need to be connected to the main truss top plate using continuous welds, and these welds must be removed simultaneously after completion, resulting in a large on-site workload and significant impact on the main bridge steel structure; secondly, the space outside the cantilever bridge erecting machine is only for personnel passage and cannot accommodate the equipment required for jacking forward (the inner side needs to serve as an access passage for the beam transport track vehicle).

[0084] Therefore, the cantilever bridge erecting machine of the present invention adopts a "wheel-rail advance" mode, and the following eight measures are taken to meet the functional requirements:

[0085] 1) Considering that the reaction force at the front support of the cantilever bridge erecting machine is much greater than that at the rear support, an active forward movement device is installed at the front support, while a driven forward movement device is installed at the rear support.

[0086] 2) The active forward-moving equipment adopts a dual-wheel electric drive rail trolley. The rated load capacity of the wheel and rail of a single unit meets the peak reaction force requirements during the operation phase, the rated load capacity of the balance beam meets the peak reaction force requirements during the anchoring phase, the power system meets the requirements of the maximum longitudinal slope of the bridge deck, and should also have braking and parking functions.

[0087] 3) The electric-driven rail trolley is supported on QU120 type rails. The rails are kept level by "wedge-shaped steel plates + pad beams" and the top surfaces of the two rails are at the same elevation;

[0088] 4) The driven forward equipment adopts a tank vehicle, which is directly supported on the top surface of the main bridge. At each support point, a "connector" with "longitudinal bridge pin 343" and "transverse bridge pin 344" must be installed between the tank vehicle and the supporting truss to adapt to changes in the longitudinal and transverse slopes of the bridge deck and ensure that the supporting truss is in a 4-point load-bearing state;

[0089] 5) Two sets of four hand-operated hoists with a total length not exceeding 3.0m are installed between the lower chord of the cantilever bridge erecting machine and the upper chord of the main truss of the main bridge. These hoists are alternately replaced during the forward movement of the cantilever bridge erecting machine, with each section having a tolerance length not exceeding 1.5m.

[0090] 6) The counterweight during the travel phase of the cantilever bridge erecting machine is mainly carried by a transport trolley, which loads the lower chord of the next segment and other counterweight components. The transport trolley is then hoisted to the middle chord node area by four hand-operated hoists.

[0091] 7) To ensure a smooth transition between the anchored and traveling states of the cantilever bridge erecting machine, a pin system must be installed at both the front and rear supports to accommodate small vertical displacements at a single support. Otherwise, adjustments will be required through structural deformation, affecting the reliability of the system.

[0092] 8) In the anchored state, the front support point is leveled by "wedge-shaped pads + pad beams", and the rear support point is leveled by "customized connecting rods".

[0093] In summary, the forward-anchoring system 3 of the cantilever bridge erecting machine consists of two parts: a machine body travel drive device and a machine body anchoring device. The machine body travel drive device includes a front support trolley, a front support track system, a rear support trolley system, an anti-backward system, and a counterweight system. The machine body anchoring device includes a front support anchoring system and a rear support anchoring system.

[0094] Front pivot driving:

[0095] The front support point trolley is installed at the front support point of the support truss system 1. In this invention, there are two front support points of the support truss system 1, so there are two front support point trolleys, namely the first front support point trolley 311 and the second front support point trolley 312.

[0096] The front pivot trolley is a dual-wheel electric drive rail trolley, a custom-made product for the factory, and its key parameters are as follows:

[0097] 1) The front-support trolley includes two wheel axles, one balance beam, one connector, a motor system, and a braking system. The track trolley is bolted to the supporting truss, and the connector is pinned to the balance beam.

[0098] 2) A single front-support crane shall be based on a wheel and axle rated load capacity of not less than 800kN (calculated based on the peak reaction force of the front support during the travel phase);

[0099] 3) The rated bearing capacity of a single front support crane based on the balance beam and connecting parts shall not be less than 1600kN (obtained based on the peak reaction force of the front support during the anchoring stage).

[0100] 4) The maximum climbing ability of a single front pivot crane shall not be less than 2.5%.

[0101] Front pivot orbital system:

[0102] Since the front-support trolley uses a dual-wheel electric drive rail system, a matching front-support rail system needs to be arranged at the corresponding position on the main bridge deck of the main bridge steel structure to enable the front-support trolley to travel on the main bridge deck. In this invention, the front-support rail system includes a front-support trolley track, a track leveling structure laid at the bottom of the front-support trolley track, and a front-support trolley parking structure laid at both ends of the front-support trolley track. There are two front-support trolley tracks, corresponding to the first and second front-support trolley tracks. The first front-support trolley track 361 is arranged along the lower elevation side of the upper bridge deck in the bridge direction, while the second front-support trolley track is arranged along the higher elevation side of the upper bridge deck in the bridge direction. The two front-support trolleys are matched and installed one-to-one in the two front-support trolley tracks, and the length of each front-support trolley track is sufficient to match the distance of a single movement of the trolley. The spacing between the two front-support trolley tracks matches the center distance of the main bridge truss and the center distance of the supporting truss. There are two types of track leveling structures. One type is a first track leveling structure, constructed to match the low elevation side of the main bridge deck. It includes a first front support track support 362, which includes a pad beam and several first wedge-shaped steel plates evenly distributed at the bottom of the pad beam and the first front support track 361. The other type is a second track leveling structure, constructed to match the high elevation side of the main bridge deck. It includes a second front support track support 363, which includes several second wedge-shaped steel plates evenly distributed at the bottom of the second front support track.

