An adaptive correction method for the theoretical alignment of bridges constructed using the cantilever method

Abstract

This application relates to an adaptive correction method for the theoretical alignment of bridges constructed using the cantilever method, belonging to the field of bridge engineering. To address the lag and dependency issues in existing bridge alignment control methods, this invention collects monitoring data from constructed beam segments, determines initial alignment correction values ​​based on the finite element model of the bridge, calculates alignment deviation values ​​by combining measured alignment values, adaptively corrects the elastic modulus of concrete in the finite element model, determines the predicted alignment value for the next unconstructed beam segment, adaptively corrects the formwork elevation of the next unconstructed beam segment based on the predicted alignment value, and finally treats the next unconstructed beam segment as a constructed segment, re-collects monitoring data, and begins a new round of monitoring-calculation-correction-execution until the entire bridge is closed. This method significantly improves the consistency between the completed bridge alignment and the design objectives, providing strong technical support for subsequent closure and bridge completion.

Description

Technical Field

[0001] This invention belongs to the field of bridge engineering technology, specifically relating to an adaptive correction method for the theoretical alignment of bridges constructed using the cantilever method. Background Technology

[0002] The cantilever construction method (or suspended casting method) is a commonly used method in the construction of long-span prestressed concrete continuous beam bridges, continuous rigid frame bridges, and cable-stayed bridges. During construction, the bridge structure is in a complex time-varying system state. Its alignment and internal forces are affected by various factors such as the unit weight of the main beam, the elastic modulus of concrete, the bending moment of inertia of the cross section, the initial tension of prestressing, and the ambient temperature, which often leads to deviations between the actual alignment of the bridge and the theoretical design alignment. Traditional alignment control methods mainly rely on theoretical calculations and preset camber in the early stages, and make phased manual adjustments based on measurement results during construction. This method has obvious lag, and the adjustments depend on the engineer's experience, making it difficult to accurately predict and compensate for the cumulative errors caused by various time-varying effects in subsequent construction. This easily leads to a large deviation between the completed bridge alignment and the design target, increasing the difficulty and cost of subsequent alignment adjustments through methods such as ballasting and cable adjustment.

[0003] Therefore, there is an urgent need for a method that can dynamically correct the theoretical alignment in real time, automatically and accurately during construction, in order to adapt to complex actual construction conditions. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides an adaptive correction method for the theoretical alignment of bridges constructed using the cantilever method. This method uniquely identifies the elastic modulus of concrete as the sole core correction parameter. This significantly simplifies the correction process, transforming a complex multivariate optimization problem into an efficient single-variable-dominated correction process. While maintaining the accuracy of the finite element model, it significantly improves computational efficiency and engineering practicality.

[0005] An adaptive correction method for the theoretical alignment of bridges constructed using the cantilever construction method, the method comprising:

[0006] During bridge construction using the cantilever method, monitoring data of the constructed beam segments are collected, and the initial correction alignment value is determined based on the finite element model of the bridge under construction.

[0007] Based on the measured alignment values ​​and the initial corrected alignment values ​​of the constructed beam segments, the alignment deviation value is calculated.

[0008] When the alignment deviation value is less than or equal to the alignment deviation value threshold, the design parameters of the finite element model of the construction bridge are used to determine the theoretical alignment value of the next unconstructed beam segment, which is then used as the predicted alignment value of the next unconstructed beam segment.

[0009] When the deviation value of the alignment is greater than the threshold value of the alignment deviation value, the elastic modulus of concrete in the finite element model of the bridge under construction is adaptively corrected to determine the predicted value of the alignment of the next unconstructed beam segment.

[0010] Based on the predicted alignment of the next unconstructed beam segment, the formwork elevation of the next unconstructed beam segment is adaptively corrected.

[0011] Optionally, the threshold for linear deviation is 3%.

[0012] Optionally, when the alignment deviation value exceeds the alignment deviation threshold, the elastic modulus of concrete in the finite element model of the bridge under construction is adaptively corrected to determine the predicted alignment value for the next unconstructed beam segment. Specific operations include:

[0013] When the linear deviation value is greater than the linear deviation value threshold, the elastic modulus of concrete in the constructed beam segments of the bridge is corrected to obtain the elastic modulus correction coefficient of concrete in the constructed beam segments.

[0014] Based on the correction coefficient of the elastic modulus of concrete in the constructed beam segments and the monitoring data of the constructed beam segments, the elastic modulus of concrete in the next unconstructed beam segment is adaptively corrected.

