Method and system for controlling linear shape of deck of deck type arch bridge

Abstract

The invention discloses a deck-type arch bridge deck linear control method and system, and the method comprises the following steps: S100, carrying out the precise measurement of the center coordinates of a column foot of a vertical column through a measuring instrument after the closure of arch ribs, and calculating the blanking length of the vertical column according to the measured data and a displacement influence matrix; and S200, according to the determined stand column blanking length, stand column prefabrication work is carried out, and after stand column construction is completed, bent cap hoisting work is carried out. After hoisting is completed, the coordinates of the top face of the bent cap are measured, and the correction value of the height of the support padstone is calculated; and S300, after construction of the support cushion stone is completed, main beam hoisting is conducted, after hoisting of the main beam is completed, coordinates of the top face of the main beam are measured, and the bridge deck line shape is finely adjusted through a bridge deck pavement layer so that the bridge deck line shape can reach the designed line shape. According to the method, a staged three-time correction strategy is adopted, the influence matrix and the pre-camber distribution model are combined, the arch building structure parameters are adjusted at a time, the bridge deck linear precision is remarkably improved, the construction efficiency is improved, and the period and cost are saved.

Description

Technical Field

[0001] This invention belongs to the field of bridge construction technology, and more specifically, relates to a method and system for controlling the deck alignment of an upper-bearing arch bridge. Background Technology

[0002] The main structures of a through-arch bridge include the main arch rib, the arch support columns, the bearings, and the main beam. In the construction of most through-arch bridges, the main arch rib is constructed and closed first, then the arch support columns are constructed on the basis of the main arch rib, then the bearings are installed, and finally the main beam is erected.

[0003] The smoothness of a bridge deck's alignment directly impacts the bridge's overall stress state and driving comfort, making it a crucial indicator for bridge acceptance and a significant challenge in the construction control of through-arch bridges. In the typical erection process of through-arch bridges, the deck alignment is jointly controlled by the arch ribs and the superstructure. During actual construction, the arch ribs are inevitably affected by factors such as construction work (welding, temporary construction loads, segmental joint deviations, etc.), environmental factors (wind direction, temperature, etc.), and dimensional accuracy (arch rib manufacturing precision). This inevitably leads to deviations between the arch rib alignment and the target value, directly impacting the installation of the superstructure and consequently the final bridge deck alignment. The traditional solution is to calculate the deviation between the measured coordinates of the column base at the position to be lifted and the target value based on the column lifting sequence, and then cut the columns on the arch sequentially. This approach relies on manual measurement and experience adjustment layer by layer during construction. The column cutting length of a single bridge needs to be corrected repeatedly 5 to 8 times, and the cumulative error of a single adjustment can reach ±15mm, resulting in slow column lifting progress, poor lifting accuracy, extended construction period, and greatly increased construction costs. Summary of the Invention

[0004] To address the aforementioned deficiencies or improvement needs of existing technologies, this invention provides a method and system for controlling the bridge deck alignment of an upper-bearing arch bridge. Through a phased, three-stage correction strategy (column cutting → bearing pad correction → main beam leveling), combined with an influence matrix and a pre-camber allocation model, it achieves a one-time adjustment of relevant structural parameters of the superstructure, significantly improving the accuracy of the bridge deck alignment. The error is reduced from ±15mm in traditional methods to ±3mm. This innovative method not only significantly improves construction accuracy but also effectively reduces bridge deck unevenness, enhancing driving comfort and reducing bumps and noise during vehicle travel. Simultaneously, the phased correction strategy decomposes the complex construction process into multiple controllable stages, each optimized and adjusted through precise measurement and data analysis. This avoids the time wasted due to multiple reworks in traditional construction, significantly improving construction efficiency and saving construction time and costs.

[0005] To achieve the above objectives, according to a first aspect of the present invention, a method for controlling the deck alignment of an upper-bearing arch bridge is provided, comprising the following steps:

[0006] S100: After the arch ribs are closed, the center coordinates of the column base are accurately measured using measuring instruments. Based on the measured data and the displacement influence matrix, the cutting length of the column is calculated.

[0007] S200: Based on the determined column cutting length, carry out column prefabrication work. After the column construction is completed, carry out cap beam hoisting operation. After hoisting is completed, measure the coordinates of the top surface of the cap beam and calculate the correction value of the support pad height.

[0008] S300: After the bearing pad stone construction is completed, the main beam will be hoisted. After the main beam is hoisted, the coordinates of the top surface of the main beam will be measured, and the bridge deck alignment will be finely adjusted through the bridge deck pavement layer to achieve the design alignment.

