Large-span suspension bridge saddle and bridge tower combination pre-deflection construction optimization method and system

Abstract

The invention discloses a large-span suspension bridge saddle and bridge tower combination pre-deflection construction optimization method and system. The method comprises the following steps that a large-span suspension bridge saddle and bridge tower combination pre-bias model is established; according to the large-span suspension bridge saddle and bridge tower combined pre-bias model, saddle pre-bias and bridge tower pre-bias under different pre-bias schemes are determined; according to the saddle pre-deviation quantity and the bridge tower pre-deviation quantity under the different pre-deviation schemes, the anti-sliding safety coefficient and the bridge tower stress of the main cable in the saddle groove in the construction process of the different pre-deviation schemes are determined; and an optimized large-span suspension bridge saddle and bridge tower combined pre-deflection construction scheme is determined based on the anti-sliding safety coefficient requirement of the main cable, the bridge tower stress limitation and the anti-sliding safety coefficient and the bridge tower stress of the main cable in the saddle groove in the construction process of different pre-deflection schemes. According to the method, the reasonable saddle pre-deflection and bridge tower pre-deflection combination can be obtained, then the saddle pre-deflection amount in the main cable erecting process is reduced, the tower top size is reduced, and the construction efficiency and the structural safety are improved.

Description

Technical Field

[0001] This invention relates to the field of bridge engineering technology, specifically to an optimized method and system for pre-deflection construction of saddle and tower combination for long-span suspension bridges. Background Technology

[0002] In the construction of long-span suspension bridges, the erection of the main cable is one of the key steps. Because the ends of the main cable strands are anchored stationary, and slippage between the strands and the saddle grooves is not permitted, the main cable will cause the saddle to shift towards the mid-span as tension increases. For suspension bridges with a large side-to-mid-span ratio, if conventional construction methods are used, the pre-deflection of the saddle will be very large. This not only increases the tower top dimensions and design complexity but also affects the overall structural performance of the bridge. Summary of the Invention

[0003] To address the aforementioned shortcomings in the existing technology, this invention provides an optimized method and system for pre-deflection construction of the combination of saddles and towers for long-span suspension bridges.

[0004] To achieve the above-mentioned objectives, the technical solution adopted by this invention is as follows:

[0005] An optimized construction method for pre-deflection of the saddle and tower combination of long-span suspension bridges, characterized by the following steps:

[0006] S1. Based on the design parameters and construction conditions of long-span suspension bridges, establish a pre-deflection model of the combination of saddle and tower for long-span suspension bridges.

[0007] S2. Based on the pre-deflection model of the saddle and tower combination of a long-span suspension bridge, determine the pre-deflection amount of the saddle and the tower under different pre-deflection schemes.

[0008] S3. Based on the saddle pre-deflection and bridge tower pre-deflection under different pre-deflection schemes, determine the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes.

[0009] S4. Based on the main cable anti-slip safety factor requirements, bridge tower stress limitations, and the anti-slip safety factor and bridge tower stress of the main cable in the saddle slot during the construction of different pre-deflection schemes, determine the optimized pre-deflection construction scheme for the combination of saddle and bridge tower for long-span suspension bridges.

[0010] Furthermore, in step S1, the design parameters of the long-span suspension bridge include the main span length, the side-to-mid span ratio, the number of main cable strands, and the tower height.

[0011] Further, step S1 includes the following steps:

[0012] S11. Based on the design parameters of long-span suspension bridges, establish a finite element model of the long-span suspension bridge;

[0013] S12. Based on the construction condition data of the long-span suspension bridge, the weight of the main cable strands and the construction load are applied to the finite element model of the long-span suspension bridge to establish a pre-deflection model of the combination of the saddle and the bridge tower of the long-span suspension bridge.

[0014] Further, in step S2, based on the pre-deflection model of the saddle and tower combination of a long-span suspension bridge, the saddle pre-deflection amount and tower pre-deflection amount under different pre-deflection schemes are determined. Specifically, based on the pre-deflection model of the saddle and tower combination of a long-span suspension bridge, the required saddle pre-deflection amount is calculated using the number of main cable strands and the side-to-middle span ratio. An adjustment value is set, and the saddle pre-deflection amount is gradually reduced using the set adjustment value. The tower pre-deflection amount is also gradually increased using the set adjustment value to obtain the tower pre-deflection amount under the corresponding pre-deflection scheme, so as to determine the saddle pre-deflection amount and tower pre-deflection amount under different pre-deflection schemes.