[0103] Specifically, such as Figure 1 and Figure 2 As shown, the front support track adopts the QU120 type, with a height of 170mm and a single rail length of 12m, to accommodate the distance of a single movement of the aerial work platform; the track spacing is 7.2m, matching the center distance of the main bridge truss and the supporting truss. To ensure the track top surface is level and overcome the influence of the 2% permanent cross slope of the bridge deck, the following measures are taken for the front support track system:

[0104] 1) Install a wedge-shaped steel plate at 300mm intervals (clear distance) at the bottom of the track to level the platform track beam. On the low elevation side, each steel plate is 400mm long (arranged transversely), 150mm wide, with a maximum thickness of 30mm, a minimum thickness of 22mm, and a long side slope of 2%; on the high elevation side, each steel plate is 300mm long, 150mm wide, with a maximum thickness of 25mm, a minimum thickness of 19mm, and a long side slope of 2%.

[0105] 2) Only wedge-shaped steel plates are installed on the high elevation side. There is a 144mm height difference between the low elevation side and the high elevation side (center-to-center distance 7.2m, 2% cross slope). Three I14a I-beams are used as pad beams. The 4mm height difference is eliminated by the center thickness of the wedge-shaped steel plates.

[0106] 3) On the high elevation side, the wedge-shaped steel plate is connected to the top surface of the upper chord of the main bridge by spot welding, and the QU120 track is fixed to the wedge-shaped steel plate by pressure plate (the pressure plate is welded to the top surface of the wedge-shaped steel plate); on the low elevation side, the single pad beam is 6m long, the pad beam is connected to the wedge-shaped steel plate by fillet weld, and the pad beam is connected to the top surface of the upper chord of the main truss by spot welding. The structure between the wedge-shaped steel plate and the track is the same as that on the high elevation side - the front support track system is an integral whole, and is fixed to the top surface of the upper chord of the main bridge by spot welding, and theoretically does not bear horizontal load;

[0107] 4) Parking structures are installed at both ends of the QU120 track.

[0108] 5) During the hoisting operation of each segment, the distance between the front support rail and the upper chord end of the main bridge shall be executed according to the preset value to ensure that each segment can be hoisted into place exactly in the longitudinal direction of the bridge.

[0109] Front support anchoring system

[0110] The front support anchorage system (front support anchorage system) is located from the bottom of the balance beam of the front support vehicle to the top of the main bridge deck of the existing steel bridge. It includes two types. One type is the first front support anchorage structure, which is constructed to match the low elevation side of the upper bridge deck (main bridge deck), including the first front support anchorage support pad 321 and the first front support anchorage support pad beam 331. The other type is the second front support anchorage structure, which is constructed to match the high elevation side of the upper bridge deck (main bridge deck), including the second front support anchorage support pad 322 and the second front support anchorage support pad beam 332. The first front support vehicle passes through the first front support anchorage support pad 321 and the first front support anchorage support pad beam 331 in sequence and is placed above the low elevation side of the upper bridge deck. The second front support vehicle passes through the second front support anchorage support pad 322 and the second front support anchorage support pad beam 332 in sequence and is placed above the high elevation side of the upper bridge deck.

[0111] In a front-support anchoring system, the selection of the anchoring support beam mainly considers the following three points:

[0112] 1) Rolled I-beams should be selected to avoid local instability problems in the flanges or web;

[0113] 2) Due to the 2% cross slope of the bridge deck, the height difference of the front support is 144mm, so the height difference of the anchor support pad beam needs to be 14cm (the remaining 4mm is adjusted by the wedge steel plate).

[0114] 3) The QU120 type track is 170mm high, and the distance from the bottom of the balance beam to the top of the track is 100mm. That is, the distance from the bottom of the balance beam to the foundation of the steel bridge deck during the travel phase is 270mm (excluding the thickness of the wedge steel plate). In order to ensure that the forward-anchoring system 3 conversion can be completed within 50% of the working stroke (10cm) of the mechanical jack, the pad beam for the high elevation side anchorage should be I20~I36.

[0115] Therefore, I22a is selected for the high elevation side and I36a is selected for the low elevation side. The length of a single pad beam is 800mm, and four anchor points are set at a single anchor point. Each anchor beam is equipped with 12mm thick vertical stiffening ribs with a spacing of 100mm.

[0116] The anchoring beam is topped with a wedge-shaped steel plate. The steel plate on the high elevation side is 250mm wide, 400mm long, with a maximum thickness of 25mm, a 2% slope on the long side, and a minimum thickness of 17mm. The steel plate on the low elevation side is 300mm wide, 500mm long, with a maximum thickness of 30mm and a minimum thickness of 20mm. The center height difference between the high and low elevation wedge-shaped steel plates is 4mm.

[0117] Fillet welds are required between the wedge-shaped steel plate and the anchorage beam, between the wedge-shaped steel plate and the balance beam of the front support trolley, and between the anchorage beam and the main bridge deck. To avoid the upper and lower welds on the wedge-shaped steel plate being located at the same point, the longitudinal weld connects to the anchorage beam, and the transverse weld connects to the balance beam of the front support trolley. To ensure the effectiveness of the connection between the anchorage beam and the steel deck, only transverse welds are required. The weld leg size of a single fillet weld is 10mm, and the cumulative weld length for each layer should not be less than 200mm to ensure the horizontal bearing capacity requirements (transverse and longitudinal directions) of a single front support anchorage point.