[0009] Furthermore, step S100 specifically includes the following steps:

[0010] S110: After the arch ribs are closed, the three-dimensional spatial coordinates of the center coordinates of the column base of each column are measured, wherein the center coordinates of the nth column base are defined by (x... n y n z n This indicates that the measured data are organized sequentially and summarized to form the measured coordinate matrix B of all column bases. n This matrix comprehensively records the actual spatial location information of the column bases at the current stage;

[0011]

[0012] S120: Using finite element analysis software, calculate the mutual influence of adjacent column construction during the hoisting process for each column, and organize the calculation results into a displacement influence matrix between columns, including the coordinate offset influence matrix ΔB. n The calculation method is as follows:

[0013] ΔB n =[K]·[F] -1 ·[P]

[0014] In the formula: [K] is the stiffness matrix between the columns;

[0015] [F] is the load matrix;

[0016] [P] is the boundary condition matrix;

[0017] Among them, the three-dimensional coordinate offset of the nth column caused by the displacement of the adjacent column is expressed as (Δx) n Δy n Δz nThis matrix represents the interaction of displacements during the column hoisting process, with the displacement influence matrix ΔB between each column. n Represented as:

[0018]

[0019] S130: Obtain the design coordinates of the top of each column based on the design drawings, and construct the design coordinate matrix S n Combined with the measured coordinate matrix B of the column base obtained in step S110 n And the displacement influence matrix ΔB during column hoisting calculated in step S120. n Meanwhile, considering the remaining pre-camber matrix C in the current construction phase, the cutting length L of all columns is calculated. n The bridge alignment was revised for the first time, and the cutting length L of the columns was adjusted. n The calculation formula is:

[0020] L n =S n +C+ΔB n -B n

[0021] In the formula: S n Let n be the design coordinate matrix for the top of the columns.

[0022] C represents the remaining pre-camber matrix before column hoisting;

[0023] ΔB n The displacement influence matrix between columns during column hoisting;

[0024] B n Let be the measured coordinate matrix of the bases of n columns;

[0025] Furthermore, in step S120, a refined bridge structure model is established using finite element analysis software. The model considers the influence of material nonlinearity, geometric nonlinearity, and boundary conditions to simulate the column hoisting construction process. It also considers the influence of structural self-weight, construction load, and environmental factors. Through simulation analysis, the displacement influence matrix between columns during the column hoisting process is calculated.

[0026] Furthermore, step S200 specifically includes the following steps:

[0027] S210: After the column cap beams are hoisted and the structure is stable, coordinate measurements are taken on the top surface of the cap beams on each column. Following a unified measurement benchmark and sequence, the three-dimensional coordinate data of key control points on the top surface of the cap beams are acquired sequentially. The measurement results are then systematically organized to form a dataset containing the measured coordinates of all cap beam top surfaces, and this dataset is summarized to form the measured coordinate matrix G of the cap beam top surfaces. n ;

[0028]

[0029] S220: Based on the bridge design drawings, obtain the design coordinates of the top surfaces of all bearing pad stones and construct the design coordinate matrix D. n Combined with the measured coordinate matrix G of the top surface of the cap beam obtained in step S210 n Given the remaining pre-camber matrix C′ after the current column cap beam is hoisted, the cutting height of the bearing pad stone corresponding to each column is calculated, forming the bearing pad stone cutting height matrix H. n .

[0030] H n =D n +C'-G n

[0031] In the formula: H n Let n be the matrix of the material cutting height of the support pad stones for n columns;

[0032] D n The design coordinate matrix for the top of the stone pads supporting n columns;

[0033] C' represents the remaining pre-camber matrix after the column cap beam is hoisted;

[0034] G n Let be the measured coordinate matrix of the top of the beam for n columns;

[0035] Furthermore, based on the calculation results, the prefabrication and installation of the bearing pads are carried out. By precisely controlling the height of the bearing pads, a second systematic correction of the bridge alignment is completed, further improving the alignment accuracy of the bridge structure and making it closer to the design target alignment.

[0036] Further, step S300 includes the following:

[0037] A detailed comparative analysis was conducted based on the measured coordinate data of the main beam top surface and the coordinates of the designed bridge alignment. Based on the deviation between the two, combined with the material characteristics and construction technology of the bridge deck pavement, the thickness adjustment amount of each area of ​​the bridge deck pavement was determined through precise calculation. During the bridge deck pavement construction process, the pavement thickness was strictly controlled, and the bridge deck alignment was finely adjusted so that the final bridge deck alignment met the design requirements.

[0038] Furthermore, the coordinates of the column base center, the top surface of the cap beam, and the top surface of the main beam are measured using a high-precision total station or GNSS measurement system. During the measurement process, a multi-repetition observation method is used, and the average value is taken as the final measurement result to ensure that the measurement accuracy reaches the millimeter level.

[0039] Furthermore, after each correction, the coordinates of the corrected structure are monitored in real time. The monitoring data is transmitted to the control center in real time via a wireless transmission system and compared with the design data for timely adjustment of the construction plan.

[0040] According to another aspect of the present invention, a bridge deck alignment control system for an upper-bearing arch bridge is provided, comprising:

[0041] Column cutting length calculation module: After the arch ribs are closed, the center coordinates of the column base are accurately measured using measuring instruments. Based on the measured data and the displacement influence matrix, the cutting length of the column is calculated.

[0042] The module for correcting the height of the bearing pad stone: Based on the determined column cutting length, the column prefabrication work is carried out. After the column construction is completed, the cap beam hoisting operation is carried out. After hoisting, the coordinates of the top surface of the cap beam are measured, and the correction value for the height of the bearing pad stone is calculated.

