Method and system for optimizing line shape of large-span bridge track

Abstract

The invention discloses a long-span bridge track alignment optimization method and system. The method comprises the following steps: (1) constructing a long-span bridge monitoring system; (2) establishing a fine analysis model of the large-span bridge; (3) key control points of bridge deformation are determined, and sensitive sorting is carried out according to the deformation size; (4) adjusting and fitting the line shape of the finished bridge track according to an adjusting principle; and (5) checking, fitting and adjusting the radius of the linear deformation curve, and checking and accepting the line shape according to the specification requirement. According to the method, the stress deformation characteristics of the large-span bridge and the linear characteristics of the bridge actually constructed on site are fully considered in the linear optimization and adjustment process, the principle of reducing the adjustment amount of site construction as much as possible is taken, and the construction linear of the large-span bridge track structure is ensured to meet the relevant requirements of design acceptance specifications through optimization and design of the linear.

Description

Technical Field

[0001] The invention relates to the technical field of linear adjustment of track structures of long-span bridges, and in particular to a linear optimization method and system for long-span bridge tracks. Background Art

[0002] my country has a vast territory, complex terrain, numerous rivers and lakes, and various water and land transportation networks crisscrossing each other. When constructing high-speed railways, it is often necessary to build large-span bridges. The overall stiffness of large-span bridges is relatively small, and the bridge line shape is significantly affected by the second-phase constant load on the bridge, construction deviation, and temperature load. The existing track structure design line shape is generally a herringbone slope plus a vertical curve or a straight flat slope type, but in the actual construction process, the track line shape of the completed bridge is usually too different from the design line shape, and it cannot pass the acceptance directly. Track construction is often difficult to adjust or the adjustment workload is very large. In addition, the total load on the bridge is greatly affected during the track construction adjustment process, which causes a large disturbance to the deformation of the bridge. During the adjustment process, it may also cause the local stress deformation of the bridge to exceed the design range, such as the cable stress exceeding the limit. Therefore, how to ensure that the track line shape of the completed bridge during the construction process meets the design line shape requirements as much as possible is a major technical problem in the construction of large-span track structures.

[0003] At present, there are related methods for controlling the linear shape of track structures on large-span cable-stayed bridges. For example, patent CN110219246A discloses a method for constructing ballastless tracks on large-span flexible bridges. However, the patent focuses on the arrangement of CPIII and the construction process of the ballastless track, and relatively little consideration is given to the influence of the second-phase constant load on the bridge on the linear shape of the beam surface; patent CN110846958B discloses a method for controlling the linear shape accuracy of ballastless track construction on cable-stayed bridges, patent CN117077251A discloses a method for controlling the linear shape of ballastless tracks with large-span steel truss structures, and patent CN116837672A discloses a method for laying ballastless tracks on large-span bridges. The above patents all require a preloading process for the large-span bridge, and the construction process is relatively complicated, which affects the construction period. Patent CN117090140A discloses a construction method for ballastless track of a large-span cable-stayed bridge. Although this patent does not require preloading, the factors affecting the bridge alignment are rarely considered and are mainly corrected through finite element models, which are relatively different from the actual situation on site. There are many influencing factors, which makes it difficult to control the final track alignment accuracy. Patent CN114329726A proposes a railway bridge alignment evaluation method based on train driving performance, and evaluates the bridge track alignment through the vehicle body acceleration index. Patent CN114444177A proposes a railway bridge track alignment optimization method based on Fourier series fitting, using the measured bridge alignment as the fitting benchmark for the track alignment. If the difference from the designed alignment is too large, it cannot pass the acceptance, which also poses a huge challenge to the track adjustment capability and has relatively poor applicability. Summary of the invention

[0004] In response to the technical problems existing in the prior art, this patent proposes a method and system for optimizing the linear shape of a large-span bridge track structure. In the process of linear shape optimization and adjustment, the stress and deformation characteristics of the large-span bridge itself and the linear characteristics of the bridge actually constructed on site are fully considered. The principle is to minimize the amount of on-site construction adjustment. By optimizing the design linear shape, it is ensured that the construction linear shape of the large-span bridge track structure meets the relevant requirements of the design acceptance specifications.