[0118] Rear pivot driving system

[0119] like Figure 1 As shown, the rear support point trolley system includes two rear support point trolleys located on either side of the bottom of the rear end of the supporting truss system. Figure 4 As shown, a single rear support gantry is assembled from four parts: a fixed connecting column 341, a pin adjusting section 342, a tank connecting section 345, and a tank 346. Among them, except for the tank 346 which is connected to the "tank connecting section 345" with bolts, the other components are connected with Ф70 pins.

[0120] The key design considerations for a rear pivot driving system include the following six points:

[0121] 1) The peak reaction force at the rear fulcrum during driving is 120kN. The factory has CRM30 tank vehicle 346 in stock. The load-bearing capacity of a single tank vehicle 346 is 30 tons, and a single tank vehicle 346 meets the single fulcrum reaction force requirement.

[0122] 2) Whether it is “longitudinal bridge pin 343” or “transverse bridge pin 344”, the elevation of its pin center to the bridge deck shall not be greater than the total length of the support surface of the tank vehicle 346 to avoid failure of the “two-force bar” system. One tank vehicle 346 is arranged in the longitudinal bridge direction, and the longitudinal bridge pin 343 is placed at the bottom, with its center distance from the bridge deck not greater than 300mm. Two tank vehicles 346 are arranged in the transverse bridge direction, with a net spacing of 60mm between the tank vehicles 346 (based on the principle that the center spacing of the stiffening ribs supporting the tank vehicle 346 is equal), so that the transverse bridge pin 344 is allowed to be placed at the top, with its center distance from the bridge deck not greater than 560mm.

[0123] 3) The “fixed connecting column 341” adopts a box-type structure with a plate thickness of 20mm. The plate position is aligned with the vertical stiffening ribs and longitudinal additional stiffening ribs of the lower chord of the supporting truss. The pin connection end adopts a fan-shaped structure to match the rotation requirement of not less than 10°. At the same time, considering the local stability of the ear plate, two vertical stiffening ribs and one local stiffening rib are arranged out of plane. In addition, in order to improve the overall torsional stiffness of the connecting column, a 12mm transverse diaphragm is set near the pin in the box-type structure.

[0124] 4) The “tank vehicle connecting segment 345” needs to be equipped with 4 main stiffening ribs corresponding to the support beam of the tank vehicle 346, and Ф70 pin holes should be opened on the stiffening ribs. The length of the main stiffening ribs should be at least 70mm less than the “clear distance of the inner edge of the fixed connecting column 341 in the longitudinal direction” to ensure that the “pin adjustment segment 342” can be accommodated. The height should not be less than the width range of the steel plate of the longitudinal pin 343 reinforcement. Transverse stiffening ribs should be set between the main stiffening ribs, and a sealing plate should be set on the top of the corresponding compartment of the tank vehicle 346. No compartment should be set at the joint of the tank vehicle 346 to ensure the assembly operation space for the connecting bolts between the segment and the tank vehicle 346 (3466 bolts per tank vehicle, longitudinal spacing 150mm, transverse spacing 260mm).

[0125] 5) The "Pin Adjustment Segment 342" also adopts a box-type structure. To ensure overall stability, two transverse diaphragms are installed along the height direction, with each plate being 20mm thick. The total transverse width of the "Pin Adjustment Segment 342" is not less than the total width of the main stiffening ribs of the "Tank Connecting Segment 345," and its longitudinal width is not greater than the longitudinal clear width of the "Fixed Connecting Column 341," and not less than the longitudinal clear width of the "Pin Adjustment Segment 342." The lower transverse diaphragm is at least 20mm away from the "Tank Connecting Segment 345," and the upper transverse diaphragm is at least 20mm away from the transverse pin 344 reinforcing steel plate. Therefore, the lower edge of the segment is determined by "a height not less than the width range of the longitudinal pin 343 reinforcing steel plate," and the upper edge of the segment is determined by "the top surface of the upper transverse diaphragm + 20mm."

[0126] Anti-regression system:

[0127] The general requirements for setting up an anti-backward system for cantilever bridge erecting machines are:

[0128] 1) The anti-backward system should bear the platform slippage caused by accident. According to the "Steel Structure Design Standard" (GB50017-2017), the horizontal reaction force of the heavy crane is calculated as 10% of the total weight. Considering the possible sliding distance during the slippage, the anti-backward function of the cantilever bridge erecting machine is calculated as 15% of the total weight and is borne by 4 support points (two front support points + two rear support points).

[0129] 2) Anti-backward suspension lugs are installed at the bottom of the lower chord of the supporting truss. See Appendix for details. Figure 5 As shown, individual lifting lugs are arranged along the transverse direction of the bridge, aligned with the vertical stiffening ribs of the lower chord; and n lugs are arranged along the lower chord of the supporting truss. The number n of anti-backward suspension lugs arranged at the bottom of the lower chord on each side of the supporting truss system 1 satisfies:

[0130]

[0131] In the formula, L1 represents the single forward distance of the aircraft, and L2 represents the uncontrolled sliding length threshold. In this invention, L1 = 4 meters, and L2 = 1 meter. Therefore, n = 4, meaning there are a total of 4 anti-reverse suspension lugs, corresponding to the first anti-reverse suspension lug 351, the second anti-reverse suspension lug 352, the third anti-reverse suspension lug 353, and the fourth anti-reverse suspension lug 354. Typically, the single forward distance L1 of the aircraft is an integer multiple of the uncontrolled sliding length threshold L2.