[0015] Based on the corrected elastic modulus of concrete in the next unconstructed beam segment, the predicted linearity of the next unconstructed beam segment is determined.

[0016] Optionally, the correction factor for the elastic modulus of concrete of the constructed beam segment includes the correction factor based on Euler's theory for the constructed beam segment and the nonlinear correction factor considering the bending and shear effects of the constructed beam segment.

[0017] The method for correcting the elastic modulus of concrete in the constructed beam segments of a bridge under construction is as follows:

[0018] ;

[0019] In the formula, The elastic modulus of concrete in the constructed beam segment is adaptively corrected. These are correction factors for the constructed beam segments based on Euler's theory. For nonlinear correction factors that take into account bending and shear effects in the constructed beam segments, The elastic modulus of the designed concrete;

[0020] Optionally, the correction factor for the constructed beam segment based on Euler's theory. The calculation method is as follows:

[0021] ;

[0022] In the formula, For the index of the measurement point, The total number of measurements, For the first Maximum cantilever length at each measuring point For the first Measured deflection at each measuring point For the first Simulated deflection at each measuring point For the first The maximum cantilever length at each measuring point.

[0023] Optionally, a nonlinear correction factor considering bending and shear effects can be applied to the constructed beam segments. The calculation method is as follows:

[0024] ;

[0025] In the formula, It is a constant. This represents the maximum cantilever length of the constructed beam segment.

[0026] Optionally, based on the concrete elastic modulus correction coefficient of the constructed beam segment and the monitoring data of the constructed beam segment, the concrete elastic modulus of the next unconstructed beam segment is adaptively corrected. The specific operation includes the following steps:

[0027] Using correction factors based on Euler's theory for existing beam segments The maximum cantilever length of the constructed beam segment obtained from monitoring. The bending moment of inertia of the largest cantilever end section of the constructed beam segment Based on the least squares method, the correction factor for the next unconstructed beam segment based on Euler's theory is calculated. ;

[0028] Based on the correction factor of Euler's theory for the next unconstructed beam segment Determine the nonlinear correction coefficient for the next unconstructed beam segment considering bending and shear effects. ;

[0029] Based on the correction factor of Euler's theory for the next unconstructed beam segment Nonlinear correction coefficient for the next unconstructed beam segment considering bending and shear effects. The elastic modulus of concrete in the next unconstructed beam segment is adaptively corrected.

[0030] Optionally, the method for adaptively correcting the elastic modulus of concrete in the next unconstructed beam segment is as follows:

[0031] ;

[0032] In the formula, This is the elastic modulus of the concrete for the next unconstructed beam segment.

[0033] Optionally, correction factors based on Euler's theory can be used for the already constructed beam segments. The maximum cantilever length of the constructed beam segment obtained from monitoring. The bending moment of inertia of the largest cantilever end section of the constructed beam segment Based on the least squares method, the correction factor for the next unconstructed beam segment based on Euler's theory is calculated. The specific method is as follows:

[0034] ;

[0035] In the formula, a, b, and c are the least squares prediction coefficients.

[0036] Optionally, based on the predicted alignment of the next unconstructed beam segment, the formwork elevation of the next unconstructed beam segment is adaptively corrected. The specific operation includes the following steps:

[0037] The difference between the predicted alignment value and the theoretical alignment value of the next unconstructed beam segment is used as the correction value for the formwork elevation.

[0038] The correction value of the formwork elevation is superimposed on the design formwork elevation to adaptively correct the formwork elevation of the next unconstructed beam segment.

[0039] The beneficial effect of this invention is that it discloses an adaptive correction method for the theoretical alignment of bridges constructed using the cantilever method. Compared with the prior art, the improvement of this invention lies in:

[0040] (1) By establishing an adaptive correction method for the elastic modulus of concrete, this invention can analyze and guide the theoretical linear value of the constructed beam segment based on the monitoring data of the constructed beam segment, and can also dynamically predict and correct the formwork elevation of the next unconstructed beam segment.

[0041] (2) The present invention constructs a closed-loop correction method that integrates real-time monitoring and acquisition, data analysis and instruction feedback, which greatly reduces the reliance on manual measurement, experience judgment and manual adjustment during the construction of bridge beam segments. This not only reduces the error introduced by human factors, but also improves the efficiency and intelligence level of the alignment control link of bridge beam segments, making construction management more scientific and standardized.