[0005] In a first aspect, the present invention provides a method for optimizing the track alignment of a long-span bridge, comprising the following steps:

[0006] Step 1. Construct a long-span bridge alignment monitoring system to monitor bridge deformation information;

[0007] Step 2. Establish an initial finite element model to simulate the bridge and track construction process, and correct the parameters of the initial finite element model based on the long-span bridge linear monitoring system to establish a long-span bridge refined analysis model;

[0008] Step 3. Analyze the linear change law of the bridge track based on the long-span bridge refined analysis model and the long-span bridge linear monitoring system, and determine the key points of bridge track linear control;

[0009] Step 4. Based on the long-span bridge alignment monitoring system, the measured alignment is obtained, and compared with the designed alignment, and the alignment of the completed bridge track is fitted and adjusted to obtain a fitting adjustment alignment deformation curve;

[0010] Step 5. Check and accept the fitted adjustment linear deformation curve.

[0011] Furthermore, the long-span bridge linear monitoring system in step 1 includes a front-end measurement mark, a linear measurement device, a high-precision time-space synchronous acquisition control system, and a visualization module.

[0012] Furthermore, the front-end measurement mark is firmly attached to the crash barrier of the bridge at intervals;

[0013] The linear measurement equipment is used to collect monitoring data of bridge deformation information;

[0014] The high-precision time-space synchronous acquisition control system controls all linear measurement equipment on the long-span bridge to collect data at the same time; at the same time, the front-end measurement identification coordinates of multiple positions are solved in real time and data verification is performed to eliminate measurement errors; by comparing the pre-input design data with the monitoring data, it is determined whether the monitoring data is erroneous, and the erroneous data is stored after being eliminated. The existing monitoring data and historical monitoring data are compared vertically to perform linear prediction, and abnormal data is warned and forecasted by setting limits;

[0015] The visualization module is based on BIM and GIS technology and is used for visualization and monitoring of monitoring data. It displays the designed bridge status information, the comparison information between the ideal design line shape and the line shape of the bridge at different construction stages.

[0016] Furthermore, the step 3 of establishing a long-span bridge refined analysis model includes:

[0017] Collect the design parameters of bridge piers and main beams to establish the initial finite element model;

[0018] Conduct simulation calculation and stress analysis on the bridge and track construction process based on the initial finite element model;

[0019] By comparing the monitoring data of the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail transport with the theoretical data calculated by the initial finite element model, the model parameters of the initial finite element model were corrected and a refined analysis model of the large-span bridge was established.

[0020] Further, the step 3 comprises:

[0021] Based on the refined analysis model of long-span bridges, the stress-deformation law of bridge tracks under the action of dead load, live load, temperature and wind load at each construction stage is calculated, and the deformation envelope curve of bridge tracks under different loads is obtained;

[0022] Combined with the deformation envelope curve of the bridge track under different loads and the monitoring data of the bridge deformation information, the linear change law of the bridge track is analyzed. Through formula fitting, the functional relationship between the bridge deformation y and the key influencing factors of temperature t and constant load p is established to determine the key points of bridge track linear control;

[0023] Sort the key control points from high to low according to their sensitivity to elevation deformation changes.

[0024] Furthermore, the functional relationship is:

[0025] y=f(t,p,x)

[0026] Where x is the horizontal coordinate of the bridge deformation monitoring point.

[0027] Furthermore, the step 4 comprises:

[0028] The actual alignment of the track structure on the long-span bridge is measured based on the long-span bridge alignment monitoring system, and the measured alignment is compared with the designed alignment. The elevation deviation of the measured alignment at the key points of the bridge track alignment control and the designed alignment is adjusted within the first set threshold range by adjusting the cable force.

[0029] The adjusted measured linear line is fitted by a combination of trigonometric functions and polynomials or a cubic spline curve to obtain a fitted adjustment linear deformation curve. If fitting is not possible, the high-sensitivity control key points are optimized and discarded according to the sensitivity order, and re-fitting is performed;

[0030] At the same time, the measured line shape h(x) and the fitted adjusted line shape deformation curve g(x) are integrated along the longitudinal direction of the long-span bridge respectively, so that the area enclosed by the measured line shape and the fitted adjusted line shape deformation curve is equal to the area enclosed by the x-axis within the entire bridge range or the integral of the two is less than the second set threshold.