[0132] Each anti-reverse suspension lug is 20mm thick and has a 50mm diameter hole. Each side is covered with a 10mm thick, 140mm outer diameter reinforcing steel plate. The lug is 180mm wide and equipped with short stiffening ribs (-100mm×100mm×16mm) at both ends to meet the requirements of 5T braking force at a single point.

[0133] A label is affixed to each suspension lug position. The label information is sequentially labeled as suspension lug position A1, suspension lug position A2, suspension lug position A3, ..., suspension lug position An in the opposite direction of the machine's movement (from the front fulcrum to the rear fulcrum), where n is a positive integer. The label information corresponding to the suspension lug position can be obtained by scanning the code.

[0134] 3) The main bridge deck is equipped with "anti-backward anchoring lugs". The structure of a single anti-backward anchoring lug is the same as that of the anti-backward suspension lug. One lug is installed along the bridge direction on each main bridge upper chord, with the center of the lug anchor point 500mm away from the cantilever end. Two lugs are installed in the transverse direction, located at the top of the side web adjacent to the bridge deck. The two anti-backward anchoring lugs in the transverse direction correspond to the first anti-backward anchoring lug 357 and the second anti-backward anchoring lug 358. The first anti-backward anchoring lug 357 is fastened to the first anti-backward suspension lug 351-1 at the bottom of the left lower chord by the first anti-backward hand chain hoist 355. The second anti-backward anchoring lug 358 is fastened to the first anti-backward suspension lug 351-2 at the bottom of the right lower chord by the first anti-backward hand chain hoist 356, to prevent the cantilever bridge erecting machine from backing up.

[0135] Initially, such as Figure 6As shown, the anti-backward suspension lug at suspension point A1 is connected to the anti-backward anchoring lug on the same side via an anti-backward manual chain hoist. As the machine moves, the anti-backward manual chain hoist is pulled, causing a change in the force gauge reading F between the hoist and the anchoring lug. When the force gauge reading F reaches the preset tension threshold Fm, the machine stops, and the anti-backward manual chain hoist is manually detached from the anti-backward suspension lug at suspension point A1 and then hooked onto the anti-backward suspension lug at suspension point A2. Alternatively, an automated gripper device (such as a robotic arm installed on the outside of the lower chord on the same side) can be activated to detach the anti-backward manual chain hoist from the anti-backward suspension lug at suspension point A1 and then hook it onto the anti-backward suspension lug at suspension point A2. Specifically, the automated gripper device includes a servo drive mechanism, a gripper mechanism, and a gripper drive control mechanism. The gripper drive control mechanism plans a corresponding working path based on the location information of each lifting lug suspension point, and controls the servo drive mechanism to move the gripper mechanism to the corresponding lifting lug suspension point Aj. The gripper mechanism then matches the lifting lug suspension point tag information obtained by the barcode scanner on the gripper mechanism. After that, the gripper mechanism disengages the anti-backward manual chain hoist at the corresponding lifting lug suspension point Aj and moves it to the next lifting lug suspension point Aj+1. The gripper mechanism then matches the lifting lug suspension point tag information obtained by the barcode scanner on the gripper mechanism, and connects the anti-backward manual chain hoist to the anti-backward suspension lug corresponding to the lifting lug suspension point Aj+1. This process is repeated until the machine body completes a single forward distance. At this time, the two ends of the anti-backward manual chain hoist are respectively connected to the anti-backward anchoring lug and the anti-backward suspension lug at the lifting lug suspension point An (n=4 in the attached figure).

[0136] like Figure 6 As shown, a 10T anti-backward pull hoist is installed between the anti-backward anchoring lug and the anti-backward suspension lug, with a maximum working length of not less than 9.0m. The cumulative forward distance of the aerial work platform in a single stage shall not exceed 10m, and the fall protection system shall include three levels.

[0137] 5) Although the cantilever bridge erecting machine advances 3 to 4 meters at each stage, the state of the pull hoist must be adjusted every 1 meter to keep it taut (ensuring that all 4 support points are under force simultaneously) to ensure that the platform's uncontrolled sliding length does not exceed 1.0m.

[0138] Rear support anchoring system:

[0139] like Figure 1 and Figure 7As shown, the rear support anchoring system of this invention adopts a "two-force bar" system, which consists of two parts: a fixed-length "upper rear anchor bar 371" and a variable-length "lower rear anchor bar 373," connected by a Ф100 rear anchor pin 372. The rear anchor pin 372 roughly divides the upper and lower rear anchor bars equally. For ease of on-site operation, the diameter of the rear anchor pin 372 extends 650mm to the lower flange of the lower chord of the supporting truss.

