Bridge erecting machine trolley transverse moving hydraulic device and automatic beam falling control method

Abstract

The invention discloses a bridge erecting machine trolley transverse moving hydraulic device and an automatic beam falling control method. Comprising a bridge girder erection machine main beam, a beam falling trolley, a transverse moving trolley, a transverse moving driving mechanism, a hydraulic control system, a dual-redundancy displacement detection unit, a central control unit, a hydraulic locking module and a self-adaptive deviation compensation module. The bridge girder erection machine main beam extends in the longitudinal direction, and a longitudinal moving rail extending in the longitudinal direction is arranged at the top of the bridge girder erection machine main beam. By means of the design that a two-stage sliding assembly structure is matched with chain type transmission transverse movement, the lateral deflection problem of a traditional single-oil-cylinder straight pushing structure is thoroughly solved, lateral stress in the transverse movement process is effectively counteracted by means of cooperation of an anti-deflection guide sliding assembly and a sliding guide type pushing base, abrasion of a rail and a transmission part is reduced, and the service life of the rail is prolonged. The straightness of transverse moving and sliding and the stability of the overall structure are greatly improved, the service life of equipment is prolonged, and the equipment failure rate and the maintenance cost in the construction process are reduced.

Description

Technical Field

[0001] This invention relates to the field of bridge construction technology, specifically to a hydraulic device for the lateral movement of a bridge erecting machine trolley and an automatic beam dropping control method. Background Technology

[0002] As a core piece of equipment in road and bridge construction, bridge erecting machines are widely used in the precast beam erection of highways and railway bridges. The trolley lateral movement hydraulic system is a key component for achieving precise beam alignment and smooth beam placement. Currently, most conventional bridge erecting machines adopt a single-cylinder direct-push lateral movement structure, coupled with a simple hydraulic control circuit to drive the lateral movement trolley. Displacement detection largely relies on data collection from a single sensor, with displacement adjustment and positioning locking achieved manually via a handle in the cab. While some more intelligent bridge erecting machines have introduced closed-loop control logic, they still primarily rely on basic hydraulic transmission and single-point detection. Their overall structure and control scheme follow traditional engineering machinery design principles, making them unsuitable for the high-precision, high-stability requirements of modern bridge construction.

[0003] Specifically, the existing bridge erecting machine trolley lateral movement structure and control method have many technical defects: First, the single-cylinder direct push structure is prone to lateral swaying force, which can easily lead to track wear, chain loosening and derailment during long-term operation, resulting in poor sliding straightness and transmission stability; Second, displacement detection uses a single sensor to collect signals, which is easily affected by temperature drift, mechanical clearance, oil leakage and other factors at the construction site, resulting in large detection data errors and difficulty in ensuring positioning accuracy; Third, the hydraulic control circuit lacks redundant locking and adaptive correction functions, and the control parameters cannot be flexibly switched under heavy and light load conditions, resulting in large impacts when reaching the target position and easy slippage and deviation problems; Fourth, the mode switching is abrupt, manual intervention is inconvenient during automatic operation, the fault warning and emergency response mechanism is imperfect, and the construction safety and continuity are insufficient; In addition, the existing equipment lacks the function of iterative optimization of working condition data, and the precise parameters cannot be reused for similar construction conditions, making it difficult to improve the working efficiency and beam dropping accuracy simultaneously.

[0004] Based on the numerous drawbacks of the existing technologies, the road and bridge construction field urgently needs a bridge erecting machine trolley lateral movement hydraulic device that is structurally stable, accurately detected, and intelligently controlled. This device should be able to adapt to different load conditions, counteract environmental interference, achieve adaptive correction and precise self-locking of lateral displacement, and also have seamless mode switching and fault warning and handling functions. It should solve the problems of poor accuracy, weak stability, low safety, and insufficient efficiency of existing equipment from both structural design and control logic perspectives, and meet the requirements of beam lowering construction for high-standard bridge projects. Summary of the Invention

[0005] The purpose of this invention is to provide a hydraulic device for the lateral movement of a bridge erecting machine trolley and an automatic beam dropping control method, so as to solve the problems of the existing hydraulic devices for the lateral movement of a bridge erecting machine trolley mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a hydraulic device for the transverse movement of a bridge erecting machine trolley, comprising a bridge erecting machine main beam, a beam dropping trolley, a transverse movement trolley, a transverse movement drive mechanism, a hydraulic control system, a dual redundant displacement detection unit, a central control unit, a hydraulic locking module, and an adaptive deviation compensation module. The main beam of the bridge erecting machine is arranged along the longitudinal direction. The top of the main beam of the bridge erecting machine is provided with a longitudinally extending longitudinal track. The beam dropping trolley is longitudinally slidably assembled on the longitudinal track of the main beam of the bridge erecting machine. The top platform of the beam dropping trolley is provided with a transversely extending transverse track. The transverse trolley is transversely slidably assembled on the transverse track of the beam dropping trolley, forming a two-stage sliding assembly structure in which the main beam of the bridge erecting machine moves longitudinally and the beam dropping trolley carries the transverse movement. The lateral movement drive mechanism includes a lateral movement cylinder, a sliding guide push seat, an anti-deviation guide assembly, a first sprocket, a second sprocket, and a transmission chain. The lateral movement cylinder is arranged laterally on the top platform of the beam-dropping trolley. The cylinder body of the lateral movement cylinder is hinged and fixed to the end side wall of the beam-dropping trolley. The piston rod of the lateral movement cylinder extends towards one side of the lateral movement trolley and is rigidly connected to the bottom end face of the sliding guide push seat. The bottom of the sliding guide push seat is embedded in the lateral movement track of the beam-dropping trolley, forming a limiting sliding fit. The first sprocket is rotatably mounted on the upper side wall of the sliding guide push seat via a rotating shaft. The second sprocket is rotatably mounted on the side wall of the lateral movement trolley via a rotating shaft, and the second sprocket is connected to the first sprocket. A sprocket is located on the same transverse transmission plane. The transmission chain is wound around the outer periphery of the first sprocket and the second sprocket to form a closed-loop chain transmission structure. The two ends of the transmission chain are locked and fixed to the corresponding fixed positions of the beam-dropping trolley. The anti-deviation guide component is fitted between the outer walls of both sides of the sliding guide push seat and the inner wall of the transverse track of the beam-dropping trolley. The anti-deviation guide component is suitable for counteracting the lateral sway force during the transverse movement and maintaining the straightness and stability of the sliding. When the transverse cylinder extends and retracts to push and pull the sliding guide push seat to slide, the chain transmission of the first sprocket, the transmission chain and the second sprocket synchronously drives the transverse trolley to slide laterally along the transverse track of the beam-dropping trolley, so as to realize the smooth power transmission and the amplification of the sliding stroke. The dual-redundant displacement detection unit includes a main detection module and an auxiliary verification module. The main detection module is a non-contact displacement sensor, which is fixedly installed on the surface of the beam-dropping trolley and near the end of the trolley's lateral movement track. The detection end of the main detection module is positioned facing the lateral sidewall of the lateral movement trolley and collects lateral displacement data in real time as the trolley slides. The auxiliary verification module is embedded inside the cylinder of the lateral movement cylinder. The detection end of the auxiliary verification module is coaxially linked with the piston rod of the lateral movement cylinder and synchronously collects the extension and retraction stroke signal of the lateral movement cylinder. The detection data of the main detection module and the auxiliary verification module mutually verify each other, forming a redundant displacement detection loop. The hydraulic control system is installed on the side frame of the main beam of the bridge erecting machine or the side frame of the beam dropping trolley. The hydraulic actuator of the hydraulic control system is connected to the transverse cylinder through a hydraulic pipeline. The hydraulic locking module is connected in series in the hydraulic pipeline between the transverse cylinder and the hydraulic control system. The central control unit is installed inside the control panel of the bridge erecting machine's cab. The adaptive deviation compensation module is integrated into the control motherboard of the central control unit. The hydraulic control system, the hydraulic locking module, and the dual redundant displacement detection unit are all electrically connected to the central control unit. The adaptive deviation compensation module incorporates an environmental interference correction algorithm, which is suitable for processing construction condition data, hydraulic circuit status data, and displacement detection data to eliminate displacement deviations caused by temperature drift, mechanical clearance, and oil leakage. The central control unit is adapted to receive real-time feedback signals from the dual redundant displacement detection unit, and to control the output of the hydraulic control system in a closed loop according to preset target displacement parameters. It also links with the hydraulic locking module to achieve self-locking in lateral movement, limiting the lateral movement trolley from sliding or slipping, in order to meet the beam placement accuracy requirements of the bridge erecting machine.

