High-speed rail thrust-free arch bridge track control network correction device and correction method

Abstract

The invention discloses a high-speed rail thrust-free arch bridge track control network correction device and correction method, and relates to the technical field of bridge construction, the high-speed rail thrust-free arch bridge track control network correction device comprises a displacement following module, a correction value acquisition module and a coordinate acquisition module, the displacement following module comprises a magnetostriction displacement meter, the two ends of the magnetostriction displacement meter are used for being rotationally connected with the main beam and the beam body assembling support, the magnetostriction displacement meter synchronously stretches out and draws back and / or inclines along with the relative displacement of the main beam and the beam body assembling support, and a two-way clinometer is arranged on the magnetostriction displacement meter; the correction value acquisition module is used for acquiring the expansion and contraction amount and / or the inclination amount of the magnetostriction displacement meter and calculating an initial correction value of a control point; the coordinate acquisition module is used for converting the initial correction value into an actual correction value in the CP III coordinate system so as to calculate a correction coordinate of the control point in the CP III coordinate system, the track control network correction device is convenient to install, and the correction efficiency and correction accuracy of the control point can be greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge construction, and particularly relates to a device and method for correcting the track control network of a high-speed railway non-thrust arch bridge. Background Art

[0002] The measurement of the ballastless track of high-speed railways is a precise measurement work, which is related to the smoothness and construction quality of the ballastless track. During the construction period, the measurement control benchmark for the construction of the base slab, track slab, self-compacting concrete pouring, track fine adjustment of the ballastless track and the track maintenance during the operation of high-speed railways is the CPⅢ symmetric control network. The high-speed railway track control network (CPⅢ) is a three-dimensional control network laid along the line. The plane network starts and closes at the high-grade basic plane control network (CPI) or the line control network (CPII), and the elevation network is attached to the line level bench mark. During the construction of various working conditions of the ballastless track, it is required that the CPⅢ coordinate values are accurate and reliable. However, due to temperature changes and load changes in the high-speed railway non-thrust arch bridge, the deformation of the beam body mainly includes vertical displacement (elevation) and longitudinal displacement deformation, which in turn causes changes in the CPⅢ coordinate values of the control points on the beam body. Therefore, it is difficult to ensure the smoothness accuracy of the ballastless track.

[0003] In the related art, for the measurement of the ballastless track of long-span bridges, generally, a CPⅢ elevation model or an elevation theoretical curve fitting method is adopted. For the method of establishing a CPⅢ elevation model, a large number of monitoring tests and CPⅢ measurements are required. The established CPⅢ elevation model is affected by the seasonal temperature environment, and the main beam deforms. It is necessary to establish models separately according to seasonal changes, with low efficiency and poor applicability. For the elevation theoretical curve fitting method, the bridge deck load is made the same as the theoretical load through equivalent replacement of the weight, and the cable forces of the suspender cables are adjusted, etc., so that the actual linear shape of the beam body is consistent with its theoretical linear shape, thereby obtaining the CPⅢ elevation change law, and then adjusting the ballastless track to be in place. However, the related technical processes are complex and it is difficult to ensure the accuracy and reliability of the CPⅢ coordinate values. Summary of the Invention

[0004] The present application provides a device and method for correcting the track control network of a high-speed railway non-thrust arch bridge, which can solve the technical problems existing in the prior art that for the determination of the three-dimensional coordinates of the control points in the track control network, the method of establishing a CPⅢ elevation model needs to establish models separately according to different seasons or temperatures, with low efficiency and poor applicability, while adopting the elevation theoretical curve fitting method, the technical process is complex and it is also difficult to ensure the accuracy and reliability of the CPⅢ coordinate values.

[0005] In a first aspect, an embodiment of the present application provides a device for correcting the track control network of a high-speed railway non-thrust arch bridge, including:

[0006] A displacement following module, which includes a magnetostrictive displacement gauge with two ends respectively used for gimbaling connection to the bottom surface of the main beam and the top of the beam erection bracket, and synchronously generates telescopic and / or tilting following the relative displacement between the main beam and the beam erection bracket. A two-way inclinometer for obtaining the tilting amount of the magnetostrictive displacement gauge is provided on the rod body of the magnetostrictive displacement gauge;

[0007] A correction value acquisition module, which is used to acquire the telescopic amount and / or tilting amount of the magnetostrictive displacement gauge in real time, and based on the telescopic amount and / or tilting amount, calculate the three-dimensional coordinate changes of the control points in the track control network caused by the displacement of the main beam, and further calculate the initial correction values of the control points in the independent coordinate system;

[0008] A coordinate acquisition module, which is used to convert the initial correction values into the actual correction values in the CPⅢ coordinate system to calculate the corrected three-dimensional coordinates of the control points in the CPⅢ coordinate system;

[0009] Wherein, the CPⅢ coordinate system is the three-dimensional coordinate system where the control points are located, and the independent coordinate system is a three-dimensional coordinate system established based on the geometric relationship between the control points on the main beam axis, simplified with the three-dimensional coordinates of the control points on the main beam axis in the CPⅢ coordinate system as the reference.