[0031] Furthermore, the first set threshold is ±10 mm; and the second set threshold is 1% of the integral area of ​​the fitting adjustment linear deformation curve g(x) along the longitudinal direction of the long-span bridge.

[0032] Furthermore, the step 5 comprises:

[0033] Check and fit the curvature radius R of each point of the linear deformation curve to make R ≥ 0.4v 2 , where v is the driving speed; after the above conditions are met, the fitted and adjusted bridge track alignment will be used as the acceptance alignment, and the long-wave and short-wave roughness limit acceptance and dynamic TQI index acceptance will be carried out in accordance with the relevant design acceptance specifications.

[0034] In another aspect, the present invention provides a long-span bridge track alignment optimization system, comprising:

[0035] Monitoring system building module: It is used to build a long-span bridge alignment monitoring system to monitor bridge deformation information;

[0036] Refined analysis model building module: It is used to establish an initial finite element model to simulate the bridge and track construction process, and to correct the parameters of the initial finite element model based on the long-span bridge linear monitoring system to establish a refined analysis model of the long-span bridge;

[0037] Control key point determination module: It is used to analyze the linear change law of the bridge track based on the long-span bridge refined analysis model and the long-span bridge linear monitoring system, and determine the bridge track linear control key points;

[0038] Deformation curve fitting module: It is used to obtain the measured line shape based on the long-span bridge line shape monitoring system, and compare it with the designed line shape, and make fitting adjustments to the line shape of the completed bridge track to obtain the fitting adjustment line shape deformation curve;

[0039] Verification and acceptance module: It is used to verify and accept the fitted adjustment linear deformation curve.

[0040] Compared with the prior art, the present invention has the following beneficial effects:

[0041] The present invention proposes a method for optimizing the linear adjustment of a track structure of a large-span bridge. After the linear adjustment and optimization, the linear shape is more consistent with the deformation characteristics of the bridge structure itself, more consistent with the bridge stress and actual on-site conditions, more inclusive and adaptable, and more convenient for on-site linear adjustment. While ensuring that the linear shape of the track on the large-span bridge is more consistent with the actual bridge deformation, the workload of linear adjustment is reduced, and at the same time, the safety and stability of high-speed train travel can be ensured.

[0042] The linear monitoring system based on image recognition proposed in the present invention improves the accuracy and stability of the monitoring method by designing a specific front-end measurement mark; the linear measurement equipment is driven by a low-illumination CMOS image sensor, which solves the problems of remote laser supplementary lighting, high-precision edge extraction and noise removal under complex backgrounds, full-cycle stable measurement under large-scale light changes, high-precision time-space synchronous acquisition and analysis, etc., and realizes high-resolution, high-frame rate image acquisition, high-performance image processing, displacement calculation, data transmission and other functions, and the displacement measurement accuracy reaches the millimeter level. The high-precision time-space synchronous acquisition control system can control all monitoring equipment on the long-span bridge to collect at the same time, and realize sub-pixel target center extraction through a self-compiled high-precision target center extraction algorithm and a convenient and accurate displacement coefficient calibration method to ensure that the measurement accuracy meets the requirements; at the same time, the front-end measurement mark coordinates of multiple positions can be solved in real time and data verification processing can be performed to eliminate measurement errors and realize high-precision multi-point joint measurement of track linearity on large-span bridges.

[0043] The present invention establishes a refined analysis model for large-span bridges, uses measured data to continuously correct the calculation parameters of the theoretical model, and establishes the functional relationship y=f(t, p, x) between the bridge deformation y and key influencing factors such as temperature t and constant load p through formula fitting. This improves and supplements the deformation of the bridge under extreme loads that cannot be measured under actual monitoring conditions, and covers the most unfavorable conditions that may occur in the entire bridge.

[0044] The present invention uses a combination of polynomials and trigonometric functions or a cubic spline curve to fit the adjusted linear shape, and re-smoothly connects the entire bridge linear shape. The formula has the ability to fit any linear shape and the correlation coefficient can reach above 0.98. By integrating the actual bridge track measurement linear shape and the fitted adjusted linear shape deformation curve along the longitudinal direction of the long-span bridge, the integral calculation results are made as equal as possible or the integral difference between the two is very small; under the condition that fitting is not possible, the high-sensitivity points are given priority for re-fitting, which greatly reduces the workload of linear adjustment, reduces the influence of the second-phase constant load change of the bridge after the linear adjustment on the overall stress and deformation of the bridge, optimizes the local stress of the long-span bridge, makes the fitted adjusted linear shape more consistent with the deformation characteristics of the bridge, and makes the second-phase constant load of the entire long-span bridge more balanced.