[0043] Bridge deck pavement adjustment module: After the bearing pad stone construction is completed, the main beam is hoisted. After the main beam is hoisted, the coordinates of the top surface of the main beam are measured, and the bridge deck alignment is finely adjusted through the bridge deck pavement layer to achieve the design alignment.

[0044] In summary, compared with the prior art, the above-described technical solutions conceived by this invention can achieve the following beneficial effects:

[0045] 1. The bridge deck alignment control method for the upper-bearing arch bridge of this invention, through a three-stage correction strategy (column cutting → bearing pad correction → main beam leveling), combined with the influence matrix and pre-camber allocation model, achieves a one-time adjustment of relevant structural parameters of the superstructure, significantly improving the accuracy of the bridge deck alignment and reducing the error from ±10mm in traditional methods to ±3mm. This innovative method not only significantly improves construction accuracy but also effectively reduces bridge deck unevenness, enhances driving comfort, and reduces bumps and noise during vehicle travel. Simultaneously, the staged correction strategy decomposes the complex construction process into multiple controllable stages, each optimized and adjusted through precise measurement and data analysis, avoiding the time wasted due to multiple reworks in traditional construction, significantly improving construction efficiency, and saving construction time and costs.

[0046] 2. The bridge deck alignment control method of the present invention uses precisely measured data, combined with displacement influence matrix, design coordinates, and pre-camber matrix, to calculate the column cutting length and bearing pad height. The column cutting length calculation considers the actual position of the column base after arch rib closure, the mutual influence of displacement between columns, and pre-camber. The bearing pad height calculation combines the actual coordinates of the top surface of the cap beam with design requirements. This precise calculation method allows for accurate control of component dimensions based on actual construction conditions, optimizes the component prefabrication process, reduces material waste, improves the adaptability of component installation, ensures tight connection of all bridge components, and effectively enhances the stability and safety of the bridge structure.

[0047] 3. The bridge deck alignment control method of the present invention for the upper-bearing arch bridge involves phased measurement and adjustment of the columns, cap beams, and bridge deck during construction. After the columns are constructed, the first alignment correction is performed by calculating the cutting length. After the cap beams are hoisted, the height of the bearing pad stones is calculated based on the coordinate measurement results of the cap beam top surface for a second correction. After the main beams are hoisted, the final alignment control is achieved through fine-tuning of the bridge deck pavement layer. This step-by-step construction correction strategy can gradually eliminate the accumulation of errors generated during construction, making the bridge deck alignment continuously approach the design target, greatly improving the alignment accuracy and aesthetics of the bridge, while meeting the requirements for driving comfort and safety during bridge use. It reduces the number of rework and adjustments during construction, avoids delays and increased costs due to measurement errors or inaccurate calculations, improves construction efficiency, shortens the overall construction period, effectively reduces manpower, material, and time costs, and enhances the comprehensive benefits of bridge construction. Attached Figure Description

[0048] Figure 1 This is a flowchart illustrating a method for controlling the deck alignment of an upper-bearing arch bridge according to an embodiment of the present invention.

[0049] Figure 2 This is a schematic diagram of the arch support structure of a method for controlling the bridge deck alignment of an upper-bearing arch bridge according to an embodiment of the present invention;

[0050] Figure 3 This is a schematic diagram of the bearing pad stone for a method of controlling the bridge deck alignment of an upper-bearing arch bridge according to an embodiment of the present invention;

[0051] Figure 4 This is a three-dimensional structural diagram of an upper-bearing arch bridge according to Embodiment 3 of the present invention.

[0052] In all the accompanying drawings, the same reference numerals denote the same technical features, specifically: 1-arch rib, 2-column, 3-cap beam, 4-support pad stone. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0054] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0055] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0056] In this patent, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0057] Example 1

[0058] like Figure 1-4 As shown, according to a first aspect of the present invention, a method for controlling the deck alignment of an upper-bearing arch bridge is provided, comprising the following steps:

[0059] S100: After the arch rib 1 is closed, the center coordinates of the column base of column 2 are accurately measured using measuring instruments. Based on the measured data and the displacement influence matrix, the cutting length of the column is calculated.

[0060] Step S100 specifically includes the following steps:

[0061] S110: After the arch rib 1 is closed, the three-dimensional spatial coordinates of the center coordinates of the base of each column 2 are measured, wherein the center coordinates of the base of the nth column 2 are defined by (x... n y n z n This indicates that the measured data will be organized in order and summarized to form the measured coordinate matrix B of all column bases. n This matrix comprehensively records the actual spatial location information of the base of column 2 at the current stage;

[0062]

[0063] Specifically, after the closure of arch rib 1, the bridge structure has a relatively stable foundation. However, due to various factors during construction, such as material properties, construction errors, and environmental influences, the actual position of the column base 2 may deviate from the design position. Therefore, it is crucial to perform three-dimensional spatial measurement of the center coordinates of each column base 2.