[0010] Combined with the first aspect, in an implementation manner, universal magnetic attraction mechanisms are provided at both ends of the magnetostrictive displacement gauge.

[0011] In an implementation manner, the universal magnetic attraction mechanism includes a magnetic attraction block, and a universal joint connected to the end of the magnetostrictive displacement gauge is provided on the surface of the magnetic attraction block facing the magnetostrictive displacement gauge.

[0012] In an implementation manner, the displacement following module, the correction value acquisition module, and the coordinate acquisition module are all electrically connected to a central controller for data transmission.

[0013] In a second aspect, an embodiment of the present application provides a method for correcting the track control network of a high-speed rail non-thrust arch bridge, which is implemented based on the above-mentioned device for correcting the track control network of a high-speed rail non-thrust arch bridge. The method for correcting the track control network of a high-speed rail non-thrust arch bridge includes:

[0014] Install the track control network correction device below the control points, and based on the relative displacement between the main beam and the beam erection bracket, obtain the telescopic amount and / or tilting amount synchronously generated by the magnetostrictive displacement gauge in the track control network correction device in the independent coordinate system;

[0015] Based on the telescopic amount and / or tilting amount, obtain the three-dimensional coordinate changes of the control points following the main beam in the independent coordinate system to calculate the initial correction values of the control points in the independent coordinate system, and convert the initial correction values into the actual correction values in the CPⅢ coordinate system;

[0016] Based on the initial coordinates and actual correction values of the control points in the CPⅢ coordinate system, calculate the corrected three-dimensional coordinates of the control points in the CPⅢ coordinate system.

[0017] Combined with the second aspect, in an embodiment, before installing the ballastless track control network correction device, it further includes: arranging a plurality of beam erection brackets at intervals to lay the main beam, and removing the shims on the top of the beam erection brackets after the closure of the high-speed railway thrustless arch bridge and before the ballastless track construction, so that there is a certain distance between the bottom surface of the main beam and the top of the beam erection brackets.

[0018] In an embodiment, the installation of the track control network correction device below the control point specifically includes:

[0019] Taking the beam erection bracket as a reference, determine the number and positions of the control points on the anti-collision wall of the main beam, so that a pair of control points corresponds to each other along the transverse center line of the main beam above each beam erection bracket;

[0020] Install the track control network correction device in the gap between the beam erection bracket and the main beam, so that both ends of the magnetostrictive displacement gauge in the track control network correction device are respectively connected to the bottom surface of the main beam and the top of the beam erection bracket.

[0021] In an embodiment, the obtaining of the elongation and / or inclination amount synchronously generated by the magnetostrictive displacement gauge in the track control network correction device in the independent coordinate system based on the relative displacement between the main beam and the beam erection bracket specifically includes:

[0022] Establish an independent coordinate system based on the geometric relationship between the axis control points of the main beam;

[0023] Under the condition that the main beam has zero deformation based on the design rules, adjust the angle of the track control network correction device so that the readings of the elongation and inclination amounts of the installed track control network correction device in the independent coordinate system are both 0;

[0024] Continuously obtain the elongation and / or inclination amount of the magnetostrictive displacement gauge in the track control network correction device in the independent coordinate system within a preset time period.

[0025] In an embodiment, the obtaining of the three-dimensional coordinate change of the control point following the main beam in the independent coordinate system based on the elongation and / or inclination amount to calculate the initial correction value of the control point in the independent coordinate system and convert the initial correction value into the actual correction value in the CPⅢ coordinate system specifically includes:

[0026] Obtain the initial three-dimensional coordinates of the control point in the independent coordinate system;

[0027] Based on the telescopic amount and / or tilt amount, determine the coordinate changes generated by the control points following the main girder synchronously, so as to calculate the three-dimensional coordinates of the control points after displacement in the independent coordinate system;

[0028] Based on the initial three-dimensional coordinates and the three-dimensional coordinates after displacement of the control points, calculate the initial correction value of the control points in the independent coordinate system;

[0029] Convert the initial correction value of the control points into the actual correction value in the CPⅢ coordinate system.