[0007] Preferably, the main detection module is a laser displacement sensor, which is fixedly installed on the upper surface of the beam dropping trolley and the detection end is arranged opposite to the transverse side wall of the transverse trolley. The auxiliary verification module is a magnetostrictive displacement sensor, which is coaxially assembled with the transverse cylinder and the detection end is synchronously linked with the piston rod of the transverse cylinder. The hydraulic control system includes a hydraulic pump station, an electromagnetic proportional directional valve, a pressure relief valve, a flow regulating valve, and a multi-channel signal feedback unit. The oil outlet of the hydraulic pump station is connected in sequence to the flow regulating valve and the electromagnetic proportional directional valve, and then connected to the oil chamber of the transverse cylinder. The pressure relief valve is connected in parallel to the oil outlet circuit of the hydraulic pump station to realize overload pressure relief. The multi-channel signal feedback unit includes a pressure feedback subunit and a flow feedback subunit. The pressure feedback subunit collects hydraulic circuit oil pressure signals, and the flow feedback subunit collects hydraulic circuit flow signals. The electromagnetic proportional directional valve communicates bidirectionally with the central control unit to receive control commands to adjust the extension and retraction speed and stroke of the transverse hydraulic cylinder, while simultaneously transmitting the oil pressure and flow signals collected by the multi-channel signal feedback unit back to the central control unit in real time.

[0008] Preferably, the central control unit is electrically connected to the human-machine interface terminal in the cab, and the human-machine interface terminal in the cab is fixedly installed on the control panel of the bridge erecting machine's cab. The driver's cab human-machine interface terminal includes a parameter input module, a status display module, a calibration and control module, and an emergency control module. The parameter input module, status display module, calibration and control module, and emergency control module are all electrically connected to the main control board of the driver's cab human-machine interface terminal. The parameter input module is used to input lateral displacement and working condition parameter signals to the central control unit. The status display module is used to receive and display the displacement data and hydraulic working condition signals transmitted back by the central control unit. The calibration and control module is used to send displacement calibration and parameter correction commands to the central control unit. The emergency control module is used to send emergency stop and manual fine-tuning commands to the central control unit. Furthermore, the central control unit is equipped with an automatic control mode, a manual displacement setting mode, and an emergency fine-tuning mode. Under normal construction conditions, it can switch to the automatic control mode via the human-machine interface terminal in the cab; under parameter calibration conditions, it can switch to the manual displacement setting mode; and under fault warning conditions, it can switch to the emergency fine-tuning mode.

[0009] Preferably, the hydraulic locking module is a two-way hydraulic lock, which is connected in series in the hydraulic circuit between the lateral movement cylinder and the hydraulic control system. It is used to lock the hydraulic circuit of the lateral movement cylinder when the lateral movement is in place, maintain the constant pressure of the hydraulic circuit, and limit the displacement of the lateral movement trolley.

[0010] An automatic beam lowering control method for a bridge erecting machine, based on any of the aforementioned bridge erecting machine trolley lateral movement hydraulic devices, includes the following steps: S1) Pre-construction parameter calibration and system self-test The bridge erecting machine operator inputs the specifications of the beam to be erected, the target lateral displacement of the beam, and construction environment parameters through the human-machine interface terminal in the cab. After receiving the parameters, the central control unit completes the initial position zeroing of the lateral trolley, the no-load self-test of the hydraulic control system, calculates the operating parameters of the lateral cylinder and the allowable range of displacement deviation, and preloads the closed-loop control command. S2) The beam-lowering trolley moves longitudinally into position and locks in place. The central control unit controls the beam-dropping trolley to travel along the longitudinal track of the main beam of the bridge erecting machine to the longitudinal target point for beam dropping, completes longitudinal positioning and locking, fixes the position of the beam-dropping trolley, and provides a rigid and stable carrier for subsequent lateral movement operations. S3) Lateral Shift Stage Start and Chain Drive Sliding The central control unit sends a lateral movement start command to the hydraulic control system, which uses a graded pressure increase method to control the electromagnetic proportional directional valve to open gradually, reducing the displacement deviation caused by instantaneous hydraulic shock. The lateral movement cylinder extends and retracts at a preset speed, pushing and pulling the sliding guide push seat to slide along the lateral movement track of the beam dropping trolley. Through the chain transmission of the first sprocket, the transmission chain, and the second sprocket, the lateral movement trolley is driven to slide towards the lateral target point. The anti-deviation guide component cancels out the lateral sway force throughout the entire process. S4) Real-time acquisition and fusion verification of dual redundant displacement Throughout the lateral movement process, the main detection module collects the absolute lateral displacement signal of the lateral movement trolley relative to the beam dropping trolley in real time, the auxiliary verification module collects the extension and retraction stroke signal of the lateral movement cylinder simultaneously, and the central control unit performs filtering and noise reduction, cross-comparison and verification on the two detection signals, eliminates environmental interference signals, obtains actual displacement data, and simultaneously monitors the hydraulic circuit pressure and flow conditions in real time. S5) Multi-dimensional adaptive closed-loop deviation correction The central control unit calls the adaptive deviation compensation module to compare the actual displacement data with the preset target displacement data, calculate the dynamic displacement deviation, and use corresponding correction algorithms to compensate for various deviations caused by temperature drift, mechanical clearance, oil leakage, and chain drive clearance in real time, dynamically adjusting the opening of the electromagnetic proportional directional valve and the hydraulic flow to eliminate displacement deviation. S6) Deceleration buffer and precise alignment self-locking When the actual displacement data approaches the target displacement data within a preset range, the central control unit issues a deceleration command to control the transverse hydraulic cylinder to reduce its operating speed and enter a buffer alignment state, thereby reducing the impact offset caused by high-speed positioning. When the actual displacement data matches the target displacement data, the hydraulic power output is cut off, and the hydraulic locking module is simultaneously triggered to lock the oil circuit of the transverse hydraulic cylinder, thereby locking the position of the transverse trolley. S7) Precise beam placement and data archiving After the lateral trolley is positioned and locked, the beam lowering operation is performed. After the beam lowering is completed, the central control unit stores the lateral displacement parameters, hydraulic conditions, and deviation correction data for this operation, forming a standardized construction file for one-click reuse of similar conditions.