[0140] Both the upper rear anchor rod 371 and the lower rear anchor rod 373 adopt a box-section. The lifting lug of the upper rear anchor rod 371 is aligned with the additional longitudinal support stiffening rib of the lower chord of the supporting truss, and the stiffening of the lifting lug is aligned with the stiffening rib corresponding to the flange of the rear support vertical member. The lifting lug of the lower rear anchor rod 373 needs to be aligned with the stiffening rib of the top plate of the upper chord of the main bridge, and a transverse stiffening rib corresponding to the lifting lug stiffening rib of the lower rear anchor rod 373 is added at the top plate of the upper chord of the main bridge. Among them, the supplementary stiffening rib is 500mm wide and 16mm thick, located between the longitudinal stiffening ribs of the top plate of the upper chord of the main bridge, and can be manufactured in advance in the factory or welded on site.

[0141] In addition, to ensure the torsional rigidity of the upper and lower rods of the rear anchor, a 16mm thick sealing plate is installed on each of the upper and lower rods of the rear anchor at a distance of 270mm from the center of the rear anchor pin 372.

[0142] The total height of the rear anchor point consists of the following three parts:

[0143] 1) The front support height, including the total height of the track trolley balance beam, the height of the anchoring beam, and the center height of the wedge steel plate, is a positive value;

[0144] 2) The design elevation difference of the bridge deck at the front and rear support points, including the "longitudinal slope effect" and the "construction pre-camber effect", is a positive value;

[0145] 3) The deformation of the cantilever section caused by the weight of the aerial work platform is negative.

[0146] counterweight system:

[0147] like Figure 8-9 As shown, a beam transport trolley is used as a counterweight structure, and four counterweight pull-locking hoists 381 are used to fix it to the supporting truss system 1. The distance between the lifting points along the bridge direction is 10m (matching the total length of the beam transport trolley 383). The last two lifting points are located on the middle chord of the rear support, and the first two lifting points are located at non-node locations on the middle chord.

[0148] Unfortunately, only 50% of the weight of the beam transport trolley 383 is included in the effective counterweight, so the total weight of the trolley must not be less than 40 tons.

[0149] The weight of the beam transport trolley 383 consists of the following three parts:

[0150] 1) The self-weight of a single beam transport trolley is 383, calculated as 10 tons;

[0151] 2) The beam transport trolley 383 carries the lower chord segment 382 of the main bridge steel structure segment to be hoisted in the next stage, with a weight of 4.92 tons to 22.8 tons.

[0152] 3) The beam transport trolley 383 is loaded with additional concrete counterweights. The size of each counterweight is 0.5×0.5×6m and the weight of each counterweight is 3.6 tons.

[0153] Of the two sets of counterweight pull hoists 381, one set is arranged vertically, with its two ends connected to the upper end of the counterweight structure and the lifting points set on the middle chord of the supporting truss system 1, respectively; the remaining set of counterweight pull hoists 381 is arranged along the longitudinal direction of the bridge, with its two ends connected to the rear end of the counterweight structure and the lifting points set on the middle chord of the rear support of the supporting truss system 1, respectively; the effective counterweight of the counterweight structure satisfies:

[0154] G≥K∑N i

[0155] N i —The negative reaction force at any rear fulcrum i;

[0156] K – Overturning safety factor.

[0157] The effective weight G of the counterweight structure is calculated by the following formula:

[0158] G = G c +G s +G p

[0159] Where: G c This indicates the effective counterweight of the beam transport trolley 383; G s This indicates the weight of the bridge steel structure segment loaded on the beam transport trolley 383; G p This indicates the weight of the counterweight loaded on the beam transport trolley 383.

[0160] The mass of the counterweight that needs to be added to the beam transport trolley 383 when transporting any bridge steel structure segment is:

[0161] G p ≥K·∑N i -G c -G s

[0162] In practical engineering, to avoid the hassle of adding counterweights, and without prioritizing transportation efficiency, the mass of the counterweights required when the bridge steel structure segment is at its lightest can be used as the total mass of counterweights needed to transport all bridge steel structure segments. However, given the significant weight differences among the bridge steel structure segments—the heaviest segment weighs approximately four times the weight of the lightest segment (weight of the heaviest segment: 22.72 tons; weight of the lightest segment: 4.92 tons)—this problem arises. Therefore, this invention configures a counterweight measuring mechanism on the beam transport trolley 383, including a segment weight detection mechanism, a counterweight measuring device, and a counterweight hoisting device. The segment weight detection mechanism is installed on the segment hoisting device and can detect the weight of the hoisted bridge steel structure segment, and can feed back the detected weight information to the counterweight measuring device. The counterweight measuring device includes a counterweight quantity calculation module, which can calculate the number N of counterweights that need to be added to the beam transport trolley 383 based on the weight of the bridge steel structure segment loaded on the beam transport trolley 383. p It also issues a counterweight hoisting command to the counterweight hoisting equipment to prompt the equipment to hoist N onto the beam transport trolley 383. p The counterweight is used to apply pressure to the machine body. Alternatively, the counterweight metering device includes a counterweight mass calculation module, which can calculate the weight G' of the counterweight that needs to be added to the beam transport trolley 383 based on the weight of the bridge steel structure segment loaded on the trolley. p It also issues a counterweight hoisting command to the counterweight hoisting equipment to prompt the equipment to hoist a weight of G' onto the beam transport trolley 383. p The counterweight blocks are used to apply pressure to the machine body.