[0030] In one implementation, after calculating the corrected three-dimensional coordinates of the control points in the CPⅢ coordinate system based on the initial three-dimensional coordinates and the actual correction value of the control points in the CPⅢ coordinate system, it further includes, respectively using the corrected three-dimensional coordinates under working conditions such as the base plate, track slab, and self-compacting concrete pouring as the benchmark to perform construction such as the base plate, track slab, and self-compacting concrete pouring.

[0031] The beneficial effects brought by the technical solutions provided in the embodiments of the present application include:

[0032] 1. The track control network correction device in the present application generates deformation synchronously following the displacement of the main girder through the magnetostrictive displacement gauge, and cooperates with the correction value acquisition module and the coordinate acquisition module, which can accurately calculate the corrected three-dimensional coordinates of the control points. Moreover, the sustainable deformation of the track control network correction device can accurately reproduce the dynamic deformation posture of the main girder. Compared with the traditional CPⅢ elevation model, the operation is more convenient, and it also has higher measurement accuracy. In addition, the overall installation of the track control network correction device is simple, and the cost is low, which can greatly improve the correction efficiency;

[0033] 2. The correction method in the present application makes full use of the track control network correction device to correct the coordinates of the control points in real time, solves the multi-value problem of the control points of the high-speed rail non-thrust arch bridge changing dynamically with the environment, makes the CPⅢ coordinates of the ballastless track accurate and reliable under various working conditions, and meets the measurement requirements of the 400-kilometer / hour high-speed rail ballastless track;

[0034] 3. The correction method in the present application uses the erected main girder assembly support as the measurement platform, installs the track control network correction device at the bottom of the main girder directly below the control point and the top surface of the beam body assembly support, which can directly measure the displacement of the control point following the main girder and perform calculations. Compared with the traditional correction method, the correction process is reduced, and the correction work efficiency of the control points is greatly improved. Description of the Drawings

[0035] To more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0036] Figure 1 Schematic structural diagram of a high-speed railway non-thrust arch bridge track control network correction device provided by an embodiment of the present application;

[0037] Figure 2 Structural position diagram of a high-speed railway non-thrust arch bridge track control network correction device provided by an embodiment of the present application;

[0038] Figure 3 Schematic flow diagram of a high-speed railway non-thrust arch bridge track control network correction method provided by an embodiment of the present application.

[0039] In the figure: 1. Magnetostrictive displacement gauge; 2. Universal magnetic attraction mechanism; 3. Bidirectional inclinometer; 4. Main beam; 5. Beam assembly support. Detailed implementation manners

[0040] In order to enable those skilled in the art to better understand the solutions of the present application, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, rather than all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0041] First, explanations are made for the technical terms that appear in the present application to facilitate those skilled in the art to understand the technical solutions of the present application.

[0042] Independent coordinate system: Usually established according to the structural design drawings and the actual on-site situation. By simplifying the three-dimensional coordinates of the beam control points in the CPⅢ coordinate system into the three-dimensional coordinates of a geometric three-dimensional coordinate system based on the geometric relationship between the main beam axis control points, it is convenient to measure and calculate the key point coordinates of the beam to guide construction and inspection.

[0043] CPⅢ coordinate system: It is an important system used to control the laying accuracy of the track in high-speed railway engineering survey. It is laid along the line and provides a precise control reference for the laying and operation and maintenance of the ballastless track. The establishment of the CPⅢ coordinate system needs to meet the high-precision requirements of high-speed railways to ensure the smoothness and stability of the track.

[0044] In a first aspect, the present application provides a device for correcting the track control network of a high-speed railway non-thrust arch bridge, which can solve the technical problems existing in the prior art. The method of establishing a CPⅢ elevation model for determining the coordinates of control points in the track control network needs to establish models separately according to different seasons or temperatures, with low efficiency and poor applicability. And when using the elevation theoretical curve fitting method, the technical process is complex, and it is also difficult to ensure the accuracy and reliability of the CPⅢ coordinate values.

[0045] Figure 1 FIG. 4 is a schematic structural diagram of a device for correcting the track control network of a high-speed railway non-thrust arch bridge provided by an embodiment of the present application. Figure 2 FIG. 5 is a structural position diagram of a device for correcting the track control network of a high-speed railway non-thrust arch bridge provided by an embodiment of the present application. As Figure 1 、 Figure 2 shown, the track control network correction device in the present application includes a displacement following module, which includes a magnetostrictive displacement gauge 1 whose two ends are respectively used for gimbal rotation connection to the bottom surface of the main beam 4 and the top of the beam assembly support 5, and synchronously generates telescopic and / or tilting along with the relative displacement between the main beam 4 and the beam assembly support 5.

