Linear monitoring method suitable for railway continuous beam bridge group

Abstract

The invention discloses a linear monitoring method suitable for a railway continuous beam bridge group, and the method comprises the following steps: determining units participating in construction, and building the data interaction between the units participating in construction; establishing project grades; calculating the design elevation of the full bridge based on the bridge basic data; obtaining basic data of the suspended pouring section and the construction stage based on Midas; analyzing pre-pressing deformation monitoring data of the bracket / hanging basket; generating an elevation control instruction list; in the construction process, an elevation measurement pile is arranged for tracking and monitoring, and data comparison is carried out; and correcting the calculation model according to an actual measurement result, and feeding back and controlling a subsequent construction line shape. According to the invention, data interaction among the units participating in the construction is established, and the generated elevation control instruction list can be interacted among the units participating in the construction, so that control and adjustment based on monitoring can be realized. According to the invention, the elevation of the beam surface can be reflected, so that the beam surface elevation condition of the bridge can be evaluated, the bridge condition can be directly and positively evaluated, and monitoring is accurate.

Description

Technical Field

[0001] This invention belongs to the field of railway construction technology, specifically relating to a method for monitoring the alignment of continuous beam bridge groups in railways. Background Technology

[0002] According to relevant railway specifications, the construction of railway cantilever continuous beams (rigid frames) must include alignment monitoring and control. This requires monitoring, evaluating, and controlling the elevation of beam segments during the cantilever construction process. The number of bridges undergoing alignment monitoring simultaneously is often large, sometimes reaching hundreds. The work involves a significant amount of interaction between comparing and analyzing on-site monitoring data and calculated control data. The workload for project management, data transmission, and analysis of bridge alignment monitoring is enormous.

[0003] Currently, the following problems exist in the research on the alignment monitoring of railway continuous beam bridge groups: Firstly, the alignment monitoring of railway cantilever continuous beams (rigid frames) is a cyclical process that includes construction control calculation, feedback control, construction monitoring, and data analysis. Existing technologies have only developed alignment monitoring subsystems for construction monitoring and data analysis, while the other two important components, control calculation and feedback control, have not been addressed. Therefore, existing technologies for alignment monitoring of railway cantilever continuous beams (rigid frames) are incomplete.

[0004] Secondly, existing monitoring technologies, which rely on fiber optic displacement sensors and grating demodulators, are expensive. The cost of sensors on a single bridge can reach hundreds of thousands of yuan, and the cost of monitoring a group of hundreds of bridges can reach millions of yuan, making it extremely costly.

[0005] Thirdly, the alignment monitoring service is used for the track laying of the bridge. The "Standard for Acceptance of Construction Quality of Railway Bridge and Culvert Engineering" (TB10415-2018) stipulates that the elevation deviation of the completed bridge deck should not exceed 2cm. However, the existing main beam alignment monitoring subsystem 1 is used to monitor the longitudinal and transverse deformation of each box girder in the beam bridge. It cannot reflect the elevation of the beam surface and cannot be used to evaluate the beam surface elevation of the bridge.

[0006] Fourth, the data analysis of the alignment monitoring of railway cantilever continuous beam (rigid frame) should be based on the construction control calculation of the bridge construction plan and carried out comparative analysis. Existing technology compares the monitoring data with the design data pre-stored in the data management subsystem, which cannot correctly evaluate the monitoring data of the bridge.

[0007] Fifth, existing technologies are not adequate for monitoring the construction of bridges in groups of hundreds of bridges. Summary of the Invention

[0008] This invention is proposed to solve the problems existing in the prior art, and its purpose is to provide a method for monitoring the alignment of continuous beam bridge groups in railways.

[0009] The technical solution of this invention is: a method for monitoring the alignment of continuous beam bridge groups in railways, comprising the following steps: A. Identify participating construction units and establish data exchange among them; B. Establish project hierarchies; C. Based on the bridge foundation data, the design elevation of the entire bridge is calculated; D. Based on Midas, obtain basic data for cantilevered segments and construction stages; E. Analyze the pre-stressing deformation monitoring data of the support / hanging basket; F. Generate elevation control instruction sheet; G. During construction, elevation measurement stakes are set up for tracking and monitoring, and data comparison is performed; H. The calculation model is revised based on the measured results, and feedback control is used to control the subsequent construction alignment.