[0011] Preferably, the environmental disturbance correction algorithm of the adaptive deviation compensation module in step S5 is specifically implemented by using PID closed-loop control combined with operating condition matching logic: first, the displacement deviation is calculated. ,in To preset the target displacement, For actual displacement detection; Then, the control quantity is output through the basic PID formula. ,in For proportionality coefficient, For integral coefficients, These are the differential coefficients; To address environmental disturbances such as temperature drift, mechanical clearance, and oil leakage in construction scenarios, the PID coefficients of the bridge erecting machine are adaptively matched under heavy and light load conditions. Under heavy load conditions, the deviation correction response threshold is increased, and under light load conditions, the correction rate and operating rate are balanced to offset the effects of various disturbances and achieve real-time compensation for displacement deviation.

[0012] Preferably, throughout the lateral movement operation, the central control unit monitors the hydraulic circuit pressure in real time. When the pressure is abnormal, it automatically reduces the speed and troubleshoots the fault. After the pressure is restored, it restores the preset speed, thus realizing fault prediction and flexible handling.

[0013] Preferably, throughout the lateral movement operation, the central control unit monitors the hydraulic circuit pressure in real time. When the pressure is abnormal, it automatically reduces the speed and troubleshoots the fault. After the pressure is restored, it resumes the preset operating speed, realizing early warning of faults and smooth operation control.

[0014] Preferably, during automatic control mode, the operator can intervene in manual displacement setting mode to fine-tune the displacement. In manual displacement setting mode, the central control unit still monitors the displacement deviation in real time, and activates the emergency locking mechanism when the displacement exceeds the standard.

[0015] Compared with the prior art, the beneficial effects of the present invention are: 1) This application completely solves the lateral sway problem of the traditional single-cylinder direct push structure by using a two-stage sliding assembly structure in conjunction with a chain-driven lateral movement design. Relying on the cooperation of the anti-slip guide component and the sliding guide push seat, it effectively offsets the lateral force during the lateral movement, reduces the wear of the track and transmission components, greatly improves the straightness of the lateral sliding and the overall structural stability, extends the service life of the equipment, and reduces the equipment failure rate and maintenance costs during construction. 2) This application adopts a dual redundant displacement detection unit, which combines a non-contact displacement sensor with a built-in calibration module in the hydraulic cylinder to achieve bidirectional acquisition and cross-verification of displacement data. This completely avoids the detection distortion problem caused by environmental interference and mechanical errors of a single sensor. With the algorithm correction of the adaptive deviation compensation module, it can effectively eliminate displacement deviation caused by temperature drift, oil leakage and mechanical clearance, and control the beam lateral positioning accuracy within the allowable range of the project, meeting the construction standards for high-precision bridge erection. 3) This application uses PID closed-loop regulation combined with working condition adaptive control logic to automatically match control parameters according to the different working conditions of the bridge erecting machine under heavy load and light load. The heavy load working condition focuses on ensuring positioning accuracy, while the light load working condition takes into account the working efficiency. With the control method of graded start and deceleration buffer, the risk of hydraulic shock and position deviation is greatly reduced. The series bidirectional hydraulic lock realizes the instant self-locking after the lateral movement is in place, completely eliminating the hidden dangers of slippage and displacement, and improving the safety and stability of beam dropping operation. 4) This application can achieve seamless connection between automatic control mode and manual displacement setting mode. The operator can flexibly intervene and fine-tune according to construction needs. In manual mode, displacement deviation monitoring and emergency locking functions are still retained, which takes into account the efficiency of automated operation and the flexibility of manual emergency control. At the same time, it has the functions of real-time monitoring of hydraulic pressure, fault warning and flexible handling. In abnormal working conditions, it can automatically reduce speed for troubleshooting and restart smoothly after the pressure is restored, ensuring the continuity of construction and reducing the risk of safety accidents. 5) This application can store displacement parameters, hydraulic conditions and deviation correction data of a single construction through the data archiving and parameter iteration function of the central control unit, realize one-click reuse of similar working conditions, eliminate the need for repeated parameter calibration, greatly shorten the construction preparation time, improve the overall operation efficiency, and the whole set of devices and control methods are adaptable to various road and bridge construction scenarios, with strong versatility. It not only optimizes the structural transmission performance, but also improves the intelligent control logic, and comprehensively enhances the overall performance of the bridge erecting machine in beam dropping operations. Attached Figure Description

[0016] Figure 1 This is a front view of this application; Figure 2 This is a partial front view of this application; Figure 3 This is a front view during the construction of this application; Figure 4 This is a block diagram of the dual-redundant displacement detection unit of this application; Figure 5 This is a block diagram of the multi-channel signal feedback unit of this application; Figure 6 This is a block diagram showing the connection between the electromagnetic proportional directional valve and the central control unit of this application. Figure 7 This is a block diagram showing the connection between the driver's cab human-machine interface terminal and the central control unit in this application; Figure 8 This is a flowchart of the automatic beam lowering control method of this application.

[0017] In the picture: 1. Main beam of bridge erecting machine; 2. Beam dropping trolley; 3. Lateral movement trolley; 4. Lateral movement cylinder; 5. Sliding guide type push seat; 6. Anti-deviation guide assembly; 7. First sprocket; 8. Second sprocket; 9. Transmission chain. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] In the description of the invention, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0020] In the description of the invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0021] In the description of the invention, it should be noted that the execution order of the steps is not limited by the sequence number. The possible changes in the order of some steps, the synchronous execution of steps, and the split execution of steps are all within the scope of protection of this application.