[0046] The selection position of the control points in the track control network is generally on the anti-collision wall of the main beam 4. The number of pairs of control points is multiple and equal to the number of beam assembly supports 5, so that a pair of control points corresponds to each beam assembly support 5 along the transverse center line of the main beam 4 of the beam body. The magnetostrictive displacement gauge 1 itself has a certain telescopic performance, and its two ends are respectively connected to the main beam 4 and the beam assembly support 5 by gimbal rotation. The position of the beam assembly support 5 is fixed, but the main beam 4 will deform due to other external factors such as temperature and load, and the positions of the control points on the anti-collision wall of the main beam 4 will also change synchronously. At this time, the magnetostrictive displacement gauge 1 will also synchronously generate telescopic and / or tilting along with the deformation of the main beam 4. A two-way inclinometer 3 for obtaining the tilting amount of the magnetostrictive displacement gauge 1 is provided on the rod body of the magnetostrictive displacement gauge 1. The magnetostrictive displacement gauge 1 records its own telescopic amount, while the two-way inclinometer 3 can read the tilting angle and tilting direction of the magnetostrictive displacement gauge 1 for subsequent correction calculations.

[0047] The track control network correction device in the present application further includes a correction value acquisition module and a coordinate acquisition module. The correction value acquisition module is used to acquire the telescopic amount and / or tilting amount of the magnetostrictive displacement gauge 1 in real time, and based on the telescopic amount and / or tilting amount, calculate the coordinate changes of the control points in the track control network synchronously generated due to the displacement of the main beam 4, and then calculate the initial correction values of the control points in the independent coordinate system. The coordinate acquisition module is used to convert the initial correction values into the actual correction values in the CPⅢ coordinate system to calculate the corrected three-dimensional coordinates of the control points in the CPⅢ coordinate system.

[0048] It should be noted here that the independent coordinate system is established with the center of the abutment of the main beam 4 as the origin, the longitudinal center line of the main beam 4 as the X-axis, the transverse center line of the main beam 4 as the Y-axis, and the plumb direction as the Z-axis. The elongation and inclination of the magnetostrictive displacement gauge 1 are calculated based on the independent coordinate system. The CPⅢ coordinate system is a unified coordinate system for the high-speed ballastless track line established with the control points as the reference. Both the independent coordinate system and the CPⅢ coordinate system are common existing means, and the specific establishment methods will not be elaborated in detail in this article.

[0049] That is, in the process of the correction calculation of the control points in the track control network, the conversion of two coordinate systems is involved, namely the independent coordinate system and the CPⅢ coordinate system. The independent coordinate system is based on the three-dimensional coordinates of the axis control points of the main beam (4) in the CPⅢ coordinate system and is simplified to a geometric three-dimensional coordinate system based on the geometric relationship between the axis control points of the main beam (4). It is mainly used to intuitively describe the relative displacement relationship between the control points on the main beam 4 and the control piles on the beam assembly support 5, facilitating the intuitive acquisition of the change amount of the control points through the track control network correction device. The CPⅢ coordinate system is used to control the laying accuracy of the track. Their functional positions are different. Therefore, to meet different functional requirements, the two need to be calculated separately.

[0050] The elongation and / or inclination of the magnetostrictive displacement gauge 1 are measured based on the independent coordinate system. The correction value acquisition module will first calculate the initial correction value of the control points in the independent coordinate system according to the elongation and / or inclination, and finally perform coordinate system conversion to convert the initial correction value of the control points in the independent coordinate system into the actual correction value in the CPⅢ coordinate system, and finally determine the corrected three-dimensional coordinates of the control points. Subsequently, when the construction personnel carry out subsequent construction such as the construction of the base plate, track slab, and self-compacting concrete pouring, they are all based on the corrected three-dimensional coordinates of the control points in the CPⅢ coordinate system to ensure the construction accuracy.

[0051] Furthermore, universal magnetic adsorption mechanisms 2 are provided at both ends of the magnetostrictive displacement gauge 1. The universal magnetic adsorption mechanisms 2 are used to respectively adsorb the bottom surface of the main beam 4 and the top of the beam assembly support 5. At the same time, relative rotation can occur between the universal magnetic adsorption mechanisms 2 and the magnetostrictive displacement gauge 1. In practical applications, the levelness of the universal magnetic adsorption mechanisms 2 remains unchanged, and the magnetostrictive displacement gauge 1 tilts and elongates following the deformation of the main beam 4.