[0045] The present invention adjusts the curvature radius R of each point of the linear deformation curve by checking and fitting, so that R ≥ 0.4v2 (v is the driving speed), which ensures the comfort of driving on the large-span bridge. At the same time, the long-wave and short-wave roughness limit acceptance and dynamic TQI index acceptance are carried out on the fitted and adjusted line shape in accordance with the requirements of the specifications, which comprehensively ensures the operational safety of high-speed trains on large-span bridges. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0047] Figure 1 It is a schematic diagram of the overall process of a method for adjusting and optimizing the linear shape of a track structure of a long-span bridge according to the present invention;

[0048] Figure 2 It is a composition diagram of a monitoring system of a method for adjusting and optimizing the linear shape of a track structure of a large-span bridge according to the present invention;

[0049] Figure 3 It is a schematic diagram of full-bridge alignment measurement of a long-span bridge alignment monitoring system in a long-span bridge track structure alignment optimization method of the present invention;

[0050] Figure 4 It is a schematic diagram of a long-span bridge alignment monitoring scheme of a long-span bridge track structure alignment optimization method of the present invention;

[0051] Figure 5 It is a linear adjustment fitting schematic diagram of a linear adjustment optimization method for a track structure of a large-span bridge according to the present invention;

[0052] Figure 6 It is a schematic diagram of the integral principle of a linear adjustment optimization method for a large-span bridge track structure according to the present invention.

[0053] In the picture: 1. Anti-collision wall, 2. Front-end measurement mark, 3. Linear measurement equipment, 4. Beam surface. DETAILED DESCRIPTION

[0054] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0055] Example 1

[0056] like Figure 1 As shown, the key steps of the linear adjustment optimization method for a large-span bridge track structure of the present invention include: (1) constructing a large-span bridge monitoring system; (2) establishing a large-span bridge refined analysis model; (3) determining the key control points of bridge deformation and sorting them according to the sensitivity of the deformation size; (4) adjusting and fitting the linear shape of the bridge track according to the adjustment principle; (5) checking and calculating the radius of the deformation curve of the fitted adjustment linear shape, and checking and accepting the linear shape according to the requirements of the specification.

[0057] S1: Building a long-span bridge monitoring system

[0058] The long-span bridge alignment monitoring system includes a front-end measurement mark, an alignment measurement device, a high-precision time-space synchronous acquisition control system, and a visualization module. Figure 2 shown.

[0059] The front end measurement mark 1 is firmly attached to the anti-collision wall 2 of the bridge at intervals. Figure 3 As shown, the distance between the front-end measurement marks is 3m.

[0060] The linear measurement device 3 is used to collect bridge deformation information. It is driven by a low-light CMOS image sensor and uses remote laser fill-in technology to improve the recognition accuracy of the coordinates of the bridge front-end measurement mark. The linear measurement device has a built-in self-programmed deformation recognition algorithm, which can achieve high-precision edge extraction and noise removal under complex backgrounds based on AI, with errors controlled below the millimeter level, and achieve real-time processing and analysis of track height data in on-site equipment.

[0061] The single linear measurement device can identify the position changes of several front-end measurement marks within a certain range; multiple linear measurement devices are arranged longitudinally along the long-span bridge deck 4, and each set of linear measurement devices has a certain length of overlapping measurement area, and the error correction is performed on the measurement point position of the overlapping measurement section; in this example, the monitoring range of each linear measurement device is 60m, and each linear measurement device has a 10m overlapping measurement area, such as Figure 4 shown.

[0062] The total monitoring length of the linear measurement equipment covers the entire bridge, and the bridge positions at the same time are connected in series, thereby forming a curve of bridge linear changes. The linear shapes at different times and under different circumstances are all relative to the CPIII measuring points at the bridge tower position. By obtaining the absolute coordinates of the CPIII measuring points at the bridge tower position, the absolute linear shape corresponding to the bridge at the time of measurement is obtained.