[0042] (3) This invention automatically corrects the elastic modulus of concrete in the finite element model of the bridge under construction based on real-time monitoring data of multiple bridge beam segments. Through this data-driven characteristic, it can automatically sense and respond to the influence of complex time-varying factors such as changes in ambient temperature and material time-varying effects (such as shrinkage and creep) on the beam segment alignment. Compared with theoretical models that rely on fixed parameters, this invention has stronger adaptability and robustness, and can ensure high-precision alignment control of the beam in various actual construction environments. Attached Figure Description

[0043] Figure 1 This is a flowchart of the adaptive correction method of the present invention;

[0044] Figure 2 This is a schematic diagram of the boundary conditions of the present invention;

[0045] Figure 3 This is a comparison chart of the initial theoretical linearity value, measured linearity value, and initial corrected linearity value of this invention.

[0046] Figure 4 This is a comparison chart of the initial theoretical linear value, the measured linear value, and the second-corrected linear value of this invention. Detailed Implementation

[0047] To enable those skilled in the art to better understand the technical solutions of the present invention, the technical solutions of the present invention will be further described below in conjunction with the accompanying drawings and embodiments. The following embodiments are used to illustrate the present invention, but should not be used to limit the scope of the present invention.

[0048] Example 1: Refer to Figure 1 As shown, an adaptive correction method for the theoretical alignment of bridges constructed using the cantilever method is proposed. This method can analyze and guide the theoretical alignment of bridges during cantilever construction, and is beneficial for predicting the alignment of unconstructed beam segments. The specific method is as follows:

[0049] S1. During the bridge construction process using the cantilever method, monitoring data of the constructed beam segments are collected, and the initial correction alignment value is determined based on the finite element model of the bridge under construction.

[0050] Multiple sensors are deployed at key sections (front ends of each bridge segment) of the constructed bridge beams to form a sensor network. The deployed sensors include inclinometers, GPS positioning devices or total station targets, temperature sensors, etc., to monitor and collect monitoring data of the constructed beam segments in real time. The monitoring data of the constructed beam segments includes: elevation, axis deviation, and ambient temperature data. The model parameters in the finite element model of the construction bridge are calculated based on the monitoring data as the measured model parameters. The measured model parameters include the unit weight of the main beam, the elastic modulus of concrete, the bending moment of inertia of the section, the initial tension of prestress, and the ambient temperature. The measured model parameters are input into the finite element model of the construction bridge, and the finite element model of the construction bridge will output the corresponding linear values ​​based on the input measured model parameters, which are recorded as the primary correction linear values.

[0051] In actual construction, the initial corrected alignment value and the monitored measured alignment value usually do not match. Therefore, it is necessary to determine whether the model parameters in the finite element model of the construction bridge need to be further adjusted based on the initial corrected alignment value and the measured alignment value.

[0052] S2. Calculate the alignment deviation value based on the measured alignment value and the initial corrected alignment value of the constructed beam segment;

[0053] Based on the measured alignment value and the initial corrected alignment value of the constructed beam segment, the alignment deviation value is calculated. The formula for calculating the alignment deviation value is: |(Measured alignment value - Initial corrected alignment value) / (Measured alignment value)| 100%.

[0054] S3. When the alignment deviation value is less than or equal to the alignment deviation value threshold, the theoretical alignment value of the next unconstructed beam segment is determined using the design parameters of the finite element model of the construction bridge, and is used as the predicted alignment value of the next unconstructed beam segment.

[0055] Specifically, based on the accuracy requirements of bridge construction, the threshold value for linear deviation is set to 3% in this invention.

[0056] If the alignment deviation value is less than or equal to the alignment deviation value threshold, the design parameters of the finite element model of the construction bridge are used to determine the theoretical alignment value of the next unconstructed beam segment, which is then used as the predicted alignment value of the next unconstructed beam segment.

[0057] If the linear deviation value is greater than the linear deviation value threshold, the model parameters in the finite element model of the construction bridge need to be further corrected, i.e., secondary correction.

[0058] S4: When the alignment deviation value is greater than the alignment deviation value threshold, the elastic modulus of concrete in the finite element model of the construction bridge is adaptively corrected to determine the alignment prediction value of the next unconstructed beam segment.