[0015] Furthermore, step S3 includes the following steps:

[0016] S31. Determine the initial state parameters, including the number of main cable strands and the initial positions of the saddle and bridge tower;

[0017] S32. Based on the saddle pre-deflection amount and bridge tower pre-deflection amount under different pre-deflection schemes, carry out saddle pre-deflection construction and bridge tower pre-deflection construction for the main cable erection with initial state parameters.

[0018] S33. Install the main cable strands one by one, and monitor the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the installation process, so as to determine the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes.

[0019] Further, in step S32, based on the saddle pre-biasing amount and bridge tower pre-biasing amount under different pre-biasing schemes, saddle pre-biasing construction and bridge tower pre-biasing construction are carried out on the main cable frame with initial state parameters. The specific process is as follows: based on the saddle pre-biasing amount and bridge tower pre-biasing amount under different pre-biasing schemes, the saddle pre-biasing construction is carried out on the main cable frame with initial state parameters by adjusting the connection device between the saddle and the bridge tower. The saddle and bridge tower after the saddle pre-biasing construction are fixedly connected by high-strength bolt method or welding method, and the bridge tower pre-biasing is carried out on the fixedly connected saddle and bridge tower by cable tensioning method.

[0020] A construction optimization system for pre-deflection of a long-span suspension bridge saddle and tower combination using the above method includes a pre-deflection model construction module, a combined pre-deflection calculation module, a combined pre-deflection construction simulation module, and a combined pre-deflection optimization module.

[0021] The pre-bias model building module is used to establish a pre-bias model of the combination of saddle and tower of a long-span suspension bridge based on the design parameters and construction conditions of the long-span suspension bridge.

[0022] The combined pre-deflection calculation module is used to determine the pre-deflection of the saddle and the pre-deflection of the bridge tower under different pre-deflection schemes based on the combined pre-deflection model of the saddle and the bridge tower of a long-span suspension bridge.

[0023] The combined pre-deflection construction simulation module is used to determine the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes based on the saddle pre-deflection and bridge tower pre-deflection under different pre-deflection schemes.

[0024] The combined pre-deflection optimization module is used to determine the optimal pre-deflection construction scheme for the saddle and tower of a long-span suspension bridge based on the main cable anti-slip safety factor requirements, bridge tower stress limits, and the anti-slip safety factor and bridge tower stress of the main cable in the saddle groove during the construction of different pre-deflection schemes.

[0025] The present invention has the following beneficial effects:

[0026] (1) This invention establishes a pre-deflection model of the saddle and tower combination of a long-span suspension bridge based on the design parameters and construction conditions of the long-span suspension bridge. Then, based on the pre-deflection model of the saddle and tower combination of the long-span suspension bridge, the pre-deflection amount of the saddle and the pre-deflection amount of the tower under different pre-deflection schemes are determined. Based on the pre-deflection amount of the saddle and the pre-deflection amount of the tower under different pre-deflection schemes, the anti-slip safety factor of the main cable in the saddle groove and the tower stress during the construction of different pre-deflection schemes are determined. Finally, based on the anti-slip safety factor requirement of the main cable, the stress limit of the tower, and the anti-slip safety factor of the main cable in the saddle groove and the tower stress during the construction of different pre-deflection schemes, an optimized construction scheme for the pre-deflection of the saddle and tower combination of a long-span suspension bridge is determined. This can obtain a reasonable combination of saddle and tower pre-deflection, thereby reducing the pre-deflection amount of the saddle during the main cable erection process, reducing the tower top size and design difficulty, and improving construction efficiency and structural safety.

[0027] (2) This invention proposes an optimization system for the pre-deflection construction of a combination of saddles and towers for long-span suspension bridges, including a pre-deflection model construction module, a combined pre-deflection amount calculation module, a combined pre-deflection amount construction simulation module, and a combined pre-deflection amount optimization module. The pre-deflection model construction module can be used to establish a combined pre-deflection model of a long-span suspension bridge saddle and tower based on the design parameters and construction conditions of the long-span suspension bridge. The combined pre-deflection amount calculation module can be used to determine the saddle pre-deflection amount and tower pre-deflection amount under different pre-deflection schemes based on the combined pre-deflection model of a long-span suspension bridge saddle and tower. The combined pre-deflection amount construction simulation module can be used to determine the anti-slip safety factor of the main cable in the saddle groove and the tower stress during the construction of different pre-deflection schemes based on the saddle pre-deflection amount and tower pre-deflection amount under different pre-deflection schemes. The combined pre-deflection amount optimization module can be used to determine the optimized pre-deflection construction scheme of a combination of saddles and towers for long-span suspension bridges based on the anti-slip safety factor requirements of the main cable, the stress limit of the tower, and the anti-slip safety factor and tower stress of the main cable in the saddle groove during the construction of different pre-deflection schemes. Attached Figure Description