[0022] Please see Figure 1-8 The present invention provides a technical solution: a hydraulic device for the transverse movement of a bridge erecting machine trolley, comprising a bridge erecting machine main beam 1, a beam dropping trolley 2, a transverse movement trolley 3, a transverse movement drive mechanism, a hydraulic control system, a dual redundant displacement detection unit, a central control unit, a hydraulic locking module, and an adaptive deviation compensation module. The main beam 1 of the bridge erecting machine is arranged along the longitudinal direction. The top of the main beam 1 of the bridge erecting machine is provided with a longitudinally extending longitudinal track. The beam dropping trolley 2 is longitudinally slidably assembled on the longitudinal track of the main beam 1 of the bridge erecting machine. The top platform of the beam dropping trolley 2 is provided with a transverse track extending laterally. The transverse trolley 3 is transversely slidably assembled on the transverse track of the beam dropping trolley 2, forming a two-stage sliding assembly structure in which the main beam 1 of the bridge erecting machine moves longitudinally and the beam dropping trolley 2 bears the transverse movement. The lateral movement drive mechanism includes a lateral movement cylinder 4, a sliding guide push seat 5, an anti-deviation guide assembly 6, a first sprocket 7, a second sprocket 8, and a transmission chain 9. The lateral movement cylinder 4 is arranged laterally on the top platform of the beam-dropping trolley 2. The cylinder body of the lateral movement cylinder 4 is hinged and fixed to the end side wall of the beam-dropping trolley 2. The piston rod end of the lateral movement cylinder 4 extends towards the lateral movement trolley 3 and is rigidly connected to the bottom end face of the sliding guide push seat 5. The bottom of the sliding guide push seat 5 is embedded in the lateral movement track of the beam-dropping trolley 2, forming a limiting sliding fit. The first sprocket 7 is rotatably mounted on the sliding guide push seat 9 via a rotating shaft. On the upper side wall of the sliding guide push seat 5, the second sprocket 8 is rotatably mounted on the side wall of the transverse trolley 3 via a rotating shaft, and the second sprocket 8 and the first sprocket 7 are on the same transverse transmission plane. The transmission chain 9 is wound around the outer periphery of the first sprocket 7 and the second sprocket 8 to form a closed-loop chain transmission structure. The two ends of the transmission chain 9 are locked and fixed to the corresponding fixed positions of the beam dropping trolley 2. The anti-deviation guide component 6 is fitted between the outer walls of both sides of the sliding guide push seat 5 and the inner side wall of the transverse track of the beam dropping trolley 2. The anti-deviation guide component 6 is suitable for counteracting the lateral sway force during the transverse movement and maintaining the straightness and stability of the sliding. When the transverse hydraulic cylinder 4 telescopic push-pull sliding guide type push seat 5 slides, it synchronously drives the transverse trolley 3 to slide laterally along the transverse track of the beam dropping trolley 2 through the chain transmission of the first sprocket 7, the transmission chain 9 and the second sprocket 8, so as to achieve smooth power transmission and amplification of sliding stroke. The dual-redundant displacement detection unit includes a main detection module and an auxiliary verification module. The main detection module is a non-contact displacement sensor, which is fixedly installed on the surface of the beam dropping trolley 2 and close to the end of the lateral track of the beam dropping trolley 2. The detection end of the main detection module is arranged facing the lateral side wall of the lateral trolley 3 and collects lateral displacement data in real time as the lateral trolley 3 slides. The auxiliary verification module is embedded inside the cylinder of the lateral cylinder 4. The detection end of the auxiliary verification module is coaxially linked with the piston rod of the lateral cylinder 4 and synchronously collects the extension and retraction stroke signal of the lateral cylinder 4. The detection data of the main detection module and the auxiliary verification module are mutually verified to form a redundant displacement detection loop. The hydraulic control system is installed on the side frame of the main beam 1 of the bridge erecting machine or the side frame of the beam dropping trolley 2. The hydraulic actuator of the hydraulic control system is connected to the transverse cylinder 4 through hydraulic pipelines. The hydraulic locking module is connected in series in the hydraulic pipeline between the transverse cylinder 4 and the hydraulic control system. The central control unit is installed inside the control panel of the bridge erecting machine's cab. The adaptive deviation compensation module is integrated into the control motherboard of the central control unit. The hydraulic control system, the hydraulic locking module, and the dual redundant displacement detection unit are all electrically connected to the central control unit. The adaptive deviation compensation module has a built-in environmental interference correction algorithm, which is suitable for processing construction condition data, hydraulic circuit status data and displacement detection data, and eliminating displacement deviations caused by temperature drift, mechanical clearance and oil leakage. The central control unit is suitable for receiving real-time feedback signals from the dual redundant displacement detection unit, and controls the output of the hydraulic control system in a closed loop according to the preset target displacement parameters. It also links the hydraulic locking module to achieve self-locking in the lateral movement position, limiting the lateral movement trolley 3 from slipping and deviating, so as to meet the accuracy requirements of the bridge erecting machine for beam placement.

[0023] Specifically, compared to the conventional structure in the prior art that features single-cylinder direct push, no redundant detection, and no adaptive correction, this application utilizes a two-stage sliding assembly structure built from the main beam 1 of the bridge erecting machine, the beam dropping trolley 2, and the transverse trolley 3. This achieves decoupling of longitudinal and transverse movements, avoiding mutual interference between displacement actions. Combined with a chain-driven transverse mechanism consisting of a transverse cylinder 4, a sliding guide push seat 5, an anti-deviation guide component 6, a first sprocket 7, a second sprocket 8, and a transmission chain 9, this changes the force distribution mode of the traditional direct push structure. The sliding guide push seat 5 is embedded in the transverse track to form a rigid limit, and the anti-deviation guide component 6 completely counteracts the lateral swaying force generated during transverse movement. This fundamentally solves the problems of track wear, chain loosening, and slippage that are prone to occur in traditional structures, significantly improving the straightness of transverse movement and the service life of the structure. The redundant displacement detection unit overcomes the limitations of single-sensor detection. In harsh environments such as high dust levels, strong vibrations, and large temperature fluctuations during road and bridge construction, it achieves dual acquisition and cross-verification of displacement signals, completely eliminating detection distortion caused by environmental interference. The adaptive deviation compensation module integrated into the central control unit has a built-in dedicated environmental interference correction algorithm, which can specifically eliminate displacement deviations caused by temperature drift, mechanical clearances, and oil leakage, which are common in field construction. In conjunction with the hydraulic locking module, it achieves immediate self-locking after lateral movement into position, effectively limiting the lateral movement trolley's three-way deviation and slippage. For the high-precision requirements of erecting large-tonnage precast beams for highways and railways, the entire device takes into account structural stability, detection reliability, and control accuracy. It can ensure construction safety and meet the stringent standards for beam placement accuracy, making it suitable for various complex road and bridge construction scenarios.

[0024] The main detection module is a laser displacement sensor, which is fixedly installed on the upper surface of the beam dropping trolley 2 and the detection end is arranged opposite to the transverse side wall of the transverse moving trolley 3. The auxiliary verification module is a magnetostrictive displacement sensor. The magnetostrictive displacement sensor is coaxially assembled with the transverse cylinder 4, and the detection end is synchronously linked with the piston rod of the transverse cylinder 4. The hydraulic control system includes a hydraulic pump station, an electromagnetic proportional directional valve, a pressure relief valve, a flow regulating valve, and a multi-channel signal feedback unit. The oil outlet of the hydraulic pump station is connected in sequence to the flow regulating valve and the electromagnetic proportional directional valve, and then connected to the oil chamber of the transverse cylinder 4. The pressure relief valve is connected in parallel to the oil outlet of the hydraulic pump station to realize overload pressure relief. The multi-channel signal feedback unit includes a pressure feedback subunit and a flow feedback subunit. The pressure feedback subunit collects hydraulic circuit oil pressure signals, and the flow feedback subunit collects hydraulic circuit flow signals. The electromagnetic proportional directional valve communicates bidirectionally with the central control unit to receive control commands to adjust the extension and retraction speed and stroke of the transverse cylinder 4, while simultaneously transmitting the oil pressure and flow signals collected by the multi-channel signal feedback unit back to the central control unit in real time.

[0025] Specifically, the main detection module is a laser displacement sensor, and the auxiliary verification module is a magnetostrictive displacement sensor, forming a complementary detection system of non-contact high-precision detection and coaxial stroke verification. Compared with existing single-sensor detection schemes, the laser displacement sensor is fixed on the surface of the beam-dropping trolley 2, collecting displacement data of the lateral trolley 3 in a non-contact manner. It has no mechanical contact wear, fast detection response speed, and is not affected by the gaps in transmission components. The magnetostrictive displacement sensor is coaxially assembled with the lateral cylinder 4, synchronously collecting the extension stroke signal along with the piston rod. It has extremely strong resistance to vibration and dust interference, and is fully adaptable to the harsh working conditions of road and bridge construction sites. The two signals are cross-verified to completely eliminate detection errors, controlling the displacement detection accuracy to the millimeter level. At the same time, the specific components of the hydraulic control system are limited. The structure, through the coordinated operation of a hydraulic pump station, electromagnetic proportional directional valve, pressure relief valve, flow regulating valve, and multi-channel signal feedback unit, solves the problems of manual control, lack of feedback, and susceptibility to overload in traditional hydraulic systems. The pressure relief valve is connected in parallel to the oil outlet circuit to achieve real-time overload pressure relief, preventing damage to the transverse cylinder 4 due to overload. The multi-channel signal feedback unit collects oil pressure and flow data in real time and transmits them back to the central control unit. The electromagnetic proportional directional valve enables bidirectional precise communication control, allowing stepless adjustment of the extension and retraction speed and stroke of the transverse cylinder 4 according to construction needs. This avoids beam swaying caused by hydraulic shock and precisely controls the rhythm of transverse movement, balancing the operational safety, drive smoothness, and control accuracy of the hydraulic circuit. It significantly optimizes the operating experience and equipment reliability for transverse movement of large-tonnage beams.