[0163] The counterweight quantity calculation module integrates the counterweight replenishment quantity N. p The calculation formula is as follows:

[0164]

[0165] The counterweight mass calculation module integrates the weight G' of the counterweight. p The calculation formula is as follows:

[0166]

[0167] In the formula: G0 represents the weight of the bridge steel structure segment m; G0 represents the weight of each counterweight block.

[0168] Based on the aforementioned forward-anchoring system 3, the cantilever bridge erecting machine of the present invention has two working modes, one of which is the forward mode of the machine body realized by the machine body travel drive device, and the other is the anchoring mode of the machine body realized by the machine body anchoring device.

[0169] The forward movement mode of the aircraft specifically includes the following steps:

[0170] Step 1: Install the counterweight system and anti-backward system in the anchorage section of the supporting truss system 1;

[0171] Before proceeding to step one, it is necessary to first release the constraint between the front support anchor point and the main span steel structure of the main bridge, raise the stroke of the front support jack, remove the front support pad block, and lay the front support travel track; then reduce the stroke of the front support jack, lower the wheels of the front support travel vehicle to the front support travel track, and then set temporary wooden wedges at the front and rear wheels of the front support travel vehicle to keep the front support travel vehicle in a parked state; then use jacks to support the rear anchor point, release the constraint of the rear anchor point, and gradually reduce the stroke of the jacks until the tank 346 lands and contacts the main bridge deck;

[0172] Step 2: Start the front pivot trolley to drive the machine body toward the preset position of the steel bridge segment splicing on the main bridge deck;

[0173] Step 3: During the movement of the machine body, when the value F fed back by the anti-backward tension gauge reaches the preset tension threshold Fm, the front fulcrum traveling vehicle is stopped and the automated gripper device is activated.

[0174] Step 4: The gripper drive control mechanism of the automated gripper device controls the servo drive mechanism to move the gripper mechanism along the planned working path until it reaches the lifting lug suspension point A2. At this time, the barcode scanner on the gripper mechanism scans the lifting lug suspension point identification tag within its working range. If the obtained tag information is lifting lug suspension point A2, it indicates that the servo drive mechanism is moving along the preset working path, and then proceeds to the next step. Otherwise, the working path of the servo drive mechanism is updated based on the lifting lug suspension point information indicated by the current tag information, and then the servo drive mechanism is controlled to move along the updated servo drive mechanism working path until it reaches the lifting lug suspension point A2.

[0175] Step 5: Repeat steps 3 and 4 until the machine body moves forward to the preset position of the steel bridge segment splicing on the main bridge deck. At this time, the two ends of the anti-backward hand chain hoist are connected to the anti-backward anchoring lug and the anti-backward suspension lug at the lug suspension point An, respectively.

[0176] The specific steps of the fuselage anchoring mode are as follows:

[0177] At the pre-set positions for splicing steel bridge segments on the main bridge deck, a detachable body anchoring device is installed between the anchoring section of the supporting truss system 1 and the anchoring section, so that the body is anchored to the main bridge deck, in preparation for the subsequent transportation and assembly of the main bridge steel structure segments.

Claims

1. A cantilever bridge erecting machine, comprising a body, the body including a supporting truss system and a forward-anchoring system, the forward-anchoring system including a body travel drive device and a body anchoring device; the supporting truss system is provided with a body travel drive device at the bottom of the anchoring section, and the supporting truss system is driven by the power of the body travel drive device to travel to a preset position for splicing steel bridge segments on the main bridge deck, and the anchoring section of the supporting truss system is anchored at the preset position for splicing steel bridge segments on the main bridge deck by a detachable body anchoring device; the body travel drive device includes a front support trolley, a front support track system, a rear support trolley system, an anti-backward system, and a counterweight system, and the body anchoring device includes a front support anchoring system and a rear support anchoring system; characterized in that, The aforementioned counterweight system is constructed based on a beam transport trolley and includes a rear support center chord, counterweight pull-locking hoists, and a counterweight structure. The counterweight structure includes the beam transport trolley, bridge steel structure segments loaded on the beam transport trolley, and counterweight blocks. The counterweight pull-locking hoists consist of two sets, one set of which is arranged vertically, with its two ends connected to the front end of the beam transport trolley and the lifting points set on the center chord of the supporting truss system, respectively. The remaining set of counterweight pull-locking hoists is arranged along the longitudinal direction of the bridge, with its two ends connected to the rear end of the beam transport trolley and the lifting points set on the rear support center chord of the supporting truss system, respectively. The beam transport trolley is equipped with a counterweight measuring mechanism, including a segment weight detection mechanism, a counterweight measuring device, and a counterweight hoisting equipment. The segment weight detection mechanism is installed on the segment hoisting equipment and can detect the weight of the bridge steel structure segment being hoisted and can feed back the detected weight information to the counterweight measuring device. The counterweight metering device determines the weight of the counterweight loaded on the beam transport trolley based on the weight of the received bridge steel structure segment, and then controls the counterweight hoisting equipment to hoist it into place.

2. The cantilever bridge erecting machine according to claim 1, characterized in that, The counterweight metering device includes a counterweight quantity calculation module, which can calculate the number of counterweights that need to be added to the bridge steel structure segment loaded on the beam transport trolley based on the weight of the segment. It also issues a counterweight hoisting command to the counterweight hoisting equipment to prompt the equipment to hoist the counterweight onto the beam transport trolley. The counterweight blocks are used to achieve a weighting operation on the machine body; The counterweight quantity calculation module integrates the counterweight replenishment quantity. The calculation formula is as follows: ； In the formula: Ni represents the weight of the counterweight loaded on the beam transport trolley; Ni represents the negative reaction force at any rear support point i; K represents the overturning safety factor. This indicates the weight of a bridge steel structure segment m. This indicates the effective counterweight of the beam transport trolley; This indicates the weight of each counterweight.