[0010] Furthermore, step A involves identifying the participating units and establishing data exchange among them. The specific process is as follows: First, the participating units are determined, including third-party monitoring units, construction units, and supervision units; Then, the third-party monitoring unit proceeds according to two processes: monitoring calculation and monitoring review. Finally, there is the exchange of monitoring and construction data among third-party monitoring units, construction units, and supervision units.

[0011] Furthermore, step B establishes project hierarchies, the specific process of which is as follows: First, the railway project is divided into sections; Then, based on the divided sections, the bridges are delineated; Finally, the bridge foundation data, control data, and construction data are generated based on the bridge classification.

[0012] Furthermore, step C, based on the bridge foundation data, calculates the design elevation of the entire bridge. The specific process is as follows: First, the beam height of the continuous beam, the length of the cantilevered segment, and the vertical curve elements are obtained. The vertical curve elements include the mileage and elevation of the slope change point, the vertical curve radius, and the vertical curve slope. Then, the rail surface elevation within the circular curve range is calculated and obtained; Finally, the elevation of the rail surface outside the circular curve range is calculated and obtained.

[0013] Furthermore, step D obtains basic data on the cantilevered segments and construction stages based on Midas, and the specific process is as follows: First, export the post-processing data from Midas; Then, the node data and construction stage data in the post-processing data are obtained; Next, the node data and construction stage data are marked according to the cantilevered segment and construction stage; Finally, the marked data will be used as the basic data for the bridge.

[0014] Furthermore, step E analyzes the pre-stress deformation monitoring data of the support / hanging basket, and the specific process is as follows: First, the elevation of measuring point i before preloading, the elevation of measuring point i after preloading weight G, and the elevation of measuring point i after unloading are measured. Then, the total preload deformation of the bracket / hanging basket is calculated; Next, the pre-stress elastic deformation of the bracket / hanging basket was calculated; Finally, the ratio of the actual segment pouring weight to the preloading weight G is calculated. Based on the fact that the ratio of weight to elastic deformation is equal, and based on the total deformation and elastic deformation, the elastic deformation of the support / framework during the actual pouring of the segment is calculated.

[0015] Furthermore, step F generates an elevation control instruction sheet, the specific process of which is as follows: First, obtain the data information for steps C, D, and E; Then, the dead load deflection, support / hanging basket deformation, monitoring adjustment value, total pre-camber, and design elevation are calculated. Then, an elevation control instruction sheet is generated based on the dead load deflection, support / hanging basket deformation, monitoring adjustment value, total pre-camber, and design elevation. Finally, the elevation control instruction sheet is used as control data for interaction.

[0016] Furthermore, during step G of the construction process, elevation measurement stakes are set up for tracking and monitoring, and data comparison is performed. The specific process is as follows: First, set up elevation measurement stakes for the formwork elevation; Then, monitor the values ​​of the hanging basket erection, concrete pouring, prestressing tensioning, and hanging basket movement. Next, monitor the changes in beam surface alignment at monitoring points before and after the previous segment is poured; Finally, the monitoring data is compared with those from steps D and F.

[0017] Furthermore, step H involves revising the calculation model based on the measured results and using this revision to control the subsequent construction alignment. The specific process is as follows: First, during construction, the beam's alignment changes with each stage of construction. When analyzing the error of the beam surface elevation before the bridge is completed, it cannot be directly compared with the design elevation of the completed bridge. Alignment conversion is required to obtain the beam surface alignment error. Then, based on the beam alignment error and the measured results, corrections are made to obtain the controlled construction alignment.

[0018] Furthermore, the specific process of the linear transformation is as follows: First, the calculated deflection is obtained based on the design deflection at the completed bridge stage and the design deflection value at the current construction stage; Then, based on the design elevation and measured elevation of the completed bridge, the theoretical elevation is calculated. Finally, the beam surface alignment error was calculated.