[0026] The central control unit is electrically connected to the human-machine interface terminal in the cab, and the human-machine interface terminal in the cab is fixedly installed on the control panel of the bridge erecting machine's cab. The driver's cab human-machine interface terminal includes a parameter input module, a status display module, a calibration and control module, and an emergency control module. The parameter input module, status display module, calibration and control module, and emergency control module are all electrically connected to the main control board of the driver's cab human-machine interface terminal. The parameter input module is used to input lateral displacement and working condition parameter signals to the central control unit. The status display module is used to receive and display the displacement data and hydraulic working condition signals returned by the central control unit. The calibration and control module is used to send displacement calibration and parameter correction commands to the central control unit. The emergency control module is used to send emergency stop and manual fine-tuning commands to the central control unit. Furthermore, the central control unit is equipped with an automatic control mode, a manual displacement setting mode, and an emergency fine-tuning mode. Under normal construction conditions, the system can switch to the automatic control mode via the human-machine interface terminal in the cab, switch to the manual displacement setting mode under parameter calibration conditions, and switch to the emergency fine-tuning mode under fault warning conditions.

[0027] Specifically, through the electrical connection between the human-machine interface terminal in the cab and the central control unit, a visual and modular control system is established. Compared with the traditional purely manual lever control mode without parameter display, the parameter input module, status display module, calibration and control module, and emergency control module have clear division of labor and are easy to operate. It is suitable for the small operating space in the cab. The operator can directly input core data such as beam specifications and target displacement through the parameter input module. The status display module displays key information such as displacement data and hydraulic conditions in real time. The calibration and control module can quickly complete displacement calibration and parameter correction. The emergency control module realizes one-button emergency stop and manual fine adjustment, which greatly reduces the difficulty of operation and the risk of misoperation. Meanwhile, the central control unit is equipped with automatic control mode, manual displacement setting mode, and emergency fine-tuning mode, which achieves precise adaptation to multiple working conditions. During normal construction, the automatic control mode is used to improve work efficiency. During the parameter calibration stage, the manual displacement setting mode is switched to ensure debugging accuracy. When a fault warning occurs, the emergency fine-tuning mode is automatically switched to ensure safety. The three modes can be flexibly switched without stopping the machine, which not only retains the high efficiency of automated operation, but also gives the operator the right to intervene manually in real time. It is suitable for operators with different experience levels, and at the same time improves the response speed of fault handling, avoiding construction delays and safety hazards caused by operation errors or mode switching lag, making the operation of the whole set of equipment more in line with the actual needs of on-site operation.

[0028] The hydraulic locking module is a two-way hydraulic lock, connected in series in the hydraulic circuit between the lateral movement cylinder 4 and the hydraulic control system. It locks the hydraulic circuit of the lateral movement cylinder 4 when the lateral movement is complete, maintaining a constant hydraulic circuit pressure and limiting the displacement of the lateral movement trolley 3. Specifically, compared to conventional solutions such as traditional one-way hydraulic locks and mechanical pin locks, the two-way hydraulic lock, connected in series in the hydraulic circuit between the lateral movement cylinder 4 and the hydraulic control system, possesses the core advantage of two-way pressure-maintaining locking. After a large-tonnage precast beam is laterally moved into place, it can instantly lock the inlet and outlet hydraulic circuits of the lateral movement cylinder 4, maintaining a constant hydraulic circuit pressure. This completely solves the problems of hydraulic pressure leakage, cylinder retraction, and displacement deviation of the lateral movement trolley 3 that are prone to occur in traditional locking structures. This is especially beneficial for precast beams weighing tens or hundreds of tons in railway and high-speed bridge construction, where even slight displacement deviations can lead to beam dropping failure and return. During operation, the uniform locking force and high reliability of the two-way hydraulic lock can firmly lock the position of the transverse trolley 3, preventing safety accidents such as beam displacement and slippage. At the same time, the locking structure does not require additional mechanical auxiliary fixing components, does not occupy installation space, and the locking and unlocking actions are rapid and synchronized with the central control unit. This not only ensures the accuracy of beam positioning, but also prevents the risk of high-altitude operations caused by sudden oil circuit failures and pressure leaks during construction. It greatly improves the safety protection performance and construction reliability of the entire device, and reduces rework costs and construction delays caused by locking failure.

[0029] According to another aspect of this application, an automatic beam lowering control method for a bridge erecting machine is also provided, which is based on the aforementioned hydraulic device for the lateral movement of the bridge erecting machine trolley, and includes the following steps: S1) Pre-construction parameter calibration and system self-test The bridge erecting machine operator inputs the specifications of the beam to be erected, the target lateral displacement of the beam, and the construction environment parameters through the human-machine interface terminal in the cab. After receiving the parameters, the central control unit completes the initial position zeroing of the lateral trolley 3, the no-load self-test of the hydraulic control system, calculates the operating parameters and allowable displacement deviation range of the lateral cylinder 4, and preloads the closed-loop control command. S2) Lowering trolley 2 longitudinal movement and positioning locking The central control unit controls the beam dropping trolley 2 to travel along the longitudinal track of the main beam 1 of the bridge erecting machine to the longitudinal target point for beam dropping, completes the longitudinal positioning and locking, fixes the position of the beam dropping trolley 2, and provides a rigid and stable carrier for subsequent lateral movement operations; S3) Lateral Shift Stage Start and Chain Drive Sliding The central control unit sends a lateral movement start command to the hydraulic control system. The electromagnetic proportional directional valve is gradually opened by using a graded pressure increase method to reduce the displacement deviation caused by instantaneous hydraulic shock. The lateral movement cylinder 4 extends and retracts at a preset speed. The push-pull sliding guide seat 5 slides along the lateral movement track of the beam drop trolley 2. Through the chain transmission of the first sprocket 7, the transmission chain 9, and the second sprocket 8, the lateral movement trolley 3 is driven to slide towards the lateral target position. The anti-deviation guide component 6 cancels the lateral sway force throughout the entire process. S4) Real-time acquisition and fusion verification of dual redundant displacement Throughout the lateral movement process, the main detection module collects the absolute lateral displacement signal of the lateral movement trolley 3 relative to the beam dropping trolley 2 in real time, while the auxiliary verification module collects the extension and retraction stroke signal of the lateral movement cylinder 4 simultaneously. The central control unit filters and reduces noise from the two detection signals, performs cross-comparison verification, eliminates environmental interference signals, obtains actual displacement data, and simultaneously monitors the hydraulic circuit pressure and flow conditions in real time. S5) Multi-dimensional adaptive closed-loop deviation correction The central control unit calls the adaptive deviation compensation module to compare the actual displacement data with the preset target displacement data, calculate the dynamic displacement deviation, and use corresponding correction algorithms to compensate for various deviations caused by temperature drift, mechanical clearance, oil leakage, and transmission chain clearance in real time. It also dynamically adjusts the opening of the electromagnetic proportional directional valve and the hydraulic flow to eliminate displacement deviation. S6) Deceleration buffer and precise alignment self-locking When the actual displacement data approaches the target displacement data within the preset range, the central control unit issues a deceleration command to control the transverse cylinder 4 to reduce its running speed and enter a buffer alignment state, thereby reducing the impact offset caused by high-speed positioning. When the actual displacement data matches the target displacement data, the hydraulic power output is cut off, and the hydraulic locking module is triggered simultaneously to lock the oil circuit of the transverse cylinder 4 and lock the position of the transverse trolley 3. S7) Precise beam placement and data archiving After the lateral trolley is locked in position 3, the beam lowering operation is performed. After the beam lowering is completed, the central control unit stores the lateral displacement parameters, hydraulic conditions, and deviation correction data for this operation, forming a standardized construction file for one-click reuse of similar conditions.