[0064] In actual measurement operations, high-precision measuring instruments are typically used. These instruments can quickly and accurately acquire the three-dimensional coordinate information of spatial points. To ensure the accuracy and reliability of the measurement data, multiple measurements are usually performed and the average value is calculated. Simultaneously, rigorous error analysis and processing are conducted on the measurement data. After measuring the center coordinates of all column bases, the obtained data is organized sequentially. Following certain rules, the coordinate data of each column are arranged in a matrix form, namely the measured coordinate matrix Bn of all column bases. This matrix acts like a detailed "location file," comprehensively and systematically recording the actual spatial position information of the column bases at the current stage, providing a solid data foundation for subsequent calculations and analysis.

[0065] S120: Using finite element analysis software, calculate the mutual influence of adjacent columns 2 during the hoisting process of each column 2, and organize the calculation results into a displacement influence matrix between columns 2, where the coordinate offset influence matrix ΔB n The calculation method is as follows:

[0066] ΔB n =[K]·[F] -1 ·[P]

[0067] In the formula: [K] is the stiffness matrix between the columns;

[0068] [F] is the load matrix;

[0069] [P] is the boundary condition matrix.

[0070] Among them, the three-dimensional coordinate offset of the nth column 2 caused by the displacement of the adjacent column is expressed as (Δx) n Δyn Δz n This matrix represents the interaction of displacements during the hoisting of column 2, and the displacement influence matrix ΔB between each column. n Represented as:

[0071]

[0072] Furthermore, a refined bridge structure model was established using finite element analysis software. The model considered the effects of material nonlinearity, geometric nonlinearity, and boundary conditions to simulate the hoisting construction process of column 2. The model also considered the effects of structural self-weight, construction load, and environmental factors. Through simulation analysis, the displacement influence matrix between columns during the hoisting process of column 2 was calculated.

[0073] Specifically, a finite element model of the bridge structure is established using finite element analysis software. This model needs to include column 2, arch rib 1, and other related components, and accurately simulate the connection relationships and mechanical properties between the components. For example, the connection method between column 2 and arch rib 1, and the cross-sectional properties of column 2 need to be reflected in the model. At the same time, material properties such as elastic modulus and Poisson's ratio are defined. These parameters affect the stiffness and deformation characteristics of the structure and must be set according to the actual material properties. In addition, appropriate boundary conditions are set according to the actual construction conditions, such as the constraint type of the supports. The boundary conditions need to conform to the actual construction environment to ensure that the model can truly reflect the mechanical behavior of the structure. In the finite element model, the mutual influence of adjacent columns during the hoisting process is calculated for each column. This is mainly due to the interaction forces between the columns and the displacement changes caused by load variations during construction. The displacement influence matrix between columns is obtained through calculation using finite element analysis software. The calculation process needs to consider factors such as the stiffness matrix, load matrix, and boundary condition matrix between the columns. The stiffness matrix reflects the rigid connection relationship between the columns, the load matrix represents the various loads acting on the columns during construction, and the boundary condition matrix constrains the motion state of the columns. The calculation and combination of these matrices are the core content of finite element analysis. After the calculation is completed, the three-dimensional coordinate offset of the nth column caused by the displacement of adjacent columns is expressed as (Δx). n Δy n Δz n This means that these offsets are organized into a matrix form, forming the displacement influence matrix ΔB between each column. n Each row of this matrix represents the offset of a column, and each column corresponds to a coordinate direction. This matrix reflects the interaction of displacements during the column hoisting process.

[0074] S130: Obtain the design coordinates of the top of each column based on the design drawings, and construct the design coordinate matrix S. nCombined with the measured coordinate matrix B of column base 2 obtained in step S110 n And the displacement influence matrix ΔB during the hoisting of column 2 calculated in step S120. n Meanwhile, considering the remaining pre-camber matrix C in the current construction phase, the cutting length L of all columns 2 is calculated. n The bridge alignment was modified for the first time, and the cutting length L of column 2 was adjusted. n The calculation formula is:

[0075] L n =S n +C+ΔB n -B n

[0076] In the formula: S n Let n be the design coordinate matrix for the top of the columns.

[0077] C represents the remaining pre-camber matrix before column hoisting;

[0078] ΔB n The displacement influence matrix between columns during column hoisting;

[0079] B n Let be the measured coordinate matrix of the bases of n columns.

[0080] Specifically, based on the design drawings, the design coordinates of the top of each column 2 are obtained. These design coordinates are determined during the bridge design phase and are used to guide the installation position of column 2 during construction. The design drawings detail the three-dimensional coordinates of the column tops, including positional information in the X, Y, and Z directions. The design coordinates of all column 2 tops are then constructed into a design coordinate matrix S. n Combined with the measured coordinate matrix B of column base 2 obtained in step S110. n The displacement influence matrix ΔB during the hoisting of column 2 is calculated in step S120. n Based on the remaining pre-camber matrix C in the current construction phase, the cutting length of column 2 is calculated and adjusted to conform to the calculated cutting length, thus achieving the first correction of the bridge alignment.