[0019] The beneficial effects of this invention are as follows: This invention establishes data interaction among participating units, enabling the exchange of generated elevation control instruction sheets among them, thereby achieving monitoring-based control and adjustment.

[0020] This invention can obtain the rail surface elevation within the circular curve range and the rail surface elevation outside the circular curve range based on the bridge foundation data, thereby using the design elevation as the reference data for the elevation control instruction sheet.

[0021] This invention can calculate the pre-stress deformation of the support / hanging basket, the monitoring and adjustment value, and the total pre-camber value, and then input the above data into the elevation control instruction sheet.

[0022] This invention can reflect the elevation of the beam surface, thereby evaluating the beam surface elevation of the bridge. It can directly and positively evaluate the bridge condition and monitor it accurately. Attached Figure Description

[0023] Figure 1 This is an interactive flowchart of step A in this invention; Figure 2 This is the item classification diagram in step B of this invention; Figure 3 This is a schematic diagram of the vertical curve parameters in step C of this invention; Figure 4 This is a schematic diagram of step D in this invention; Figure 5 This is a schematic diagram of the instruction sheet for step F in this invention; Figure 6 This is a schematic diagram of the linear monitoring points of the height measuring piles in this invention; Figure 7 This is a schematic diagram of step G, recording data, in this invention; Figure 8This is a schematic diagram of step G, which records data filtering, in this invention; Figure 9 This is a schematic diagram comparing step G in this invention. Detailed Implementation

[0024] The present invention will now be described in detail with reference to the accompanying drawings and embodiments: like Figures 1 to 9 As shown, a method for monitoring the alignment of continuous beam bridge groups in railways includes the following steps: A. Identify participating construction units and establish data exchange among them; B. Establish project hierarchies; C. Based on the bridge foundation data, the design elevation of the entire bridge is calculated; D. Based on Midas, obtain basic data for cantilevered segments and construction stages; E. Analyze the pre-stressing deformation monitoring data of the support / hanging basket; F. Generate elevation control instruction sheet; G. During construction, elevation measurement stakes are set up for tracking and monitoring, and data comparison is performed; H. The calculation model is revised based on the measured results, and feedback control is used to control the subsequent construction alignment.

[0025] Step A involves identifying participating units and establishing data exchange among them. The specific process is as follows: First, the participating units are determined, including third-party monitoring units, construction units, and supervision units; Then, the third-party monitoring unit proceeds according to two processes: monitoring calculation and monitoring review. Finally, there is the exchange of monitoring and construction data among third-party monitoring units, construction units, and supervision units.

[0026] Step B involves establishing project hierarchies, and the specific process is as follows: First, the railway project is divided into sections; Then, based on the divided sections, the bridges are delineated; Finally, the bridge foundation data, control data, and construction data are generated based on the bridge classification.

[0027] Step C calculates the design elevation of the entire bridge based on the bridge foundation data. The specific process is as follows: First, the beam height of the continuous beam, the length of the cantilevered segment, and the vertical curve elements are obtained. The vertical curve elements include the mileage and elevation of the slope change point, the vertical curve radius, and the vertical curve slope. Then, the rail surface elevation within the circular curve range is calculated and obtained; Finally, the elevation of the rail surface outside the circular curve range is calculated and obtained.

[0028] Step D obtains basic data for the cantilevered segments and construction stages based on Midas. The specific process is as follows: First, export the post-processing data from Midas; Then, the node data and construction stage data in the post-processing data are obtained; Next, the node data and construction stage data are marked according to the cantilevered segment and construction stage; Finally, the marked data will be used as the basic data for the bridge.

[0029] Step E involves analyzing the pre-stress deformation monitoring data of the support / hanging basket. The specific process is as follows: First, the elevation of measuring point i before preloading, the elevation of measuring point i after preloading weight G, and the elevation of measuring point i after unloading are measured. Then, the total preload deformation of the bracket / hanging basket is calculated; Next, the pre-stress elastic deformation of the bracket / hanging basket was calculated; Finally, the ratio of the actual segment pouring weight to the preloading weight G is calculated. Based on the fact that the ratio of weight to elastic deformation is equal, and based on the total deformation and elastic deformation, the elastic deformation of the support / framework during the actual pouring of the segment is calculated.