[0030] Specifically, this application achieves closed-loop management of the entire process from pre-construction preparation to post-construction archiving through pre-construction self-inspection, longitudinal movement locking, graded start-up, dual redundancy verification, closed-loop correction, buffer self-locking, and data archiving steps. Pre-construction parameter calibration and system self-inspection proactively identify potential equipment problems and avoid downtime due to malfunctions. The longitudinal movement locking of the beam-dropping trolley 2 provides a rigid and stable carrier for lateral movement operations, eliminating longitudinal displacement interference. The graded start-up method for lateral movement uses gradual pressure increase control, which can avoid damage to core components such as the lateral movement cylinder 4 and transmission chain 9 from instantaneous hydraulic shocks, while also reducing beam swaying. The dual-redundancy displacement acquisition and fusion verification process eliminates invalid signals caused by construction vibration and dust interference. The system acquires accurate actual displacement data; multi-dimensional adaptive closed-loop correction dynamically eliminates various displacement deviations to ensure lateral movement accuracy; deceleration and buffering alignment avoids impact deviations caused by high-speed positioning, and the hydraulic locking module achieves precise self-locking; finally, the data archiving function can store the core parameters of this construction, enabling one-click reuse of similar working conditions without repeated calibration and debugging. The entire method relies on the coordinated operation of components such as the beam dropping trolley 2, lateral movement cylinder 4, sliding guide push seat 5, and transmission chain 9, taking into account operational accuracy, construction efficiency, and safety control. It realizes the upgrade of bridge erecting machine beam dropping operations from manual and extensive operation to intelligent and precise construction, and is especially suitable for standardized construction scenarios of batch precast beam erection.

[0031] The environmental disturbance correction algorithm of the adaptive deviation compensation module in step S5 is specifically implemented by combining PID closed-loop control with operating condition matching logic. First calculate the displacement deviation To preset the target displacement, For actual displacement detection; Then, the control quantity is output through the basic PID formula. ,in For proportionality coefficient, For integral coefficients, These are the differential coefficients; To address environmental disturbances such as temperature drift, mechanical clearance, and oil leakage in construction scenarios, the PID coefficients of the bridge erecting machine are adaptively matched under heavy and light load conditions. Under heavy load conditions, the deviation correction response threshold is increased, and under light load conditions, the correction rate and operating rate are balanced to offset the effects of various disturbances and achieve real-time compensation for displacement deviation.

[0032] Specifically, this application employs an adaptive algorithm combining PID closed-loop control with load condition matching to improve the deviation correction effect from the control mechanism level. Compared to traditional fixed-parameter PID control, this scheme first accurately calculates the displacement deviation, and then dynamically adjusts the PID coefficient according to the heavy-load and light-load conditions of the bridge erecting machine. This closely matches the force difference between the unloaded lateral movement of the bridge erecting machine and the lateral movement of the heavy-tonnage beam during road and bridge construction. Under heavy-load conditions, it increases the deviation correction response threshold, strengthens the correction force, avoids displacement drift caused by the weight of the beam, and ensures high-precision positioning. Under light-load conditions, it balances the correction rate and the operating rate to avoid motion lag caused by excessively rapid correction. Balancing operational efficiency, this algorithm specifically addresses common interference factors in field construction, such as temperature drift (dark-night temperature differences and changes in hydraulic oil viscosity caused by direct sunlight), mechanical clearance (wear and tear on long-term operating components), and oil leakage (aging of hydraulic lines). It achieves real-time automated compensation and correction of displacement deviations without requiring manual on-site parameter adjustments. Even in scenarios involving long-term continuous operation and complex construction environments, it maintains stable beam-dropping positioning accuracy while reducing the frequency of manual intervention and lowering the difficulty of operator adjustments. This further enhances the intelligence level and adaptability of the entire control system, ensuring the continuity and stability of beam-dropping accuracy.

[0033] Throughout the lateral movement operation, the central control unit monitors the hydraulic circuit pressure in real time. When the pressure is abnormal, it automatically reduces the speed and troubleshoots the fault. After the pressure is restored, it resumes the preset operating speed, realizing early warning of faults and smooth operation control. Specifically, throughout the lateral movement operation, the pressure data of the lateral movement cylinder 4 and hydraulic pipelines are monitored in real time by the central control unit. Compared with traditional hydraulic systems without monitoring, once faults such as pressure overload, abnormal fluctuations, or oil circuit blockage occur, the system can automatically identify them and trigger a speed reduction command without manual troubleshooting. This avoids serious accidents such as hydraulic pipeline rupture, damage to the lateral movement cylinder 4, and uncontrolled swaying of the beam caused by a sudden increase in pressure. During fault troubleshooting, the system maintains low-speed operation or standby mode, and automatically and smoothly restarts to the preset speed after the pressure returns to normal. This achieves early prediction and flexible handling of faults, rather than traditional emergency shutdown. This approach protects core components such as the hydraulic control system and lateral movement cylinder 4, reducing equipment maintenance costs and failure rates, while also avoiding beam displacement and construction interruption caused by emergency shutdowns, ensuring the continuity of road and bridge construction. Especially for road and bridge projects with tight schedules, it can significantly reduce construction delays caused by hydraulic failures, improve the reliability of bridge erecting machine operations and equipment lifespan, and reduce the total life-cycle construction cost.

[0034] During the lateral movement operation, the dual redundant displacement detection units perform real-time mutual verification. If the deviation between the two detection data exceeds the preset range, the system switches to single-channel reliable signal control and issues a fault warning. Specifically, the real-time mutual verification function between the main detection module and the auxiliary verification module is activated throughout the entire lateral movement operation. The two detection modules independently collect data and continuously compare it. Once the deviation between the two data exceeds the preset range due to sensor damage, line fault, or extreme interference, the system automatically switches to single-channel reliable signal control without manual judgment, and issues a fault warning to remind the operator to handle it in time. Compared with the traditional single detection scheme, this avoids the beam placement deviation caused by detection errors and can maintain normal operation in the event of a single module failure without immediate shutdown for maintenance. This completely solves the problems of inconvenient sensor repair and large downtime losses in field construction. This design significantly improves the fault tolerance and stability of the entire control system, ensuring the continuous and efficient operation of the beam placement operation. At the same time, the fault warning function enables early detection and handling of potential hazards, preventing small faults from developing into major accidents, and further improving construction safety and equipment operation continuity.