[0028] Figure 1 A schematic diagram of the optimized construction method for pre-deflection of the saddle and tower combination of a long-span suspension bridge;

[0029] Figure 2 This is a schematic diagram of the pre-deflection construction optimization system for the combination of saddle and tower of a long-span suspension bridge. Detailed Implementation

[0030] The specific embodiments of the present invention are described below to enable those skilled in the art to understand the present invention. However, it should be understood that the present invention is not limited to the scope of the specific embodiments. For those skilled in the art, various changes are obvious as long as they are within the spirit and scope of the present invention as defined and determined by the appended claims. All inventions utilizing the concept of the present invention are protected.

[0031] like Figure 1 As shown, the optimized construction method for pre-deflection of the saddle and tower combination of a long-span suspension bridge is characterized by the following steps:

[0032] S1. Based on the design parameters and construction conditions of long-span suspension bridges, establish a pre-deflection model of the combination of saddle and tower for long-span suspension bridges.

[0033] In an optional embodiment of the present invention, the design parameters of a long-span suspension bridge include the main span length, the side-to-mid span ratio, the number of main cable strands, and the tower height.

[0034] Specifically, the main span is 1208m, with a side-to-mid span ratio of 0.439, significantly higher than that of conventional suspension bridges. The main cable is a parallel wire strand cable, with 127 strands, each containing 127 high-strength zinc-aluminum alloy steel wires with a diameter of 6.0mm. The bridge towers are portal frame steel towers, with a height of 217m.

[0035] Step S1 includes the following steps:

[0036] S11. Based on the design parameters of long-span suspension bridges, establish a finite element model of the long-span suspension bridge.

[0037] S12. Based on the construction condition data of the long-span suspension bridge, the weight of the main cable strands and the construction load are applied to the finite element model of the long-span suspension bridge to establish a pre-deflection model of the combination of the saddle and the bridge tower of the long-span suspension bridge.

[0038] S2. Based on the pre-deflection model of the saddle and tower combination of a long-span suspension bridge, determine the pre-deflection amount of the saddle and the tower under different pre-deflection schemes.

[0039] In an optional embodiment of the present invention, the present invention determines the saddle pre-deflection amount and the bridge tower pre-deflection amount under different pre-deflection schemes based on the pre-deflection model of the saddle and bridge tower combination of a long-span suspension bridge. Specifically, based on the pre-deflection model of the saddle and bridge tower combination of a long-span suspension bridge, the required saddle pre-deflection amount is calculated using the number of main cable strands and the side-to-mid span ratio. An adjustment value is set, and the saddle pre-deflection amount is gradually reduced using the set adjustment value. The bridge tower pre-deflection amount is also gradually increased using the set adjustment value to obtain the bridge tower pre-deflection amount under the corresponding pre-deflection scheme, thereby determining the saddle pre-deflection amount and the bridge tower pre-deflection amount under different pre-deflection schemes.

[0040] Specifically, the required saddle pre-offset in this invention is calculated to be 3.85m. Based on the set adjustment values, this invention adjusts the tower top pre-offset to 1.3m and the saddle pre-offset to 2.55m to determine the first pre-offset scheme. Then, based on the pre-offset setting values ​​of the first pre-offset scheme, the cable strand frame design calculation is performed, and a full-process check calculation is conducted for the entire cable strand erection. Based on the set adjustment values, this invention adjusts the tower top pre-offset to 1.2m and the saddle pre-offset to 2.65m to determine the second pre-offset scheme, and again performs a full-process check calculation for the entire cable strand erection. Through multiple analyses, this invention determines several different pre-offset schemes.

[0041] S3. Based on the saddle pre-deflection and bridge tower pre-deflection under different pre-deflection schemes, determine the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes.

[0042] In an optional embodiment of the present invention, step S3 includes the following steps:

[0043] S31. Determine the initial state parameters, including the number of main cable strands and the initial positions of the saddle and bridge tower.

[0044] Specifically, the main cable has 127 strands, and the saddle and bridge tower are initially aligned.