[0052] Further, the universal magnetic attraction mechanism 2 includes a magnetic attraction block, and a universal rotating member connected to the end of the magnetostrictive displacement gauge 1 is provided on one end face of the magnetic attraction block facing the magnetostrictive displacement gauge 1. The setting of the magnetic attraction block can directly adsorb the main beam 4 and the beam assembly support 5, which can greatly improve the installation convenience of the overall track control network correction device. A groove is provided on one end face of the magnetic attraction block facing the magnetostrictive displacement gauge 1. The bottom of the universal rotating member is arranged in the groove, and its rotating surface is connected to the end of the magnetostrictive displacement gauge 1 to realize the universal rotation between the universal magnetic attraction mechanism 2 and the magnetostrictive displacement gauge 1.

[0053] Further, in a possible implementation manner, a central projection point is provided on the outer periphery of the magnetic attraction block, and the central axis of the magnetostrictive displacement gauge 1 is drawn in a cross shape at the central projection point, so as to correspond to the cross drawn line of the control pile of the beam assembly support 5, which is convenient for calibrating the initial position of the magnetostrictive displacement gauge 1.

[0054] Further, the displacement following module, the correction value acquisition module and the coordinate acquisition module are all electrically connected to a central controller to realize data intercommunication. In a possible implementation manner, the central controller is also electrically connected to a total station, so that after the coordinate calculation of the control point correction is completed, the central controller controls the total station to start, so as to facilitate the subsequent construction of the staff.

[0055] The action mechanism of the track control network correction device in this application is as follows: the two universal magnetic attraction mechanisms 2 respectively rely on their own magnetism to adsorb on the bottom surface of the main beam 4 and the control pile on the top of the beam assembly support 5. And under the condition that the main beam has zero deformation based on the design rules, the telescopic amount reading and the inclination amount reading of the magnetostrictive displacement gauge 1 are both zero. Subsequently, within a certain period of time, the main beam 4 deforms due to external factors, and the magnetostrictive displacement gauge 1 synchronously generates a certain amount of telescopic and / or inclination. After the correction value acquisition module reads the telescopic and / or inclination amount, it calculates the initial correction value of the control point in the independent coordinate system. Finally, the coordinate acquisition module performs the coordinate system conversion calculation to obtain the actual correction value and the corrected three-dimensional coordinates of the control point in the CPⅢ coordinate system. When the construction personnel carry out subsequent construction such as base plate, track slab, and self-compacting concrete pouring, they are all based on the corrected coordinates of the control point.

[0056] The track control network correction device in this application synchronously generates deformation by the magnetostrictive displacement gauge 1 following the displacement of the main beam 4, and cooperates with the correction value acquisition module and the correction value acquisition module, which can accurately calculate the three-dimensional coordinate change of the control point following the displacement of the main beam 4, facilitating the calculation of the corrected three-dimensional coordinates of the control point. And the sustainable deformation of the track control network correction device can accurately reproduce the dynamic deformation posture of the main beam 4. Compared with the traditional CPⅢ elevation model, the operation is more convenient, and it also has higher measurement accuracy. Moreover, the overall installation of the track control network correction device is simple and the cost is low, which can greatly improve the correction efficiency.

[0057] In a second aspect, the present application provides a method for correcting the track control network of a high-speed railway non-thrust arch bridge, which is implemented based on the above-mentioned device for correcting the track control network of a high-speed railway non-thrust arch bridge. Figure 3 FIG. is a schematic flow chart of a method for correcting the track control network of a high-speed railway non-thrust arch bridge provided by an embodiment of the present application. As Figure 3 shown, the correction method includes:

[0058] S1: Install the track control network correction device below the control point, and based on the relative displacement between the main beam 4 and the beam assembly support 5, obtain the expansion amount and / or inclination amount synchronously generated by the magnetostrictive displacement gauge 1 in the track control network correction device in the independent coordinate system.

[0059] The control points are set according to the position and quantity of the beam assembly supports 5. The center line of each beam assembly support 5 in the transverse direction of the bridge is directly opposite to a pair of control points. Both ends of the track control network correction device are respectively connected to the main beam 4 and the beam assembly support 5, so that the track control network correction device has certain expansion and inclination performances. When the main beam 4 deforms, it will drive a relative displacement between the control points and the beam assembly support 5, and the track control network correction device expands and / or inclines synchronously.

[0060] S2: Based on the expansion amount and / or inclination amount, obtain the three-dimensional coordinate change of the control point following the main beam 4 in the independent coordinate system, calculate the initial correction value of the control point in the independent coordinate system, and convert the initial correction value into the actual correction value in the CPⅢ coordinate system.