[0063] The high-precision time-space synchronous acquisition control system can control all monitoring equipment on the long-span bridge to collect data at the same time. It can achieve sub-pixel target center extraction through self-compiled high-precision target center extraction algorithm and convenient and accurate displacement coefficient calibration method. At the same time, it can solve the front-end measurement identification coordinates of multiple positions in real time and perform data verification processing to eliminate measurement errors and achieve high-precision multi-point joint measurement of track line shape on long-span bridges. At the same time, by comparing the pre-input design data with the monitoring data, it can automatically determine whether the measurement data is erroneous data, and store it after eliminating the erroneous data, so as to realize monitoring data storage;

[0064] The high-precision spatiotemporal synchronous acquisition and control system is based on a deep learning algorithm, which makes a longitudinal comparison between the currently collected data and the historical data, can perform linear prediction, and issue early warnings and forecasts for abnormal data by setting limits.

[0065] The visualization module is based on BIM and GIS technology and is used for visualization and monitoring of measurement information. It can display the designed bridge status information, and the comparison information between the alignment under the ideal design state and the alignment of the bridge at different construction stages.

[0066] The long-span bridge monitoring system can also be used for the safe operation and maintenance of the track structure on the subsequent long-span bridge.

[0067] S2: Establish a detailed analysis model for long-span bridges

[0068] Before establishing the detailed analysis model of the large-span bridge, it is necessary to collect key parameters such as the design elastic modulus and cross-sectional size parameters of the piers and main beams, and the design load data; perform simulation calculations and force analysis on the bridge and track construction process, theoretically calculate the force and deformation laws of the bridge and track at each construction stage under the action of dead load, live load, temperature, wind load, etc., and obtain the deformation envelope curve of the bridge and track under different loads.

[0069] S3: Determine the critical control points of bridge deformation

[0070] The key control points need to be calculated by combining the deformation envelope curve of the bridge track under different loads calculated by bridge track theory and the bridge line monitoring data, and by formula fitting, to establish the functional relationship y=f(t,p,x) between the bridge deformation y and key influencing factors such as temperature t and dead load p, such as the pier position, bridge tower position, maximum deflection position, mid-span position, 1 / 4 span position, etc. Figure 5 shown.

[0071] The key control points are sorted from high to low according to the sensitivity of the elevation deformation change.

[0072] S4: Fit and adjust the track alignment of the completed bridge according to the adjustment principle

[0073] The adjustment principles include:

[0074] ① Compare the measured line shape with the designed line shape. First, adjust the elevation deviation of the measured line shape at the key control point to within ±10mm; use a combination of trigonometric functions and polynomials or a cubic spline curve to fit the adjusted line shape, and re-smoothly connect the full bridge line shape. The correlation coefficient of the line shape fitting is not less than 0.98.

[0075] ② Integrate the measured line shape h(x) and the fitted adjustment line shape deformation curve g(x) along the longitudinal direction of the long-span bridge, so that the area enclosed by the measured line shape of the bridge track and the fitted adjustment line shape deformation curve within the entire bridge range and the x-axis is as equal as possible or the integral difference between the two is very small, that is, like Figure 6 shown.

[0076] ③ In the above-mentioned linear calculation and fitting process, under the premise of ensuring that the elevation deviation between the key control points of the actual measured linear shape of the track on the bridge and the key control points corresponding to the design linear shape is within the range of ±10mm, if the integrals of the actual measured linear shape h(x) and the fitted adjustment linear deformation curve g(x) along the longitudinal direction of the bridge are difficult to be equal or the integral difference between the two is very large, the actual corresponding second-phase constant load of the bridge corresponding to the actual measured linear shape is very different from the second-phase constant load of the fitted adjustment linear shape, and fitting is impossible, the high-sensitivity control key points are optimized and abandoned according to the sensitivity order, and re-fitting is performed.

[0077] This example uses the high-sensitivity control key point in the mid-span as an example. The maximum deflection in the mid-span of the original design line shape is 80mm, while the maximum deflection in the mid-span position of the actual bridge laying line shape is 100mm. According to the above principles ① and ②, it is impossible to make a fitting adjustment. Based on the deflection of 100mm in the mid-span position, the linear control key point in the mid-span position is discarded, and the smooth linear shape is refitted while ensuring that the other control key points meet the above principles ① and ② to obtain the final acceptance linear shape.