[0081] S200: Based on the determined cutting length of column 2, carry out the prefabrication of column 2. After the construction of column 2 is completed, carry out the hoisting operation of cap beam 3. After the hoisting is completed, measure the coordinates of the top surface of cap beam 3 and calculate the correction value of the height of support pad stone 4.

[0082] Step S200 specifically includes the following steps:

[0083] S210: After the column cap beam 3 is hoisted and the structure is stable, coordinate measurements are taken on the top surface of the cap beam 3 on each column 2. Following a unified measurement benchmark and sequence, the three-dimensional coordinate data of key control points on the top surface of the cap beam 3 are acquired sequentially. The measurement results are then systematically organized to form a dataset containing the measured coordinates of all the top surfaces of the cap beam 3, and this dataset is then compiled into the measured coordinate matrix G of the top surface of the cap beam 3. n ;

[0084]

[0085] Specifically, after the column cap beam 3 is hoisted and the entire structure reaches a stable state, precise coordinate measurements of the top surface of the cap beam 3 are required. As a key component connecting the column and the superstructure, the accuracy of the top surface coordinates of the cap beam directly affects the installation accuracy of the subsequent bearing pad 4 and the overall alignment quality of the bridge.

[0086] Before commencing measurement work, a unified and precise measurement benchmark must be established. Typically, existing high-precision control points at the construction site are selected as benchmarks. These control points undergo rigorous measurement and verification to ensure the accuracy and consistency of the entire measurement system. In terms of measurement sequence, measurements are generally taken sequentially from one end to the other along the bridge's axial direction, measuring the top surface of the cap beam on each column.

[0087] To ensure the reliability of the measurement data, multiple measurements will be taken and the average value will be calculated. Error theory will be applied to analyze and process the data, eliminating outliers and data with large errors. After the measurements are completed, the coordinate data of all key control points on the top surface of the cap beam will be systematically organized according to a unified format and rules, forming the measured coordinate matrix Gn of the cap beam top surface.

[0088] S220: Based on the bridge design drawings, obtain the design coordinates of the top surface of all bearing pad stones 4, and construct the design coordinate matrix D. n Combined with the measured coordinate matrix G of the top surface of the cap beam 3 obtained in step S210 n And the remaining pre-camber matrix C′ after the current column cap beam 3 is hoisted, the cutting height of the bearing pad 4 corresponding to each column 2 is calculated, forming the cutting height matrix H of the bearing pad 4. n .

[0089] H n =D n +C'-G n

[0090] In the formula: H n Let n be the matrix of the material cutting height of the support pad stones for n columns;

[0091] D n The design coordinate matrix for the top of the stone pads supporting n columns;

[0092] C' represents the remaining pre-camber matrix after the column cap beam is hoisted;

[0093] G n Let be the measured coordinate matrix of the top of the beam for n columns.

[0094] Based on the bridge design drawings, accurately obtain the design coordinates of the top surface of all bearing pad stones, and construct the design coordinate matrix D. n Design coordinate matrix D n The ideal spatial position of the support pad stone was determined; combined with the measured coordinate matrix G of the top surface of the cap beam obtained in step S210. n The remaining pre-camber matrix C′ after the current column cap beam is hoisted is used to calculate the material cutting height of the corresponding support pad stone for each column. In the calculation process, the design coordinate matrix Dn represents the target position, and the measured coordinate matrix G on the top surface of the cap beam... n It reflects the actual position of the top surface of the cap beam, while the remaining precamber matrix C′ is used to further adjust the bridge alignment to ensure that the bridge can still meet the design requirements after taking into account construction errors and structural deformation.

[0095] By substituting the data from each matrix into the formula, the bearing pad stone cutting height matrix Hn is obtained. This matrix records in detail the required cutting height of the bearing pad stone for each column, providing precise guidance data for the prefabrication and installation of the bearing pad stones.

[0096] Furthermore, based on the calculation results, the prefabrication and installation of the bearing pads are carried out. By precisely controlling the height of the bearing pads, a second systematic correction of the bridge alignment is completed, further improving the alignment accuracy of the bridge structure and making it closer to the design target alignment.

[0097] Specifically, based on the calculated bearing pad height matrix Hn, the prefabrication and installation of the bearing pads are carried out. During prefabrication, the materials are cut and poured strictly according to the calculated height to ensure the dimensional accuracy of the bearing pads. During installation, high-precision measuring instruments are used for positioning and elevation control to accurately install the bearing pads in their designed positions. By precisely controlling the height of the bearing pads, a second systematic correction is made to the bridge alignment. This correction further eliminates errors caused by the construction of the columns and cap beams, as well as the deformation effects during hoisting, significantly improving the alignment accuracy of the bridge structure and bringing it closer to the design target alignment, thereby ensuring the bridge's performance and safety. After the bearing pad installation is completed, their position and elevation are checked to ensure that the construction quality meets design and specification requirements.

[0098] S300: After the construction of bearing pad 4 is completed, the main beam will be hoisted. After the main beam is hoisted, the coordinates of the top surface of the main beam will be measured, and the bridge deck alignment will be finely adjusted through the bridge deck pavement layer to achieve the design alignment.