[0030] Step F generates the elevation control instruction sheet, and the specific process is as follows: First, obtain the data information for steps C, D, and E; Then, the dead load deflection, support / hanging basket deformation, monitoring adjustment value, total pre-camber, and design elevation are calculated. Then, an elevation control instruction sheet is generated based on the dead load deflection, support / hanging basket deformation, monitoring adjustment value, total pre-camber, and design elevation. Finally, the elevation control instruction sheet is used as control data for interaction.

[0031] During step G of the construction process, elevation measurement stakes are set up for tracking and monitoring, and data comparison is performed. The specific process is as follows: First, set up elevation measurement stakes for the formwork elevation; Then, monitor the values ​​of the hanging basket erection, concrete pouring, prestressing tensioning, and hanging basket movement. Next, monitor the changes in beam surface alignment at monitoring points before and after the previous segment is poured; Finally, the monitoring data is compared with those from steps D and F.

[0032] Step H involves revising the calculation model based on the measured results and using feedback to control the subsequent construction alignment. The specific process is as follows: First, during construction, the beam's alignment changes with each stage of construction. When analyzing the error of the beam surface elevation before the bridge is completed, it cannot be directly compared with the design elevation of the completed bridge. Alignment conversion is required to obtain the beam surface alignment error. Then, based on the beam alignment error and the measured results, corrections are made to obtain the controlled construction alignment.

[0033] The specific process of the linear transformation is as follows: First, the calculated deflection is obtained based on the design deflection at the completed bridge stage and the design deflection value at the current construction stage; Then, based on the design elevation and measured elevation of the completed bridge, the theoretical elevation is calculated. Finally, the beam surface alignment error was calculated.

[0034] Specifically, step C calculates and obtains the rail surface elevation within the circular curve range, as follows: When calculating the design elevation of the rail surface, if the bridge is located on a vertical curve, the rail surface elevation within the circular curve range can be calculated using the following formula:

[0035] Specifically, step C calculates and obtains the rail surface elevation outside the circular curve range, as follows:

[0036] Among them, F is the mileage of the gradient change point. H-Design elevation of slope change point Δ1 - Gradient at small mileage Δ2 - Gradient of large mileage R is the radius of the vertical curve. Any mileage within the W-vertical curve range The elevation of N-mileage W.

[0037] The above letter identifiers are as follows Figure 3 As shown, F, H, Δ1, Δ2, and R can be obtained from the design drawings. W should be calculated in conjunction with the structural drawings and the full bridge design drawings at the construction site. The calculation location is generally the design mileage at the front end (closure side) of each cantilever segment. The remaining unmarked letters are geometric auxiliary process data, which can be directly referenced in the calculation process.

[0038] Specifically, the elevation of each cantilever casting segment calculated in step C is used as the basic data for the elevation instruction sheet.

[0039] Specifically, step E analyzes the pre-stress deformation monitoring data of the support / hanging basket, and the calculation method is as follows: First, let Ai be the elevation of measuring point i before preloading, Bi be the elevation of measuring point i after preloading weight G, and Ci be the elevation of measuring point i after unloading. Then, the total pre-stress deformation of the bracket / hanging basket corresponding to weight G is Zi = Bi - Ai; Then, the pre-stress elastic deformation of the bracket / hanging basket corresponding to weight G is Ti=Bi-Ci; Finally, the above algorithm was used to analyze the pre-compression deformation monitoring data of the support / hanging basket.

[0040] Specifically, in step F, the dead load deflection is extracted based on the marked segments and the bridge completion stage.

[0041] Specifically, in step F, the deformation of the hanging basket / support is calculated based on the ratio between the segment weight and the preload weight G.

[0042] Specifically, the monitoring adjustment value in step F is determined based on actual measurement data and experience.