[0078] S5: Check and accept the fitted adjustment linear deformation curve

[0079] The fitting adjustment linear deformation curve verification calculation requires calculating the curvature radius R of each point of the fitting adjustment linear deformation curve so that R ≥ 0.4v 2 (v is the driving speed);

[0080] The fitting adjustment line shape acceptance includes the acceptance of the unevenness limits of the long wave 60m chord length and the short wave 10m chord length and the dynamic TQI index acceptance.

[0081] Example 2

[0082] A specific embodiment of the present invention further provides a long-span bridge track alignment optimization system, comprising:

[0083] Monitoring system building module: It is used to build a long-span bridge alignment monitoring system to monitor bridge deformation information;

[0084] Refined analysis model building module: It is used to establish an initial finite element model to simulate the bridge and track construction process, and to correct the parameters of the initial finite element model based on the long-span bridge linear monitoring system to establish a refined analysis model of the long-span bridge;

[0085] Control key point determination module: It is used to analyze the linear change law of the bridge track based on the long-span bridge refined analysis model and the long-span bridge linear monitoring system, and determine the bridge track linear control key points;

[0086] Deformation curve fitting module: It is used to obtain the measured line shape based on the long-span bridge line shape monitoring system, and compare it with the designed line shape, and make fitting adjustments to the line shape of the completed bridge track to obtain the fitting adjustment line shape deformation curve;

[0087] Verification and acceptance module: It is used to verify and accept the fitted adjustment linear deformation curve.

[0088] The above is only a preferred specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed in the present application should be covered within the protection scope of the present application.

[0089] It should be understood that parts not elaborated in detail in this specification belong to the prior art.

[0090] It should be understood that the above description of the preferred embodiment is relatively detailed and cannot be regarded as limiting the scope of patent protection of the present invention. Under the enlightenment of the present invention, ordinary technicians in this field can also make substitutions or modifications without departing from the scope of protection of the claims of the present invention, which all fall within the scope of protection of the present invention. The scope of protection requested for the present invention shall be based on the attached claims.

Claims

1. A method for optimizing the track alignment of a long-span bridge, characterized in that: The following steps are involved: Step 1. Construct a long-span bridge alignment monitoring system to monitor bridge deformation information; Step 2. Establish an initial finite element model to simulate the bridge and track construction process, and correct the parameters of the initial finite element model based on the long-span bridge linear monitoring system to establish a long-span bridge refined analysis model; Step 3. Analyze the linear change law of the bridge track based on the long-span bridge refined analysis model and the long-span bridge linear monitoring system, and determine the key points of bridge track linear control; Step 4. Based on the long-span bridge alignment monitoring system, the measured alignment is obtained, and compared with the designed alignment, and the alignment of the completed bridge track is fitted and adjusted to obtain a fitting adjustment alignment deformation curve; Step 5. Check and accept the fitted adjustment linear deformation curve.

2. The long-span bridge track alignment optimization method according to claim 1, characterized in that: The long-span bridge alignment monitoring system in step 1 includes a front-end measurement mark, an alignment measurement device, a high-precision time-space synchronous acquisition control system, and a visualization module.

3. The long-span bridge track alignment optimization method according to claim 2, characterized in that: The front-end measurement marks are firmly attached to the crash barrier of the bridge at intervals; The linear measurement equipment is used to collect monitoring data of bridge deformation information; The high-precision time-space synchronous acquisition control system controls all linear measurement equipment on the long-span bridge to collect data at the same time; at the same time, the front-end measurement identification coordinates of multiple positions are solved in real time and data verification is performed to eliminate measurement errors; by comparing the pre-input design data with the monitoring data, it is determined whether the monitoring data is erroneous, and the erroneous data is stored after being eliminated. The existing monitoring data and historical monitoring data are compared vertically to perform linear prediction, and abnormal data is warned and forecasted by setting limits; The visualization module is based on BIM and GIS technology and is used for visualization and monitoring of monitoring data. It displays the designed bridge status information, the comparison information between the ideal design line shape and the line shape of the bridge at different construction stages.