[0099] Further, step S300 includes the following:

[0100] A detailed comparative analysis was conducted based on the measured coordinate data of the main beam top surface and the coordinates of the designed bridge alignment. Based on the deviation between the two, combined with the material characteristics and construction technology of the bridge deck pavement, the thickness adjustment amount of each area of ​​the bridge deck pavement was determined through precise calculation. During the bridge deck pavement construction process, the pavement thickness was strictly controlled, and the bridge deck alignment was finely adjusted so that the final bridge deck alignment met the design requirements.

[0101] After the main beam was hoisted and the structure stabilized, measurement work became the foundation for subsequent alignment adjustments. High-precision measuring instruments were used to observe the top surface of the main beam. Multiple observations were made at each measurement point, and the average value was taken as the final measurement result to reduce measurement errors. At the same time, the measurement data was recorded in real time and preliminarily checked to ensure the integrity and accuracy of the data.

[0102] The measured coordinate data of the main girder top surface were compared and analyzed in detail with the designed bridge alignment coordinates. Using professional data processing software, the measured and designed coordinate data were imported into the same coordinate system. The software's graphical display and data analysis functions visually presented the differences between the two. The deviation between the measured and designed coordinates at each measurement point in three-dimensional space was calculated. These deviations were statistically analyzed, and a deviation distribution map was drawn, clearly showing the deviation of the main girder top surface alignment from the designed alignment.

[0103] By combining the material properties and construction techniques of the bridge deck pavement, and based on the deviation between measured and design coordinates, the thickness adjustment amount for each region of the bridge deck pavement is precisely calculated. Different bridge deck pavement materials, such as asphalt concrete and cement concrete, have different physical and mechanical properties and construction characteristics, all of which affect the adjustment of the pavement thickness. Based on the deviation analysis results, mathematical models and calculation formulas are used to comprehensively consider material properties and construction techniques to determine the thickness adjustment amount for each region of the bridge deck pavement. For regions with large deviations, it may be necessary to increase or decrease the pavement thickness; for regions with small deviations, fine-tuning is sufficient. The calculated thickness adjustment amounts for each region are compiled into a detailed plan, clarifying the adjustment values ​​and construction requirements for each region, providing accurate guidance for bridge deck pavement construction. During the bridge deck pavement construction process, construction is strictly carried out according to the determined thickness adjustment amounts to achieve fine-tuning of the bridge deck alignment. High-precision measuring instruments and advanced construction equipment, such as pavers with automatic leveling functions, are used to monitor and control the pavement thickness in real time.

[0104] During the paving process, thickness and alignment measurements are promptly performed after each section is completed, comparing the results with the design alignment and adjustment plan. Any deviations are adjusted immediately. For areas with significant local deviations, manual correction methods are used, such as adding material or removing excess material. During compaction, the number of passes, speed, and temperature are strictly controlled to ensure that the compaction and surface smoothness of the paving layer meet the requirements.

[0105] Through continuous monitoring and meticulous adjustments during construction, the bridge deck alignment was gradually brought closer to the design requirements. After the bridge deck paving was completed, a comprehensive measurement and inspection of the bridge deck alignment was conducted again to ensure that the final alignment met the design standards, guaranteeing the bridge's performance and driving comfort.

[0106] Furthermore, the coordinates of the center of column 2, the top surface coordinates of cap beam 3, and the top surface coordinates of main beam were measured using a high-precision total station or GNSS measurement system. During the measurement process, a multi-repetition observation method was adopted, and the average value was taken as the final measurement result to ensure that the measurement accuracy reached the millimeter level.

[0107] During bridge construction, to ensure structural accuracy and alignment meet design requirements, precise measurements of the column base center coordinates, cap beam top surface coordinates, and bridge deck coordinates are necessary. High-precision total stations or GNSS surveying systems are used, providing millimeter-level high-precision spatial coordinate data. A multi-repetition observation method is employed, meaning each measurement point is measured independently multiple times, typically no fewer than three times. The three-dimensional coordinate data from each measurement are recorded, and the average value is taken as the final measurement result. This effectively reduces the impact of random errors and improves measurement accuracy.

[0108] Furthermore, after each correction, the coordinates of the corrected structure are monitored in real time. The monitoring data is transmitted to the control center wirelessly and compared with the design data for timely adjustments to the construction plan. Through real-time feedback and adjustment, the bridge deck alignment is ensured to meet design requirements, achieving millimeter-level alignment control, effectively reducing construction errors and improving the overall construction quality of the bridge. Simultaneously, it optimizes construction efficiency, reduces rework caused by alignment deviations, saves time and costs, and dynamically adjusts the construction plan to ensure smooth progress.

[0109] Example 2

[0110] According to a second aspect of the present invention, a bridge deck alignment control system for an upper-bearing arch bridge is provided, comprising:

[0111] Column cutting length calculation module: After the arch rib 1 is closed, the center coordinates of the column foot of column 2 are accurately measured using a measuring instrument. Based on the measured data and combined with the displacement influence matrix, the cutting length of column 2 is calculated.