3. The cantilever bridge erecting machine according to claim 1, characterized in that, The counterweight metering device includes a counterweight mass calculation module, which can calculate the weight of counterweights that need to be added to the bridge steel structure segment loaded on the beam transport trolley based on the weight of the segment. And issue a counterweight lifting command to the counterweight lifting equipment to prompt the counterweight lifting equipment to lift the weight onto the beam transport trolley. The counterweight blocks are used to achieve a weighting operation on the machine body; The counterweight mass calculation module integrates the weight of the counterweight. The calculation formula is as follows: ； In the formula: Ni represents the negative reaction force at any rear support point i; K represents the overturning safety factor; This indicates the weight of a bridge steel structure segment m. This indicates the effective counterweight of the beam transport trolley; This indicates the weight of each counterweight.

4. The cantilever bridge erecting machine according to claim 2 or 3, characterized in that, The anti-backward system includes anti-backward suspension lugs, anti-backward anchoring lugs, anti-backward hand chain hoists, and anti-backward tension gauges; Several suspension lugs are symmetrically arranged at the bottom of the lower chords on both sides of the supporting truss system. Each suspension lug has an anti-backward suspension lug installed along the transverse direction of the main bridge. The number n of suspension lugs arranged at the bottom of the lower chords on each side of the supporting truss system satisfies the following: ； In the formula, L1 represents the single forward distance of the aircraft, and L2 represents the threshold length of the uncontrolled glide. The locations of each anti-backward suspension lug at the bottom of the lower chord are arranged in the following order from the front support point to the rear support point of the supporting truss system: lug suspension point A1, lug suspension point A2, ..., lug suspension point Aj, ..., lug suspension point An, where n is a positive integer. At the top of the web plates on both sides of the bridge deck, an anti-backward anchoring lug is installed. The center of the anchor point of the anti-backward anchoring lug is close to the front support point of the supporting truss system. The two anti-backward anchoring lugs are the first and second anti-backward anchoring lugs. One end of the anti-backward hand chain hoist is connected to the anti-backward anchoring lug on the same side via an anti-backward tension gauge, and the other end is connected to the anti-backward suspension lug at any lug suspension point Aj. During the movement of the supporting truss system, initially, the anti-backward suspension lug at lug suspension point A1 is connected to the anti-backward anchor lug on the same side via an anti-backward hand chain hoist. As the supporting truss system moves, the anti-backward hand chain hoist is under tension, causing the value F fed back by the anti-backward tension gauge to change. When the value F fed back by the anti-backward tension gauge reaches the preset tension threshold Fm, the front support trolley is stopped, or both the front and rear support trolleys are stopped simultaneously. The anti-backward hand chain hoist is then manually or automatically detached from the anti-backward suspension lug at lug suspension point A1 and hooked onto the anti-backward suspension lug at lug suspension point A2. This process is repeated until the machine completes a single forward distance. At this point, both ends of the anti-backward hand chain hoist are connected to the anti-backward anchor lug and the anti-backward suspension lug at lug suspension point An, respectively.

5. The cantilever bridge erecting machine according to claim 4, characterized in that, When the anti-backward chain hoist automatically detaches from the anti-backward suspension lug at suspension point A1 and then automatically reattaches to the anti-backward suspension lug at suspension point A2, the anti-backward system is equipped with an automated gripper device. The automated gripper device includes a servo drive mechanism, a gripper mechanism, a hanging lug suspension point identification tag, and a gripper drive control mechanism. Each lug suspension point is affixed with a lug suspension point identification label; a barcode scanner is installed on the gripper mechanism, which can identify the corresponding lug suspension point by scanning the lug suspension point identification label. The gripper drive control mechanism plans the corresponding working path based on the location information of each lifting lug suspension point, and controls the servo drive mechanism to move the gripper mechanism to the corresponding lifting lug suspension point Aj. The gripper mechanism matches the lifting lug suspension point tag information obtained by the barcode scanner on the gripper mechanism. Then, the gripper mechanism controls the gripper mechanism to detach the anti-backward manual chain hoist at the corresponding lifting lug suspension point Aj and move it to the next lifting lug suspension point Aj+1. The gripper mechanism matches the lifting lug suspension point tag information obtained by the barcode scanner on the gripper mechanism and connects the anti-backward manual chain hoist to the anti-backward suspension lug corresponding to the lifting lug suspension point Aj+1. This process is repeated until the machine body completes a single forward distance. At this time, the two ends of the anti-backward manual chain hoist are connected to the anti-backward anchoring lug and the anti-backward suspension lug at the lifting lug suspension point An, respectively.