[0035] When the automatic control mode is running, the operator can intervene in the manual displacement setting mode to fine-tune the displacement. In the manual displacement setting mode, the central control unit still monitors the displacement deviation in real time, and activates the emergency locking mechanism when the displacement exceeds the standard. Specifically, this application enables seamless integration between automatic control mode and manual displacement setting mode. Mode switching can be completed without stopping the machine or performing complex operations. In automatic control mode, the efficiency of batch beam placement can be guaranteed, meeting the requirements of standardized construction. When encountering special working conditions such as irregular beams or curved construction, the operator can intervene in manual displacement setting mode at any time for precise fine-tuning, balancing the efficiency of automation with the flexibility of manual operation. At the same time, in manual displacement setting mode, the central control unit continues to monitor displacement deviation in real time. Once the displacement exceeds the standard, an emergency locking mechanism is immediately activated, rather than the unprotected state of traditional manual operation. This effectively prevents problems such as lateral over-displacement, beam collision, and positioning deviation caused by human error. It not only gives the operator sufficient intervention authority but also sets a safety protection baseline, adapting to complex and ever-changing road and bridge construction conditions. Whether it is a novice operator or an experienced technician, they can quickly get started with the operation, significantly reducing the human error rate. It balances operational flexibility, operational accuracy, and construction safety, further improving the safety management system of the entire control method.

[0036] Example 1: Construction Condition of Precise Alignment of Heavy-Loaded Beam Basic working parameters: The precast beam weighs 860t, which is a heavy-load construction condition. The preset target lateral displacement for beam placement is... The allowable range of displacement deviation is set to The construction environment temperature was 25℃, the construction section was a straight standard section, requiring precise manual alignment, and abnormal hydraulic circuit pressure occurred midway.

[0037] S1) Pre-construction parameter calibration and system self-test The operator inputs core construction parameters through the human-machine interface terminal in the cab, including the beam specifications of 860t, the lateral target displacement of 400mm, and the ambient temperature. After receiving the parameters, the central control unit completes the initial position zeroing calibration of the lateral trolley 3, the no-load self-test process of the hydraulic control system, calibrates the operating parameters of the lateral cylinder 4, and sets the PID coefficients for heavy-load conditions. The upper limit of allowable displacement deviation is clearly defined as follows: The closed-loop control command is preloaded, and the system enters automatic control mode by default, which prepares for the subsequent full-process horizontal beam lowering operation.

[0038] S2) Lowering trolley 2 longitudinal movement and positioning locking The central control unit issues a longitudinal movement control command to control the beam dropping trolley 2 to travel smoothly along the longitudinal movement track of the main beam 1 of the bridge erecting machine to the longitudinal target point for beam dropping. Then, the longitudinal positioning locking mechanism is triggered to completely fix the position of the beam dropping trolley 2, completely eliminating longitudinal displacement interference and providing a rigid and stable bearing carrier for the precise lateral sliding of the transverse movement trolley 3. During this stage, the entire process is in automatic control mode, without any mode switching trigger conditions.

[0039] S3) Lateral Shift Stage Start and Chain Drive Sliding In automatic control mode, the central control unit issues a lateral movement start command, using a graded pressure increase flexible start method to control the electromagnetic proportional reversing valve to gradually open. The initial pressure is increased to 4MPa to achieve a low-speed and stable start, and then the pressure is steadily increased to 10MPa to reach the normal operating speed. The lateral movement cylinder 4 completes the extension and retraction action at a preset speed, and the push-pull sliding guide seat 5 slides directionally along the lateral movement track of the beam dropping trolley 2. Through the closed-loop chain transmission structure composed of the first sprocket 7, the transmission chain 9, and the second sprocket 8, the lateral movement trolley 3 is synchronously driven to slide smoothly towards the 400mm lateral target point. The anti-deviation guide component 6 is in full contact with the inner wall of the lateral movement track, effectively counteracting the lateral sway force generated during the lateral movement, ensuring the straightness of the slide and the stability of the structure. There are no abnormal working conditions during this stage, and the system continues to maintain the automatic control mode to achieve automated and efficient lateral movement operation.

[0040] S4) Real-time acquisition and fusion verification of dual redundant displacement Throughout the lateral movement operation, the main detection module (laser displacement sensor) collects the absolute lateral displacement signal of the lateral movement trolley 3 relative to the beam dropping trolley 2 in real time. The auxiliary verification module (magnetostrictive displacement sensor) simultaneously collects the piston rod extension and retraction stroke signal of the lateral movement cylinder 4. The central control unit filters and reduces noise from the two detection signals, performs cross-comparison verification, eliminates interference signals caused by vibrations at the construction site, and obtains accurate real-time actual displacement. Simultaneously monitor the hydraulic circuit's oil pressure and flow rate data. All data are within the normal range, and the system maintains automatic control mode operation.

[0041] S5) Multi-dimensional adaptive closed-loop deviation correction Phase 1: PID Calculation Correction in Automatic Control Mode The central control unit invokes the adaptive deviation compensation module to calculate the real-time displacement deviation according to the formula, which is as follows: When the lateral movement reaches time t, the actual detected displacement... Substituting into the formula, we can obtain the displacement deviation. This value exceeds the preset value. The allowable deviation range.

[0042] Continue substituting into the PID control formula to calculate the output control quantity, the formula is as follows: The PID coefficients for heavy-load conditions are adopted, where Cumulative deviation and deviation change rate After substituting the values, the calculation yields: .

[0043] Based on the calculated control amount of 17.68, the central control unit dynamically adjusts the opening of the electromagnetic proportional directional valve, increases the hydraulic circuit flow, accelerates the running speed of the transverse trolley 3, and gradually reduces the displacement deviation. At this time, the operator, combined with the actual beam alignment on site, finds that manual fine-tuning is required and actively triggers the mode switching command. The system switches from automatic control mode to manual displacement setting mode. The operator manually fine-tunes the displacement through the human-machine interface terminal in the cab, gradually correcting the actual displacement to 399mm.

[0044] Phase Two: Displacement Monitoring in Manual Displacement Setting Mode During manual displacement fine-tuning, the central control unit continues to monitor the displacement deviation data in real time. , in Within the allowable deviation range, the emergency mechanism is not triggered, and the system maintains stable operation in manual displacement setting mode; if a human error causes the displacement deviation to exceed the allowable range, the system will immediately activate the emergency locking mechanism to ensure the safety of beam placement.

[0045] Phase 3: Emergency Fine-tuning Mode Triggered by Abnormal Operating Conditions During operation in manual displacement setting mode, the central control unit detected a sudden increase in hydraulic circuit pressure, rising rapidly from the normal 10MPa to 18MPa. The system determined that there was a slight potential blockage in the oil circuit and immediately switched automatically from manual displacement setting mode to emergency fine-tuning mode, controlling the transverse cylinder 4 to reduce to a low-speed operating state and simultaneously initiating the fault diagnosis process. After the oil circuit fault was completely eliminated and the hydraulic pressure returned to the normal value of 10MPa, the system automatically switched back from emergency fine-tuning mode to manual displacement setting mode, and the operator completed the final displacement fine-tuning operation.

[0046] S6) Deceleration buffer and precise alignment self-locking When the actual displacement approaches the target value of 400mm and enters the preset buffer zone of 397mm-400mm, the central control unit issues a deceleration command to control the transverse cylinder 4 to reduce its operating speed, and the transverse trolley 3 enters the buffer alignment state, completely eliminating the potential impact and displacement hazards caused by high-speed positioning; after the actual displacement... Displacement deviation The system immediately cuts off the hydraulic power output and simultaneously triggers the bidirectional hydraulic lock (hydraulic locking module) to lock the oil circuit of the transverse cylinder 4, firmly locking the position of the transverse trolley 3 and completing precise alignment.