[0059] According to the basic principles of mechanics of materials, the deflection curve equation of a beam can be expressed by the physical relationship between curvature and bending moment, that is, the expression for the deflection curve equation of a beam is:

[0060] (1);

[0061] In the formula, Let be the curvature of the beam's deflection curve. Let be the radius of curvature of the beam's deflection curve. For bending moment, The elastic modulus of concrete. For bending moment of inertia.

[0062] Based on the mathematical relationship between the curvature of a plane curve and the reciprocal of the equation of the beam's deflection curve, we can obtain:

[0063] (2);

[0064] In the formula, The cantilever length of the beam is The radius of curvature at that point The first derivative of the main beam's linearity function. It is the second derivative of the main beam's linearity function.

[0065] Based on formula (2), the approximate differential equation of the beam's deflection curve can be further derived:

[0066] (3);

[0067] In the formula, Let the integration constant be one. The integral constant is two. The length of the cantilever. The cantilever length of the beam is The bending moment at that point, Let be the differential of the cantilever length of the beam. It is the main beam geometry function.

[0068] For bridges constructed using the cantilever method, by substituting the boundary conditions into formula (3), we obtain the approximate differential equation for the final deflection curve of the beam, where the boundary condition is the deflection at the fixed end A. and corner All are 0, such as Figure 2 As shown.

[0069] The approximate differential equation for the final deflection curve of the beam is:

[0070] (4);

[0071] From formula (4), we can see that the main beam's linear function is... There are 3 influencing parameters, namely , Main beam unit weight; and main beam linear function With bending stiffness EI There is a certain inverse relationship between the main beam's linear function and the linear function. It has a certain positive proportional relationship with the unit weight of the main beam.

[0072] In this invention, only the elastic modulus of concrete is measured. E Adaptive corrections are performed to adjust the alignment values ​​of the next unconstructed beam segment.

[0073] More specifically, the elastic modulus of concrete in the finite element model of the bridge under construction is adaptively corrected to determine the predicted value of the alignment of the next unconstructed beam segment. The specific operation includes the following sub-steps:

[0074] S401: When the alignment deviation value is greater than the alignment deviation value threshold, the elastic modulus of concrete in the constructed beam segments of the bridge is corrected to obtain the elastic modulus correction coefficient of concrete in the constructed beam segments.

[0075] The correction factor for the elastic modulus of concrete in the constructed beam segment includes the correction factor based on Euler's theory and the nonlinear correction factor considering the bending and shear effects in the constructed beam segment.

[0076] The method for correcting the elastic modulus of concrete in the constructed beam segments of a bridge under construction is as follows:

[0077] (5);

[0078] In the formula, The elastic modulus of concrete in the constructed beam segment is adaptively corrected. These are correction factors for the constructed beam segments based on Euler's theory. For nonlinear correction factors that take into account bending and shear effects in the constructed beam segments, The elastic modulus of the designed concrete.

[0079] In formula (5), The calculation formula is:

[0080] (6);

[0081] In the formula, For the index of the measurement point, The total number of measurements, For the first Maximum cantilever length at each measuring point For the first Measured deflection at each measuring point For the first Simulated deflection at each measuring point For the first Maximum cantilever length at each measuring point ; The measured deflection at the first measuring point. The measured deflection at the second measuring point. The simulated deflection at the first measuring point. The simulated deflection is for the second measuring point.

[0082] The calculation formula is:

[0083] (7);

[0084] In the formula, It is a constant. This represents the maximum cantilever length of the constructed beam segment.

[0085] In this embodiment, the nonlinear correction coefficient βThe calculation formula is derived from a large number of finite element models and measured data of bridges constructed by the cantilever method. It is highly compatible with the theoretical linear law of bridges constructed by the cantilever method. Special bridges (curved bridges constructed by the cantilever method) can also be fitted with secondary parameters based on formula (7).

[0086] S402: Based on the concrete elastic modulus correction coefficient of the constructed beam segment and the monitoring data of the constructed beam segment, adaptively correct the concrete elastic modulus of the next unconstructed beam segment.

[0087] Using correction factors based on Euler's theory for existing beam segments The maximum cantilever length of the constructed beam segment obtained from monitoring. The bending moment of inertia of the largest cantilever end section of the constructed beam segment Based on the least squares method, the correction factor for the next unconstructed beam segment based on Euler's theory is calculated. ;

[0088] (8);

[0089] In the formula, a, b, and c are the least squares prediction coefficients.