[0043] Specifically, in step F, the total pre-camber = -dead load deflection - deformation of the hanging basket / support + monitoring adjustment value.

[0044] Specifically, in step F, the elevation of the formwork equals the design elevation plus the total pre-camber.

[0045] Specifically, after the elevation control instruction sheet generated in step F is submitted, it enters the data interaction process in step A.

[0046] Specifically, such as Figure 6 As shown, during step G of the construction process, elevation measurement stakes are set up for tracking and monitoring, and data comparisons are performed, as detailed below: First, during the cantilever casting construction of each beam segment, the elevation (deflection) changes of the beam surface alignment monitoring points are tracked and monitored, including the formwork erection value, before and after concrete pouring, after prestressing tensioning, after the formwork is erected, and before and after the previous segment is poured. Then, the measured values ​​are compared and analyzed with the theoretical calculation values ​​to adjust and determine the construction formwork elevation for the next construction beam segment.

[0047] Taking the casting of block #5 as an example, the data processing method is explained as follows: First, record the measured data, such as Figure 7 As shown; Then, the entered data is analyzed, and the data that was incorrectly tested can be filtered out, such as... Figure 8 As shown; Finally, the average value of each data point is compared with the theoretical values ​​marked in step D and step F.

[0048] Specifically, step H involves revising the calculation model based on the measured results and using this revision to control the subsequent construction alignment, as follows: During construction, the beam's alignment changes with each stage. Therefore, when performing error analysis on the elevation of the unfinished beam surface, it cannot be directly compared with the design elevation of the completed bridge; alignment conversion is required. Let: the design deflection value of a bridge segment during the completed bridge stage be... ; The design deflection value of the bridge segment at the current construction stage is ; Then, from the current construction stage to the completed bridge stage, bridge segments will still undergo changes. Calculate the deflection.

[0049] Let the design elevation of each bridge segment be: ; The measured elevation of the bridge segments is ; The theoretical elevation for the current stage is as follows: (Equation 1) Beam surface alignment error: (Equation 2) From the above formula, we can obtain:

[0050] In construction control, the formula is calculated using a monitoring model. , ,use The calculation model is then analyzed based on the measured results, and the calculation model is corrected accordingly. Feedback is then used to control the subsequent construction alignment, forming a cyclical control system of monitoring, data analysis, and feedback control.

[0051] This invention establishes data interaction among participating units, enabling the exchange of generated elevation control instruction sheets among them, thereby achieving monitoring-based control and adjustment.

[0052] This invention can obtain the rail surface elevation within the circular curve range and the rail surface elevation outside the circular curve range based on the bridge foundation data, thereby using the design elevation as the reference data for the elevation control instruction sheet.

[0053] This invention can calculate the pre-stress deformation of the support / hanging basket, the monitoring and adjustment value, and the total pre-camber value, and then input the above data into the elevation control instruction sheet.

[0054] This invention can reflect the elevation of the beam surface, thereby evaluating the beam surface elevation of the bridge. It can directly and positively evaluate the bridge condition and monitor it accurately.

Claims

1. A method for monitoring the alignment of continuous beam bridge groups on railways, characterized in that: Includes the following steps: A. Identify participating construction units and establish data exchange among them; B. Establish project hierarchies; C. Based on the bridge foundation data, the design elevation of the entire bridge is calculated; D. Based on Midas, obtain basic data for cantilevered segments and construction stages; E. Analyze the pre-stressing deformation monitoring data of the support / hanging basket; F. Generate elevation control instruction sheet; G. During construction, elevation measurement stakes are set up for tracking and monitoring, and data comparison is performed; H. The calculation model is revised based on the measured results, and feedback control is used to control the subsequent construction alignment.

2. The alignment monitoring method for railway continuous beam bridge groups according to claim 1, characterized in that: Step A involves identifying participating units and establishing data exchange among them. The specific process is as follows: First, the participating units are determined, including third-party monitoring units, construction units, and supervision units; Then, the third-party monitoring unit proceeds according to two processes: monitoring calculation and monitoring review. Finally, there is the exchange of monitoring and construction data among third-party monitoring units, construction units, and supervision units.