4. The method for optimizing the track alignment of a long-span bridge according to claim 1, characterized in that: The step 3 of establishing a long-span bridge refined analysis model includes: Collect the design parameters of bridge piers and main beams to establish the initial finite element model; Conduct simulation calculation and stress analysis on the bridge and track construction process based on the initial finite element model; By comparing the monitoring data of the monitoring system of the large-span dual-purpose steel truss cable-stayed bridge for road and rail transport with the theoretical data calculated by the initial finite element model, the model parameters of the initial finite element model were corrected and a refined analysis model of the large-span bridge was established.

5. The method for optimizing the track alignment of a long-span bridge according to claim 4, characterized in that: The step 3 comprises: Based on the refined analysis model of long-span bridges, the stress-deformation law of bridge tracks under the action of dead load, live load, temperature and wind load at each construction stage is calculated, and the deformation envelope curve of bridge tracks under different loads is obtained; Combined with the deformation envelope curve of the bridge track under different loads and the monitoring data of the bridge deformation information, the linear change law of the bridge track is analyzed. Through formula fitting, the functional relationship between the bridge deformation y and the key influencing factors of temperature t and constant load p is established to determine the key points of bridge track linear control; Sort the key control points from high to low according to their sensitivity to elevation deformation changes.

6. A long-span bridge track alignment optimization method according to claim 5, characterized in that: The functional relationship is: y=f(t,p,x) Where x is the horizontal coordinate of the bridge deformation monitoring point.

7. The method for optimizing the track alignment of a long-span bridge according to claim 6, characterized in that: The step 4 comprises: The actual alignment of the track structure on the long-span bridge is measured based on the long-span bridge alignment monitoring system, and the measured alignment is compared with the designed alignment. The elevation deviation of the measured alignment at the key points of the bridge track alignment control and the designed alignment is adjusted within the first set threshold range by adjusting the cable force. The adjusted measured linear line is fitted by a combination of trigonometric functions and polynomials or a cubic spline curve to obtain a fitted adjustment linear deformation curve. If fitting is not possible, the high-sensitivity control key points are optimized and discarded according to the sensitivity order, and re-fitting is performed; At the same time, the measured line shape h(x) and the fitted adjusted line shape deformation curve g(x) are integrated along the longitudinal direction of the long-span bridge respectively, so that the area enclosed by the measured line shape and the fitted adjusted line shape deformation curve is equal to the area enclosed by the x-axis within the entire bridge range or the integral of the two is less than the second set threshold.

8. The method for optimizing the track alignment of a long-span bridge according to claim 7, characterized in that: The first set threshold is ±10 mm; the second set threshold is 1% of the integral area of ​​the fitting adjustment linear deformation curve g(x) along the longitudinal direction of the long-span bridge.

9. The method for optimizing the track alignment of a long-span bridge according to claim 1, characterized in that: The step 5 comprises: Check and fit the curvature radius R of each point of the linear deformation curve to make R ≥ 0.4v 2 , where v is the driving speed; after the above conditions are met, the fitted and adjusted bridge track alignment will be used as the acceptance alignment, and the long-wave and short-wave roughness limit acceptance and dynamic TQI index acceptance will be carried out in accordance with the relevant design acceptance specifications.

10. A long-span bridge track alignment optimization system, characterized in that: include: Monitoring system building module: It is used to build a long-span bridge alignment monitoring system to monitor bridge deformation information; Refined analysis model building module: It is used to establish an initial finite element model to simulate the bridge and track construction process, and to correct the parameters of the initial finite element model based on the long-span bridge linear monitoring system to establish a refined analysis model of the long-span bridge; Control key point determination module: It is used to analyze the linear change law of the bridge track based on the long-span bridge refined analysis model and the long-span bridge linear monitoring system, and determine the bridge track linear control key points; Deformation curve fitting module: It is used to obtain the measured line shape based on the long-span bridge line shape monitoring system, and compare it with the designed line shape, and make fitting adjustments to the line shape of the completed bridge track to obtain the fitting adjustment line shape deformation curve; Calculation and acceptance module: used to check and accept the fitting adjustment linear deformation curve; The long-span bridge track alignment optimization system is used to execute the steps in the long-span bridge track alignment optimization method described in any one of claims 1-9.

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