[0112] Correction module for bearing pad height: Based on the determined cutting length of column 2, the prefabrication of column 2 is carried out. After the construction of column 2 is completed, the hoisting operation of cover 3 is carried out. After the hoisting is completed, the coordinates of the top surface of cover beam 3 are measured and the correction value of bearing pad height 4 is calculated.

[0113] Bridge deck pavement adjustment module: After the bearing pad stone 4 is completed, the main beam is hoisted. After the main beam is hoisted, the coordinates of the top surface of the main beam are measured, and the bridge deck alignment is finely adjusted through the bridge deck pavement layer to achieve the design alignment.

[0114] Example 3

[0115] A steel-concrete composite arch bridge with a main span of 300m is constructed. The superstructure of both the main and approach bridges consists of multi-span simply supported main girders with continuous bridge decks and double-sided box girder composite beams. The main span is 300m with a clear rise of 75m and a clear rise-to-span ratio of 1 / 4.0. The main arch adopts a double-ribbed arch design, with each single rib being a variable cross-section catenary arch without hinges and an arch axis coefficient of 1.9. The arch ribs are truss structures composed of steel-concrete composite chords and steel pipe web members. The columns on the arch are constructed of four φ600×12~16 steel pipes filled with C60 concrete. Parallel hollow steel pipe web members of φ299×14mm are used between the columns, with a vertical spacing of 2 meters. At the top of the columns, the steel-concrete composite lattice columns and the steel cap beams form a truss structure to jointly bear the support load. The main bridge's abutment system is a double-sided box girder composite beam bridge with a single span of 25m. The steel-concrete composite beam structure system mainly consists of three main structural units: steel main beams (two beams per half of the span), steel crossbeams (divided into main and secondary crossbeams and reinforced crossbeams at expansion joints), and steel-concrete composite bridge deck. The entire bridge has 12 rows of columns and a total of 40 hoisting segments (including 12 integral truss cap beams). Among them, 26 segments are vertically hoisted, and 14 segments need to be horizontally hoisted to the installation position and then vertically rotated. The longest hoisting unit is column Z2. The hoisting segment of column Z11 is 23.07m long. The largest hoisting weight segment is the first hoisting segment of Z11, weighing 14.01t. The maximum hoisting weight of truss cap beams Z5 and Z8 is 51.00t.

[0116] Using the aforementioned control method, the cutting length of all 12 rows of columns can be accurately calculated in one go, greatly improving construction efficiency. Compared with traditional construction methods, the number of column cutting operations has been significantly reduced from 8 to only 2. Through meticulous control of the construction process and after 3 corrections, the alignment error of the main beam bridge deck has been significantly improved, successfully reduced from the initial ±10mm to ±3mm, achieving a higher standard of construction precision. This not only improved the quality of the project but also significantly shortened the construction cycle, saving a total of 35 days of construction time. At the same time, significant results have also been achieved in cost control, saving approximately 1 million yuan in construction costs.

[0117] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for controlling the deck alignment of a supported arch bridge, characterized in that, Includes the following steps: S100: After the arch rib (1) is closed, the center coordinates of the column base of the column (2) are accurately measured using measuring instruments. Based on the measured data and the displacement influence matrix, the cutting length of the column (2) is calculated. S200: Based on the determined cutting length of column (2), carry out the prefabrication of column (2). After the column (2) is completed, carry out the hoisting operation of cap beam (3). After the hoisting is completed, measure the coordinates of the top surface of cap beam (3) and calculate the correction value of the height of support pad stone (4). S300: After the bearing pad stone (4) is completed, the main beam is hoisted. After the main beam is hoisted, the coordinates of the top surface of the main beam are measured, and the bridge deck line is finely adjusted through the bridge deck pavement layer to achieve the design line.

2. The method for controlling the bridge deck alignment of a supported arch bridge according to claim 1, characterized in that, Step S100 specifically includes the following steps: S110: After the arch rib (1) is closed, the three-dimensional spatial coordinates of the center of the column base of each column (2) are measured. Among them, the center coordinates of the nth column (2) are given by (x... n y n z n This indicates that the measured data are organized in order and summarized to form the measured coordinate matrix B of all column (2) column bases. n This matrix comprehensively records the actual spatial location information of the column base of the column (2) at the current stage; S120: Using finite element analysis software, calculate the mutual influence of each column (2) during the hoisting process caused by the construction of adjacent columns, and organize the calculation results into a displacement influence matrix between columns (2), in which the coordinate offset influence matrix ΔB n The calculation method is as follows: ΔB n =[K]·[F] -1 ·[P] In the formula: [K] is the stiffness matrix between the columns; [F] is the load matrix; [P] is the boundary condition matrix; Among them, the three-dimensional coordinate offset of the nth column (2) caused by the displacement of the adjacent column is expressed as (Δx) n Δy n Δz n This matrix represents the interaction of displacements during the hoisting of columns (2), and the displacement influence matrix ΔB between each column (2) is shown. n Represented as: S130: Obtain the design coordinates of the top of each column (2) according to the design drawings, and construct the design coordinate matrix S n Combined with the measured coordinate matrix B of the column base (2) obtained in step S110 n And the displacement influence matrix ΔB of the column (2) during hoisting calculated in step S120. n Meanwhile, considering the remaining pre-camber matrix C in the current construction stage, the cutting length L of all columns (2) is calculated. n And the bridge alignment was modified for the first time, and the cutting length L of the column (2) was adjusted. n The calculation formula is: L n =S n +C+ΔB n -B n In the formula: S n Let n be the design coordinate matrix for the top of the columns. C represents the remaining pre-camber matrix before column hoisting; ΔB n The displacement influence matrix between columns during column hoisting; B n Let be the measured coordinate matrix of the bases of n columns.