[0045] S32. Based on the saddle pre-biasing amount and bridge tower pre-biasing amount under different pre-biasing schemes, carry out saddle pre-biasing construction and bridge tower pre-biasing construction for the main cable erection with initial state parameters.

[0046] This invention performs saddle pre-biasing construction and bridge tower pre-biasing construction on the main cable frame with initial state parameters according to the saddle pre-biasing amount and bridge tower pre-biasing amount under different pre-biasing schemes. The specific process is as follows: according to the saddle pre-biasing amount and bridge tower pre-biasing amount under different pre-biasing schemes, the saddle pre-biasing construction is carried out on the main cable erection with initial state parameters by adjusting the connection device between the saddle and the bridge tower. The saddle and the bridge tower are fixedly connected after the saddle pre-biasing construction using the high-strength bolt method or the high-strength tie rod method. Finally, the bridge tower pre-biasing is carried out on the fixedly connected saddle and the bridge tower using the cable tensioning method.

[0047] S33. Install the main cable strands one by one, and monitor the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the installation process, so as to determine the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes.

[0048] S4. Based on the main cable anti-slip safety factor requirements, bridge tower stress limitations, and the anti-slip safety factor and bridge tower stress of the main cable in the saddle slot during the construction of different pre-deflection schemes, determine the optimized pre-deflection construction scheme for the combination of saddle and bridge tower for long-span suspension bridges.

[0049] In an optional embodiment of the present invention, based on the main cable anti-slip safety factor requirement, bridge tower stress limitation, and the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes, the present invention determines the first pre-deflection scheme (saddle pre-deflection amount of 2.55m and bridge tower pre-deflection amount of 1.3m) as the optimized pre-deflection construction scheme for the combination of saddle and bridge tower for long-span suspension bridges. This scheme can effectively reduce the design difficulty and construction risk of the tower top size while meeting the main cable anti-slip safety factor.

[0050] like Figure 2 As shown, the long-span suspension bridge saddle and tower combination pre-deflection construction optimization system using the above method includes a pre-deflection model construction module, a combination pre-deflection calculation module, a combination pre-deflection construction simulation module, and a combination pre-deflection optimization module.

[0051] In an optional embodiment of the present invention, the pre-bias model construction module is used to establish a pre-bias model of the combination of saddle and tower of a long-span suspension bridge based on the design parameters and construction condition data of the long-span suspension bridge.

[0052] In an optional embodiment of the present invention, the combined pre-deflection calculation module is used to determine the saddle pre-deflection and bridge tower pre-deflection under different pre-deflection schemes based on the combined pre-deflection model of the saddle and bridge tower of a long-span suspension bridge.

[0053] In an optional embodiment of the present invention, the combined pre-deflection construction simulation module is used to determine the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes based on the saddle pre-deflection and bridge tower pre-deflection under different pre-deflection schemes.

[0054] In an optional embodiment of the present invention, the combined pre-deflection optimization module is used to determine an optimized pre-deflection construction scheme for the saddle and tower of a long-span suspension bridge based on the main cable anti-slip safety factor requirements, the bridge tower stress limit, and the anti-slip safety factor and bridge tower stress of the main cable in the saddle groove during the construction of different pre-deflection schemes.

[0055] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0056] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0057] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0058] Specific embodiments have been used to illustrate the principles and implementation methods of this invention. The descriptions of the embodiments above are only for the purpose of helping to understand the method and core ideas of this invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this invention. Therefore, the content of this specification should not be construed as a limitation of this invention.

[0059] Those skilled in the art will recognize that the embodiments described herein are intended to help the reader understand the principles of the invention, and should be understood that the scope of protection of the invention is not limited to such specific statements and embodiments. Those skilled in the art can make various other specific modifications and combinations based on the technical teachings disclosed in this invention without departing from the spirit of the invention, and these modifications and combinations are still within the scope of protection of this invention.

Claims

1. An optimized construction method for pre-deflection of the combination of saddle and tower in a long-span suspension bridge, characterized in that... Includes the following steps: S1. Based on the design parameters and construction conditions of long-span suspension bridges, establish a pre-deflection model of the combination of saddle and tower for long-span suspension bridges. S2. Based on the pre-deflection model of the saddle and tower combination of a long-span suspension bridge, determine the pre-deflection amount of the saddle and the tower under different pre-deflection schemes. S3. Based on the saddle pre-deflection and bridge tower pre-deflection under different pre-deflection schemes, determine the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes. S4. Based on the main cable anti-slip safety factor requirements, bridge tower stress limitations, and the anti-slip safety factor and bridge tower stress of the main cable in the saddle slot during the construction of different pre-deflection schemes, determine the optimized pre-deflection construction scheme for the combination of saddle and bridge tower for long-span suspension bridges.