3. The alignment monitoring method for railway continuous beam bridge groups according to claim 1, characterized in that: Step B involves establishing project hierarchies, and the specific process is as follows: First, the railway project is divided into sections; Then, based on the divided sections, the bridges are delineated; Finally, the bridge foundation data, control data, and construction data are generated based on the bridge classification.

4. The alignment monitoring method for railway continuous beam bridge groups according to claim 1, characterized in that: Step C calculates the design elevation of the entire bridge based on the bridge foundation data. The specific process is as follows: First, the beam height of the continuous beam, the length of the cantilever segment, and the vertical curve elements are obtained, including the mileage and elevation of the slope change point, the vertical curve radius, and the vertical curve slope. Then, the rail surface elevation within the circular curve range is calculated and obtained; Finally, the elevation of the rail surface outside the circular curve range is calculated and obtained.

5. The alignment monitoring method for railway continuous beam bridge groups according to claim 1, characterized in that: Step D obtains basic data for the cantilevered segments and construction stages based on Midas. The specific process is as follows: First, export the post-processing data from Midas; Then, the node data and construction stage data in the post-processing data are obtained; Next, the node data and construction stage data are marked according to the cantilevered segment and construction stage; Finally, the marked data will be used as the basic data for the bridge.

6. The alignment monitoring method for railway continuous beam bridge groups according to claim 1, characterized in that: Step E involves analyzing the pre-stress deformation monitoring data of the support / hanging basket. The specific process is as follows: First, the elevation of measuring point i before preloading, the elevation of measuring point i after preloading weight G, and the elevation of measuring point i after unloading are measured. Then, the total preload deformation of the bracket / hanging basket is calculated; Next, the pre-stress elastic deformation of the bracket / hanging basket was calculated; Finally, the ratio of the actual segment pouring weight to the preloading weight G is calculated. Based on the fact that the ratio of weight to elastic deformation is equal, and based on the total deformation and elastic deformation, the elastic deformation of the support / framework during the actual pouring of the segment is calculated.

7. The alignment monitoring method for railway continuous beam bridge groups according to claim 1, characterized in that: Step F generates the elevation control instruction sheet, and the specific process is as follows: First, obtain the data information for steps C, D, and E; Then, the dead load deflection, support / hanging basket deformation, monitoring adjustment value, total pre-camber, and design elevation are calculated. Then, an elevation control instruction sheet is generated based on the dead load deflection, support / hanging basket deformation, monitoring adjustment value, total pre-camber, and design elevation. Finally, the elevation control instruction sheet is used as control data for interaction.

8. The alignment monitoring method for railway continuous beam bridge groups according to claim 1, characterized in that: During step G of the construction process, elevation measurement stakes are set up for tracking and monitoring, and data comparison is performed. The specific process is as follows: First, set up elevation measurement stakes for the formwork elevation; Then, monitor the values ​​of the hanging basket erection, concrete pouring, prestressing tensioning, and hanging basket movement. Next, monitor the changes in beam surface alignment at monitoring points before and after the previous segment is poured; Finally, the monitoring data is compared with those from steps D and F.

9. The alignment monitoring method for railway continuous beam bridge groups according to claim 1, characterized in that: Step H involves revising the calculation model based on the measured results and using feedback to control the subsequent construction alignment. The specific process is as follows: First, during construction, the beam's alignment changes with each stage of construction. When analyzing the error of the beam surface elevation before the bridge is completed, it cannot be directly compared with the design elevation of the completed bridge. Alignment conversion is required to obtain the beam surface alignment error. Then, based on the beam alignment error and the measured results, corrections are made to obtain the controlled construction alignment.

10. A method for monitoring the alignment of continuous beam bridge groups in railways according to claim 9, characterized in that: The specific process of the linear transformation is as follows: First, the calculated deflection is obtained based on the design deflection at the completed bridge stage and the design deflection value at the current construction stage; Then, based on the design elevation and measured elevation of the completed bridge, the theoretical elevation is calculated. Finally, the beam surface alignment error was calculated.

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