[0061] The expansion amount and inclination amount of the track control network correction device are calculated based on the independent coordinate system. Therefore, for the acquisition of the coordinate change of the control point and the calculation of the initial correction value, both are first based on the independent coordinate system, and the initial correction value of the control point in the independent coordinate system is calculated. Subsequently, the CPⅢ coordinate system is established, and through the operation and conversion of the coordinate system, the initial correction value in the independent coordinate system is converted into the actual correction value in the CPⅢ coordinate system.

[0062] S3: Based on the initial coordinate and the actual correction value of the control point in the CPⅢ coordinate system, calculate the corrected coordinate of the control point in the CPⅢ coordinate system.

[0063] The number of control points is multiple. Therefore, the initial coordinates of each control point are different. The control points are generally arranged at positions such as the crash barrier 30 - 50 cm above the top surface of the designed main beam 4. The distance between adjacent pairs of control points is about 60 meters, and a forced centering mark is set for the control points to ensure the accuracy of measurement. When confirming the initial coordinates of the control points, instruments such as total stations and levels are generally used, and it is preferably carried out on a windless cloudy day or at night, and the temperature and air pressure during the measurement of the control points are accurately measured. The commonly used coordinate determination methods currently include various methods such as polar coordinate calculation and free station coordinate calculation, which are not specifically restricted in this application. The corrected three-dimensional coordinates of the control points are calculated through the initial coordinates and actual correction values of the control points.

[0064] Further, before step S1, it also includes arranging a plurality of beam erection supports 5 at intervals to lay the main beam 4, and removing the shims on the top of the beam erection supports 5 after the high-speed railway non-thrust arch bridge is closed and before the ballastless track construction, so that there is a certain distance between the bottom surface of the main beam 4 and the top of the beam erection supports 5. The shims have a certain thickness and are detachably arranged on the top of the beam erection supports 5 to support and lay the main beam 4. After the hardness of the main beam 4 meets the construction requirements, the shims are removed to reserve the installation space for the track control network correction device. In a possible implementation manner, the distance between adjacent two beam erection supports 5 is 60 - 80 meters.

[0065] Further, step S1 specifically includes:

[0066] S101: Taking the beam erection support 5 as a reference, determine the number and positions of the control points located on the crash barrier of the main beam 4, so that a pair of control points corresponds to each other along the transverse center line of the main beam 4 above each beam erection support 5;

[0067] S102: Install the track control network correction device in the gap between the beam erection support 5 and the main beam 4, so that the two ends of the magnetostrictive displacement gauge 1 in the track control network correction device are respectively connected to the bottom surface of the main beam 4 and the top of the beam erection support 5;

[0068] After the cushion concrete is poured and the protective wall of the main beam 4 is constructed, at night without wind and in a stable state of the main beam 4, control points are respectively set on the protective walls above each beam erection support 5, and a control pile is set at the bottom surface of the main beam 4 and the top of the beam erection support 5 directly below the control point. The control pile on the top of the beam erection support 5 is separated from the main beam 4 and is not affected by the dynamic changes of the bridge structure, making the correction result more stable and reliable. Subsequently, a track control network correction device is installed between each control pile on the bottom surface of the main beam 4 and the corresponding control pile on the top of the beam erection support 5, and the universal magnetic adsorption mechanism 2 at both ends of the track control network correction device is used to respectively adsorb the control pile on the bottom surface of the main beam 4 and the control pile on the top of the beam erection support 5.

[0069] S103: Establish an independent coordinate system based on the geometric relationship between the control points on the axis of the main beam 4;

[0070] S104: Under the condition that the main beam 4 has zero deformation based on the design rules, adjust the angle of the track control network correction device so that the readings of the telescopic amount and the inclination amount of the track control network correction device in the independent coordinate system are both 0 after installation;

[0071] S105: Continuously obtain the telescopic amount and / or inclination amount of the magnetostrictive displacement gauge 1 in the track control network correction device in the independent coordinate system within a preset time period;

[0072] Under the condition that the main beam 4 has zero deformation based on the design rules, with the independent coordinate system as the reference, adjust the angle of the track control network correction device so that the angle of the track control network correction device is in the plumb state based on the top control pile of the beam assembly support 5. At this time, the readings of the telescopic amount and the inclination amount of the track control network correction device in the independent coordinate system are both 0. The above-mentioned certain period of time refers to continuously reading the telescopic amount and the inclination amount of the track control network correction device and calculating the corrected three-dimensional coordinates of the control points in real time under construction conditions such as the pouring of the base plate, track slab, and self-compacting concrete.