2. The optimized construction method for pre-deflection of the combination of saddle and tower of a long-span suspension bridge according to claim 1, characterized in that, In step S1, the design parameters of a long-span suspension bridge include the main span length, the ratio of the side span to the middle span, the number of main cable strands, and the tower height.

3. The optimized construction method for pre-deflection of the combination of saddle and tower for long-span suspension bridges according to claim 1, characterized in that, Step S1 includes the following steps: S11. Based on the design parameters of long-span suspension bridges, establish a finite element model of the long-span suspension bridge; S12. Based on the construction condition data of the long-span suspension bridge, the weight of the main cable strands and the construction load are applied to the finite element model of the long-span suspension bridge to establish a pre-deflection model of the combination of the saddle and the bridge tower of the long-span suspension bridge.

4. The optimized construction method for pre-deflection of the combination of saddle and tower for long-span suspension bridges according to claim 1, characterized in that, In step S2, based on the pre-deflection model of the saddle and tower combination of a long-span suspension bridge, the pre-deflection amount of the saddle and tower under different pre-deflection schemes is determined. Specifically, based on the pre-deflection model of the saddle and tower combination of a long-span suspension bridge, the required saddle pre-deflection amount is calculated using the number of main cable strands and the side-to-mid span ratio. An adjustment value is set, and the saddle pre-deflection amount is gradually reduced using the set adjustment value. The tower pre-deflection amount is also gradually increased using the set adjustment value to obtain the tower pre-deflection amount under the corresponding pre-deflection scheme, thereby determining the saddle pre-deflection amount and tower pre-deflection amount under different pre-deflection schemes.

5. The optimized construction method for pre-deflection of the combination of saddle and tower of a long-span suspension bridge according to claim 1, characterized in that, Step S3 includes the following steps: S31. Determine the initial state parameters, including the number of main cable strands and the initial positions of the saddle and bridge tower; S32. Based on the saddle pre-deflection amount and bridge tower pre-deflection amount under different pre-deflection schemes, carry out saddle pre-deflection construction and bridge tower pre-deflection construction for the main cable erection with initial state parameters. S33. Install the main cable strands one by one, and monitor the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the installation process, so as to determine the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes.

6. The optimized construction method for pre-deflection of the combination of saddle and tower for long-span suspension bridges according to claim 5, characterized in that, In step S32, based on the saddle pre-biasing amount and bridge tower pre-biasing amount under different pre-biasing schemes, saddle pre-biasing construction and bridge tower pre-biasing construction are carried out for the main cable erection with initial state parameters. The specific process is as follows: based on the saddle pre-biasing amount and bridge tower pre-biasing amount under different pre-biasing schemes, the saddle pre-biasing construction of the main cable erection with initial state parameters is carried out by adjusting the connection device between the saddle and the bridge tower. The saddle and the bridge tower after the saddle pre-biasing construction are fixedly connected by high-strength bolts or fixed tie rods, and the bridge tower pre-biasing is carried out by the inclined cable tensioning method for the fixedly connected saddle and the bridge tower.

7. A pre-deflection construction optimization system for the combination of saddles and towers of long-span suspension bridges using the method described in any one of claims 1-6, characterized in that... It includes a pre-deflection model construction module, a combined pre-deflection calculation module, a combined pre-deflection construction simulation module, and a combined pre-deflection optimization module; The pre-bias model building module is used to establish a pre-bias model of the combination of saddle and tower of a long-span suspension bridge based on the design parameters and construction conditions of the long-span suspension bridge. The combined pre-deflection calculation module is used to determine the pre-deflection of the saddle and the pre-deflection of the bridge tower under different pre-deflection schemes based on the combined pre-deflection model of the saddle and the bridge tower of a long-span suspension bridge. The combined pre-deflection construction simulation module is used to determine the anti-slip safety factor of the main cable in the saddle groove and the bridge tower stress during the construction of different pre-deflection schemes based on the saddle pre-deflection and bridge tower pre-deflection under different pre-deflection schemes. The combined pre-deflection optimization module is used to determine the optimal pre-deflection construction scheme for the saddle and tower of a long-span suspension bridge based on the main cable anti-slip safety factor requirements, bridge tower stress limits, and the anti-slip safety factor and bridge tower stress of the main cable in the saddle groove during the construction of different pre-deflection schemes.

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