6. The cantilever bridge erecting machine according to claim 5, characterized in that, The aforementioned front support trolley includes two units, which are installed one-to-one at the two front support points set at the front end of the support truss system. Each front support trolley is a two-wheel electric drive rail trolley. The aforementioned front support track system includes a front support traveling track, a track leveling structure laid at the bottom of the front support traveling track, and a front support traveling car parking structure laid at both ends of the front support traveling track. There are two front support traveling tracks, corresponding to the first and second front support traveling tracks. The first front support traveling track is arranged along the bridge direction along the low elevation side of the main bridge deck, while the second front support traveling track is arranged along the bridge direction along the high elevation side of the main bridge deck. The two front support traveling cars are matched and installed in the two front support traveling tracks one-to-one, and the length of each front support traveling track can match the distance of a single movement of the machine body. The spacing between the two front support traveling tracks matches the center distance of the main bridge truss and the center distance of the supporting truss system. There are two types of track leveling structures. One type is a first track leveling structure, which is constructed to match the low elevation side of the main bridge deck. It includes a first front support track support, which includes a pad beam and several first wedge-shaped steel plates evenly distributed at the bottom of the pad beam and the first front support track. The other type is a second track leveling structure, which is constructed to match the high elevation side of the main bridge deck. It includes a second front support track support, which includes several second wedge-shaped steel plates evenly distributed at the bottom of the second front support track.

7. The cantilever bridge erecting machine according to claim 6, characterized in that, The aforementioned dual-wheel electric-driven railcar includes two active wheel sets, a balance beam, a trolley motor system, and a trolley braking system; the two active wheel sets are located at both ends of the balance beam, while the middle of the balance beam is installed on the supporting truss system via connectors; the power output end of the trolley motor system is linked to the active wheel sets, and the front pivot trolley is equipped with a trolley braking system.

8. The cantilever bridge erecting machine according to claim 2 or 3, characterized in that, The aforementioned rear support point trolley system includes two rear support point trolleys located on the bottom sides of the rear end of the supporting truss system. Each rear support point trolley includes a fixed connecting column, a pin adjustment segment, a tank vehicle connecting segment, and a tank vehicle. The upper end of the fixed connecting column is fixedly connected to the bottom of the supporting truss system, and the lower end is positioned and connected to the pin adjustment segment via a longitudinal bridge pin. The pin adjustment segment can also be positioned and connected to the upper end of the tank vehicle connecting segment via a transverse bridge pin. The tank vehicle is installed at the lower end of the tank vehicle connecting segment.

9. The cantilever bridge erecting machine according to claim 1, characterized in that, The aforementioned front support anchorage system includes two types. One type is a first front support anchorage structure, constructed to match the low elevation side of the main bridge deck, including a first front support anchorage support pad and a first front support anchorage support beam. The other type is a second front support anchorage structure, constructed to match the high elevation side of the main bridge deck, including a second front support anchorage support pad and a second front support anchorage support beam. In the two front support vehicles, one front support vehicle passes through the first front support anchorage support pad and the first front support anchorage support beam in sequence and is positioned above the low elevation side of the main bridge deck. The remaining front support vehicle passes through the second front support anchorage support pad and the second front support anchorage support beam in sequence and is positioned above the high elevation side of the main bridge deck. The rear support anchoring system adopts a two-force bar system, including a rear upper anchor bar and a rear lower anchor bar. The upper end of the rear lower anchor bar is positioned and connected to the lower end of the rear upper anchor bar through an anchoring pin arranged along the transverse direction of the bridge. The lower end of the rear lower anchor bar is anchored through a transverse temporary anchoring stiffening rib pre-set on the top plate of the upper chord of the main bridge truss. The upper end of the rear upper anchor bar is fixedly installed at the bottom of the lower chord of the supporting truss system.

10. A method of using the forward-anchoring system in a cantilever bridge erecting machine as described in claim 4, characterized in that, Through the forward-anchoring system, the aircraft has two working modes: one is the forward mode based on the aircraft's driving device, and the other is the anchoring mode based on the aircraft's anchoring device. The forward movement mode of the aircraft specifically includes the following steps: Step 1: Install a counterweight system and an anti-backwardness system in the anchorage section of the supporting truss system; Step 2: Start the front pivot trolley to drive the machine body toward the preset position of the steel bridge segment splicing on the main bridge deck; Step 3: During the movement of the machine body, when the value F fed back by the anti-backward tension gauge reaches the preset tension threshold Fm, the front fulcrum traveling vehicle is stopped and the automated gripper device is activated. Step 4: The gripper drive control mechanism of the automated gripper equipment controls the servo drive mechanism to move the gripper mechanism along the planned working path until the lifting lug suspension point A2. At this time, the barcode scanner on the gripper mechanism scans the lifting lug suspension point identification tag within its working range. The obtained tag information is lifting lug suspension point A2, indicating that the servo drive mechanism has moved along the preset working path, and then proceeds to the next step. Conversely, the working path of the servo drive mechanism is updated based on the suspension point information of the lug indicated by the current label information, and then the servo drive mechanism is controlled to move according to the updated working path until the lug suspension point A2. Step 5: Repeat steps 3 and 4 until the machine body moves forward to the preset position of the steel bridge segment splicing on the main bridge deck. At this time, the two ends of the anti-backward hand chain hoist are connected to the anti-backward anchoring lug and the anti-backward suspension lug at the lug suspension point An, respectively. The specific steps of the fuselage anchoring mode are as follows: At the pre-set positions for splicing steel bridge segments on the main bridge deck, detachable machine body anchoring devices are installed between the anchoring sections of the supporting truss system to anchor the machine body to the main bridge deck, preparing for the subsequent transportation and assembly of the main bridge steel structure segments.

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