[0073] Further, step S2 specifically includes:

[0074] S201: Obtain the initial coordinates of the control points in the independent coordinate system;

[0075] S202: Based on the telescopic amount and / or inclination amount, determine the three-dimensional coordinate change of the control points following the synchronous movement of the main beam 4 to calculate the three-dimensional coordinates of the control points in the independent coordinate system after displacement;

[0076] S203: Based on the initial three-dimensional coordinates and the three-dimensional coordinates after displacement of the control points, calculate the initial correction value of the control points in the independent coordinate system;

[0077] S204: Convert the initial correction value into the actual correction value in the CPⅢ coordinate system;

[0078] First, obtain the initial three-dimensional coordinates of the control points in the independent coordinate system. Subsequently, based on the telescopic amount and / or inclination amount, calculate the three-dimensional coordinate change of the control points following the displacement of the main beam 4 to calculate the initial correction value of the control points in the independent coordinate system. Then, perform coordinate transformation on the initial correction value of the control points in the independent coordinate system to obtain the actual correction value of the control points in the CPⅢ coordinate system. The initial three-dimensional coordinates of the control points in the independent coordinate system are obtained by various existing measurement methods, which will not be elaborated one by one in this application.

[0079] Further, in step 3, after obtaining the actual correction value of the control point in the CPIII coordinate system, perform a check calculation based on the initial three-dimensional coordinate value and the actual correction value of the control point in the CPIII coordinate system, and then the corrected three-dimensional coordinate of the control point in the CPIII coordinate system can be obtained. Subsequently, the construction workers use the corrected three-dimensional coordinates under conditions such as the base plate, track slab, and self-compacting concrete pouring as the benchmarks respectively to carry out the construction of the base plate, track slab, self-compacting concrete pouring, etc., ensuring the uniqueness of the benchmarks under various conditions of the base plate, track slab, and self-compacting concrete pouring construction. There are various ways in the prior art for the calculation process of calculating the corrected three-dimensional coordinates based on the actual correction value, and this application does not make specific restrictions.

[0080] It should be noted here that during the correction process of the control points, the number of control points is multiple pairs, the number of track control network correction devices is equal to the number of control points, and the three-dimensional coordinates of each control point are different. Therefore, during the entire correction process, each control point will be accounted for separately, but the correction methods are all the same.

[0081] In the description of this application, it should be noted that the orientation or positional relationship indicated by terms such as "upper" and "lower" is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, so it cannot be understood as a limitation to this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0082] It should be noted that in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the said element.

[0083] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments shown herein, but rather will be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A correction device for the track control network of a high-speed railway non-thrust arch bridge, characterized in that, Comprising: A displacement following module, which includes a magnetostrictive displacement gauge (1) with two ends respectively used for gimbal rotation connection to the bottom surface of the main beam (4) and the top of the beam assembly support (5), and synchronously generates telescoping and / or tilting following the relative displacement between the main beam (4) and the beam assembly support (5). A two-way inclinometer (3) for obtaining the tilting amount of the magnetostrictive displacement gauge (1) is provided on the rod body of the magnetostrictive displacement gauge (1); A correction value acquisition module, which is used to acquire the telescoping amount and / or tilting amount of the magnetostrictive displacement gauge (1) in real time, and based on the telescoping amount and / or tilting amount, calculate the three-dimensional coordinate changes synchronously generated by the control points in the track control network due to the three-dimensional displacement of the main beam (4), and further calculate the initial correction values of the control points in the independent coordinate system; A coordinate acquisition module, which is used to convert the initial correction values into actual correction values in the CPⅢ coordinate system to calculate the corrected three-dimensional coordinates of the control points in the CPⅢ coordinate system; Wherein, the CPⅢ coordinate system is the three-dimensional coordinate system where the control points are located, and the independent coordinate system is a three-dimensional coordinate system established based on the geometric relationship between the control points on the axis of the main beam (4) in the CPⅢ coordinate system, simplified to be based on the geometric relationship between the control points on the axis of the main beam (4).

2. The modified device for the track control network of a high-speed railway non-thrust arch bridge according to claim 1, characterized in that Universal magnetic attraction mechanisms (2) are provided at both ends of the magnetostrictive displacement gauge (1).

3. The correction device for the track control network of a high-speed rail non-thrust arch bridge according to claim 2, characterized in that The universal magnetic attraction mechanism (2) includes a magnetic attraction block, and a universal joint connected to the end of the magnetostrictive displacement gauge (1) is provided on one surface of the magnetic attraction block facing the magnetostrictive displacement gauge (1).