[0090] Based on the adaptive correction method for the elastic modulus of concrete in the constructed beam segments, after each beam segment is constructed, the elastic modulus of the currently constructed beam segment can be obtained through formula (6). Value, and record the current construction beam segment. and Finally, based on the records of all constructed beam segments... and the corresponding and The least squares method is used to iterate and fit the formula (8), where the initial iteration values ​​of a, b, and c are 0.026, 0.45, and 0.5, respectively, and the least squares prediction coefficients a, b, and c are obtained.

[0091] Based on the correction factor of Euler's theory for the next unconstructed beam segment Determine the nonlinear correction coefficient for the next unconstructed beam segment considering bending and shear effects. Among them, the nonlinear correction coefficient for the next unconstructed beam segment considering the bending and shear effects. The determination method is based on formula (7) and The relationship is established.

[0092] Based on the correction factor of Euler's theory for the next unconstructed beam segment Nonlinear correction coefficient for the next unconstructed beam segment considering bending and shear effects. Adaptive correction is made to the elastic modulus of concrete in the next unconstructed beam segment:

[0093] (9);

[0094] In the formula, This is the elastic modulus of the concrete for the next unconstructed beam segment.

[0095] S403: Concrete elastic modulus based on the revised next unconstructed beam segment The finite element model of the bridge under construction was used to determine the predicted alignment value of the next unconstructed beam segment.

[0096] S5. Based on the predicted alignment of the next unconstructed beam segment, adaptively correct the formwork elevation of the next unconstructed beam segment.

[0097] The difference between the predicted alignment value and the theoretical alignment value of the next unconstructed beam segment is used as the formwork elevation correction value, which is then superimposed on the original design formwork elevation to obtain the formwork elevation correction value used to guide the formwork elevation correction value of the next unconstructed beam segment. The formwork installation and concrete pouring of the next unconstructed beam segment are then guided by the formwork elevation correction value.

[0098] Subsequently, the next unconstructed beam segment is treated as a constructed beam segment, and steps S1-S5 are repeated to begin a new round of "monitoring-calculation-correction-execution" cycle until the entire bridge is closed. This invention forms a closed-loop, adaptive linear control system.

[0099] Example 2: This example provides the application of the method of Example 1 in a real construction project. Specifically, the bridge in this project is a three-span continuous beam bridge, and the main beam is constructed using cantilever casting. The method for each beam segment is... i End and j The end is the line measurement point. Because the corrected value obtained by simulating the line shape of the beam segment using existing technology deviates from the measured value, the method in this invention is used to adaptively correct the line shape value of the beam segment. After correcting the line shape value using monitoring data from constructed beam segments, the obtained line shape deviation value is still greater than 3%. Therefore, further adaptive correction of the concrete elastic modulus in the finite element model of the constructed bridge is required. The correction results are attached. Figure 3 Appendix Figure 4 As shown in Table 1 below, Appendix Figure 3 To compare the initial corrected alignment value (based on monitoring data) with the measured alignment value and the initial theoretical alignment value (obtained using design parameters), the following is attached. Figure 4 Table 1 shows a comparison between the secondary corrected linear shape value obtained after adaptive correction using the concrete elastic modulus, the primary corrected linear shape value, and the initial theoretical linear shape value. The table also provides a statistical breakdown of the primary and secondary corrected linear shape values. (See attached table.) Figure 3 Appendix Figure 4As can be seen from Table 1, the adaptive correction method in this invention has a good correction effect and can be used for the adaptive correction of the formwork elevation of subsequent beam segments.

[0100] Table 1. Statistical details of primary and secondary correction line values:

[0101] ;