3. The method for controlling the deck alignment of a top-bearing arch bridge according to claim 2, characterized in that, In step S120, a refined bridge structure model is established using finite element analysis software. The model considers the influence of material nonlinearity, geometric nonlinearity and boundary conditions to simulate the hoisting construction process of the column (2). It considers the influence of structural self-weight, construction load, environmental factors, etc. Through simulation analysis, the displacement influence matrix between the columns (2) during the hoisting process is calculated.

4. The method for controlling the bridge deck alignment of a top-bearing arch bridge according to claim 1, characterized in that, Step S200 specifically includes the following steps: S210: After the column cap beam (3) is hoisted and the structure is stable, coordinate measurements are taken on the top surface of the cap beam (3) on each column (2). According to a unified measurement benchmark and sequence, the three-dimensional coordinate data of the key control points on the top surface of the cap beam are obtained in sequence. The measurement results are systematically organized to form a dataset containing the measured coordinates of the top surface of all cap beams (3), and the measured coordinate matrix G of the top surface of the cap beam (3) is formed. n ; S220: Based on the bridge design drawings, obtain the design coordinates of the top surface of all bearing pad stones (4) and construct the design coordinate matrix D. n Combined with the measured coordinate matrix G of the top surface of the cap beam (3) obtained in step S210 n And the remaining pre-camber matrix C′ after the current column cap beam (3) is hoisted, the cutting height of the corresponding support pad stone (4) for each column (2) is calculated, forming the cutting height matrix H of the support pad stone (4). n . H n =D n +C'-G n In the formula: H n Let n be the matrix of the material cutting height of the support pad stones for n columns; D n The design coordinate matrix for the top of the stone pads supporting n columns; C' represents the remaining pre-camber matrix after the column cap beam is hoisted; G n Let be the measured coordinate matrix of the top of the beam for n columns.

5. The method for controlling the deck alignment of a top-bearing arch bridge according to claim 4, characterized in that, Based on the calculation results, the prefabrication and installation of the bearing pad (4) are carried out. By precisely controlling the height of the bearing pad (4), the second systematic correction of the bridge alignment is completed, further improving the alignment accuracy of the bridge structure and making it closer to the design target alignment.

6. The method for controlling the bridge deck alignment of a top-bearing arch bridge according to claim 1, characterized in that, Step S300 includes the following: A detailed comparative analysis was conducted based on the measured coordinate data of the main beam top surface and the coordinates of the designed bridge alignment. Based on the deviation between the two, combined with the material characteristics and construction technology of the bridge deck pavement, the thickness adjustment amount of each area of ​​the bridge deck pavement was determined through precise calculation. During the bridge deck pavement construction process, the pavement thickness was strictly controlled, and the bridge deck alignment was finely adjusted so that the final bridge deck alignment met the design requirements.

7. A method for controlling the deck alignment of a top-bearing arch bridge according to any one of claims 1-6, characterized in that, The coordinates of the center of the column base (2), the top surface coordinates of the cap beam (3), and the top surface coordinates of the main beam are measured using a high-precision total station or GNSS measurement system. During the measurement process, the multi-repetition observation method is used, and the average value is taken as the final measurement result to ensure that the measurement accuracy reaches the millimeter level.

8. A method for controlling the deck alignment of a top-bearing arch bridge according to any one of claims 1-6, characterized in that, After each correction, the coordinates of the corrected structure are monitored in real time. The monitoring data is transmitted to the control center in real time via a wireless transmission system and compared with the design data for timely adjustment of the construction plan.

9. A bridge deck alignment control system for an upper-bearing arch bridge, characterized in that, The application implements a method for controlling the deck alignment of a top-bearing arch bridge as described in any one of claims 1-8, comprising: Column cutting length calculation module: After the arch rib (1) is closed, the center coordinates of the column foot of the column (2) are accurately measured using a measuring instrument. Based on the measured data and combined with the displacement influence matrix, the cutting length of the column (2) is calculated. Correction module for bearing pad height: Based on the determined cutting length of column (2), the column (2) is prefabricated. After the column (2) is completed, the cap beam (3) is hoisted. After the hoisting is completed, the coordinates of the top surface of the cap beam (3) are measured, and the correction value of the bearing pad height (4) is calculated. Bridge deck pavement adjustment module: After the bearing pad stone (4) is completed, the main beam is hoisted. After the main beam is hoisted, the coordinates of the top surface of the main beam are measured, and the bridge deck line is finely adjusted through the bridge deck pavement layer to achieve the design line.

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