4. A correction device for the track control network of a high-speed railway non-thrust arch bridge according to claim 1, characterized in that, The displacement following module, the correction value acquisition module, and the coordinate acquisition module are all electrically connected to a central controller for data transmission.

5. A method for correcting the track control network of a high-speed rail non-thrust arch bridge, implemented based on the track control network correction device of any one of claims 1 to 4. The method for correcting the track control network of a high-speed rail non-thrust arch bridge includes: Installing the track control network correction device below the control points, and based on the relative displacement between the main beam (4) and the beam assembly support (5), obtaining the telescoping amount and / or tilting amount synchronously generated by the magnetostrictive displacement gauge (1) in the track control network correction device in the independent coordinate system; Based on the telescoping amount and / or tilting amount, obtaining the three-dimensional coordinate changes of the control points following the main beam (4) in the independent coordinate system to calculate the initial correction values of the control points in the independent coordinate system, and converting the initial correction values into actual correction values in the CPⅢ coordinate system; Based on the initial coordinates and actual correction values of the control points in the CPⅢ coordinate system, calculating the corrected three-dimensional coordinates of the control points in the CPⅢ coordinate system.

6. A method for correcting the track control network of a high-speed rail non-thrust arch bridge according to claim 5, characterized in that Before installing the track control network correction device, it further includes: arranging multiple beam assembly supports (5) at intervals to lay the main beam (4), and removing the shims on the top of the beam assembly support (5) after the high-speed rail non-thrust arch bridge is closed and before the ballastless track construction, so that there is a certain distance between the bottom surface of the main beam (4) and the top of the beam assembly support (5).

7. A method for correcting the track control network of a high-speed rail non-thrust arch bridge according to claim 6, characterized in that The installation of the track control network correction device below the control points specifically includes: Taking the beam assembly bracket (5) as a reference, the number and positions of the control points on the anti-collision wall of the main beam (4) are determined so that the top of each beam assembly bracket (5) along the transverse center line of the beam body of the main beam (4) corresponds to a pair of control points; The track control network correction device is installed in the gap between the beam assembly bracket (5) and the main beam (4), so that the two ends of the magnetostrictive displacement meter (1) in the track control network correction device are respectively connected to the bottom surface of the main beam (4) and the top of the beam assembly bracket (5).

8. A method for correcting the track control network of a high-speed railway non-thrust arch bridge according to claim 7, characterized in that, The method of obtaining the expansion and contraction amount and / or the inclination amount synchronously generated by the magnetostrictive displacement meter (1) in the track control network correction device in the independent coordinate system based on the relative displacement between the main beam (4) and the beam assembly bracket (5) specifically includes: An independent coordinate system is established based on the geometric relationship between the control points of the main beam (4) axis; Under the condition that the main beam (4) is zero-deformed based on the design rule, the angle of the track control network correction device is adjusted so that the expansion and contraction amount and the inclination amount readings of the track control network correction device in the independent coordinate system after installation are both 0; The expansion and contraction amount and / or the inclination amount of the magnetostrictive displacement meter (1) in the track control network correction device in the independent coordinate system are continuously obtained within a preset time period.

9. A method for correcting the track control network of a high-speed railway non-thrust arch bridge as described in claim 8, characterized in that, The method of obtaining the three-dimensional coordinate change of the control point following the main beam (4) in the independent coordinate system based on the expansion and contraction amount and / or the inclination amount, calculating the initial correction value of the control point in the independent coordinate system, and converting the initial correction value into the actual correction value in the CPⅢ coordinate system, specifically includes: Get the initial three-dimensional coordinates of the control point in the independent coordinate system; Based on the expansion and contraction amount and / or the inclination amount, determining the three-dimensional coordinate change of the control point synchronously following the main beam (4) to calculate the three-dimensional coordinate of the control point after displacement in the independent coordinate system; Based on the initial three-dimensional coordinates of the control point and the three-dimensional coordinates after displacement, the initial correction value of the control point in the independent coordinate system is calculated; Convert the initial correction value of the control point into the actual correction value in the CPⅢ coordinate system.

10. A method for correcting the track control network of a high-speed railway non-thrust arch bridge as described in claim 5, characterized in that, After calculating the corrected three-dimensional coordinates of the control point in the CPⅢ coordinate system based on the initial three-dimensional coordinates of the control point in the CPⅢ coordinate system and the actual correction value, it also includes carrying out construction of the base plate, track plate, self-compacting concrete pouring, etc. based on the corrected three-dimensional coordinates under the working conditions of the base plate, track plate, self-compacting concrete pouring, etc.

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