[0102] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A self-adaptive correction method for the theoretical alignment of a bridge constructed by the cantilever method, characterized in that, The method comprises: In the process of bridge construction using the cantilever method, monitoring data of the constructed beam section is collected, and a primary correction linear value is determined based on a finite element model of the constructed bridge; Based on the measured linear value and the primary correction linear value of the constructed beam section, a linear deviation value is calculated; When the linear deviation value is less than or equal to a linear deviation value threshold, a linear theoretical value of the next unconstructed beam section is determined using the design parameters of the finite element model of the constructed bridge as the linear prediction value of the next unconstructed beam section; When the linear deviation value is greater than the linear deviation value threshold, the elastic modulus of concrete in the finite element model of the constructed bridge is adaptively corrected to determine the linear prediction value of the next unconstructed beam section; Based on the linear prediction value of the next unconstructed beam section, the formwork elevation of the next unconstructed beam section is adaptively corrected; The elastic modulus correction coefficient of the constructed beam section includes a correction coefficient based on Euler's theory and a nonlinear correction coefficient considering the bending shear effect of the constructed beam section; The method for correcting the elastic modulus of concrete of the constructed beam section of the constructed bridge is as follows: ； wherein, is the concrete elastic modulus of the as-built beam segment after the adaptive correction, is the correction factor based on Euler's theory for the as-built beam segment, is the nonlinear correction factor considering the flexure-shear effect for the as-built beam segment, is the designed concrete elastic modulus; Method for calculating the correction factor of the euler theory for a constructed beam segment The method for calculating the correction factor of the Euler theory for a constructed beam segment is: ； wherein is an index of the measurement point, is the total number of measurements, is the maximum cantilever length of the is the measured deflection of the is the simulated deflection of the is the maximum cantilever length of the is the maximum cantilever length of the is the measured deflection of the is the simulated deflection of the is the maximum cantilever length of the 2. The self-adaptive correction method for the theoretical alignment of a cast-in-place bridge according to claim 1, characterized in that, The linear deviation value threshold is 3%.

3. The self-adaptive correction method for the theoretical alignment of a cast-in-place bridge according to claim 1, characterized in that, When the linear deviation value is greater than the linear deviation value threshold, the elastic modulus of concrete of the constructed beam section of the constructed bridge is corrected to obtain the elastic modulus correction coefficient of the constructed beam section; Based on the elastic modulus correction coefficient of the constructed beam section and the monitoring data of the constructed beam section, the elastic modulus of concrete of the next unconstructed beam section is adaptively corrected; Based on the corrected elastic modulus of concrete of the next unconstructed beam section, the linear prediction value of the next unconstructed beam section is determined. Based on the elastic modulus correction coefficient of the constructed beam section and the monitoring data of the constructed beam section, the elastic modulus of concrete of the next unconstructed beam section is adaptively corrected, and the specific operation comprises the following steps:

4. The self-adaptive correction method for the theoretical alignment of a cast-in-place bridge according to claim 3, characterized in that, Nonlinear correction factor of constructed beam segment considering bending shear effect The calculation method is: ； wherein is a constant, is the maximum cantilever length of the constructed beam segment.

5. The method of claim 4, wherein the method further comprises: The method for adaptively correcting the elastic modulus of concrete of the next unconstructed beam section is as follows: using a correction factor based on Euler's theory for the constructed beam segment , monitoring the maximum cantilever length of the constructed beam segment and the maximum cantilever end section moment of inertia of the constructed beam segment , calculating a correction factor based on Euler's theory for the next unconstructed beam segment based on the least squares method ; determining a nonlinear correction factor of the next unconstructed beam segment considering the bending-shear effect based on a correction factor of the next unconstructed beam segment based on Euler theory , determining a nonlinear correction factor of the next unconstructed beam segment considering the bending-shear effect based on a correction factor of the next unconstructed beam segment based on Euler theory ; A modified factor based on euler theory for the next unconstructed segment of the beam A nonlinear modified factor considering the effect of flexure-shear for the next unconstructed segment of the beam Adaptive correction of the elastic modulus of the concrete of the next unconstructed segment of the beam 6. The method for adaptive correction of theoretical alignment of a cast-in-place bridge according to claim 5, characterized in that, In the formula, a, b, and c are least square prediction coefficients. ； In the formula, E is the concrete elastic modulus of the next unconstructed beam segment.

7. The method of claim 6, wherein the method further comprises: using the correction factor of the Euler theory based on the constructed beam segment monitoring the maximum cantilever length of the constructed beam segment and the maximum cantilever end section moment of inertia of the constructed beam segment calculating the correction factor of the Euler theory based on the least square method for the next unconstructed beam segment the specific method is: ； Based on the linear prediction value of the next unconstructed beam section, the formwork elevation of the next unconstructed beam section is adaptively corrected, and the specific operation comprises the following steps:

8. The method of claim 7, wherein the method further comprises: The difference between the linear prediction value of the next unconstructed beam section and the linear theoretical value of the next unconstructed beam section is taken as the formwork elevation correction value; The formwork elevation correction value is superimposed on the design formwork elevation to adaptively correct the formwork elevation of the next unconstructed beam section. ​

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