[0047] S7) Precise beam placement and data archiving After the lateral trolley is locked in position 3, the precast beam is lowered. After the beam is lowered, the central control unit stores the core data of this operation, including the target displacement of 400mm, the actual displacement of 400mm, the heavy load PID coefficient, the hydraulic condition parameters, and the deviation correction data throughout the entire process, forming a standardized construction file. The parameters can be reused directly with one click for subsequent erection of beams of the same specification without repeated calibration and debugging.

[0048] In Example 1, the system initially defaults to automatic control mode to carry out routine lateral movement operations. Because the alignment of the beam on site requires fine manual adjustment, the operator manually triggers a switching command to switch the system from automatic control mode to manual displacement setting mode. During the operation of manual displacement setting mode, if the hydraulic circuit experiences abnormal pressure and triggers a fault warning, the system automatically switches from manual displacement setting mode to emergency fine-tuning mode. After the oil circuit fault is completely eliminated and the hydraulic pressure returns to normal, the system automatically switches back from emergency fine-tuning mode to manual displacement setting mode until all displacement fine-tuning operations are completed.

[0049] Example 2: Construction conditions for batch standardized beam erection Basic working parameters: The precast beam weighs 860t, which is a heavy-load batch construction condition. The preset target lateral displacement for beam dropping is... The allowable range of displacement deviation is set to The ambient temperature during construction was 22℃. The construction section was a standardized batch operation section, requiring no manual fine-tuning throughout the process. The only exception was when the displacement detection signal was interfered with, triggering an emergency operation.

[0050] S1) Pre-construction parameter calibration and system self-test The operator inputs batch construction parameters through the human-machine interface terminal in the cab, including beam specifications of 860t, lateral target displacement of 380mm, and ambient temperature parameters. After receiving the parameters, the central control unit completes the initial position zeroing calibration of the lateral trolley 3, the no-load self-test process of the hydraulic control system, calibrates the operating parameters of the lateral cylinder 4, and sets the dedicated PID coefficients for medium-load conditions. The upper limit of allowable displacement deviation is clearly defined as follows: Preload closed-loop control instructions. At this time, the system enters automatic control mode by default. Since batch standardized operations do not require manual debugging, the manual displacement setting mode is not actively triggered throughout the process.

[0051] S2) Lowering trolley 2 longitudinal movement and positioning locking The central control unit issues a longitudinal movement control command to control the beam dropping trolley 2 to travel smoothly along the longitudinal movement track of the main beam 1 of the bridge erecting machine to the longitudinal target point for beam dropping. Then, the longitudinal positioning locking mechanism is triggered to completely fix the position of the beam dropping trolley 2, completely eliminating longitudinal displacement interference and providing a rigid and stable bearing carrier for the precise lateral sliding of the transverse movement trolley 3. During this stage, the entire process is in automatic control mode, without any mode switching trigger conditions.

[0052] S3) Lateral Shift Stage Start and Chain Drive Sliding In automatic control mode, the central control unit issues a lateral movement start command, and uses a graded pressure increase flexible start method to control the electromagnetic proportional reversing valve to open gradually. The initial pressure is increased to 3.5MPa to achieve a low-speed and stable start, and then the pressure is steadily increased to 9MPa to reach the normal operating speed. The lateral movement cylinder 4 completes the extension and retraction action at a preset speed, and the push-pull sliding guide seat 5 slides directionally along the lateral movement track of the beam dropping trolley 2. Through the closed-loop chain transmission structure composed of the first sprocket 7, the transmission chain 9, and the second sprocket 8, the lateral movement trolley 3 is synchronously driven to slide smoothly towards the 380mm lateral target point. The anti-deviation guide component 6 is in full contact with the inner wall of the lateral movement track, effectively counteracting the lateral sway force generated during the lateral movement, ensuring the straightness of the slide and the stability of the structure. There are no abnormal working conditions during this stage, and the system continues to maintain the automatic control mode to achieve batch automated and efficient lateral movement operations.

[0053] S4) Real-time acquisition and fusion verification of dual redundant displacement Throughout the lateral movement operation, the main detection module (laser displacement sensor) collects the absolute lateral displacement signal of the lateral movement trolley 3 relative to the beam dropping trolley 2 in real time, while the auxiliary verification module (magnetostrictive displacement sensor) simultaneously collects the piston rod extension and retraction stroke signal of the lateral movement cylinder 4. The central control unit compares the two detection signals in real time and finds that the deviation between the two data exceeds the preset threshold of 3mm. It is determined that the detection branch is affected by the on-site signal interference, and the system immediately and automatically switches from the automatic control mode to the emergency fine-tuning mode. The manual displacement setting mode is not triggered throughout the process, and no manual intervention is required.

[0054] S5) Multi-dimensional adaptive closed-loop deviation correction In emergency fine-tuning mode, the system maintains low-speed, stable operation of the transverse hydraulic cylinder 4, automatically eliminates interference from on-site signals, recalibrates the two detection data channels, and after the data verification returns to normal, it calls the adaptive deviation compensation module to calculate the real-time displacement deviation according to the formula. The calculation formula is as follows: At this time, the actual detected displacement Substituting into the formula, we can obtain the displacement deviation. This value exceeds the preset value. The allowable deviation range.

[0055] Continue substituting into the PID control formula to calculate the output control quantity, the formula is as follows: The predetermined PID coefficients for medium-load conditions are adopted, where Cumulative deviation and deviation change rate After substituting the values, we can calculate the following: .

[0056] The central control unit dynamically adjusts the opening of the electromagnetic proportional directional valve and adjusts the hydraulic circuit flow based on the calculated control amount of 13.175, thus completing the automatic correction of displacement deviation. After the two detection data are completely restored to consistency and the displacement deviation returns to the allowable range, the system automatically switches from emergency fine-tuning mode back to automatic control mode, without any manual intervention throughout the process.

[0057] S6) Deceleration buffer and precise alignment self-locking When the actual displacement approaches the target value of 380mm and enters the preset buffer zone of 377mm-380mm, the central control unit issues a deceleration command to control the transverse cylinder 4 to reduce the running speed. The transverse trolley 3 enters the buffer alignment state, completely eliminating the potential impact and deviation hazards caused by high-speed positioning. After the actual displacement reaches the target and the deviation returns to zero, the system immediately cuts off the hydraulic power output and simultaneously triggers the bidirectional hydraulic lock to lock the oil circuit of the transverse cylinder 4, firmly locking the position of the transverse trolley 3 and completing precise alignment.

[0058] S7) Precise beam placement and data archiving After the lateral trolley is locked in position 3, the precast beam is lowered. After the beam is lowered, the central control unit stores the core data of this batch operation, including the target displacement of 380mm, the actual displacement of 380mm, the heavy load PID coefficient, the hydraulic condition parameters, the deviation correction and emergency response data, forming a standardized batch construction file. The parameters can be reused directly with one click for the subsequent erection of beams in the same batch, which greatly improves the construction efficiency.

[0059] In Example 2, the system carried out batch standardized lateral movement operations in automatic control mode throughout the entire process, without triggering manual displacement setting mode. During the lateral movement operation, if the dual redundant displacement detection module experienced excessive data deviation or abnormal signal interference, the system would automatically switch from automatic control mode to emergency fine-tuning mode to complete signal calibration and deviation correction. After the detection signal returned to normal and the two data channels were verified to be consistent, the system would automatically switch back from emergency fine-tuning mode to automatic control mode until all lateral movement and beam lowering operations were completed.

[0060] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A hydraulic device for the lateral movement of a bridge erecting machine trolley, characterized in that, It includes the main beam of the bridge erecting machine, the beam dropping trolley, the lateral trolley, the lateral drive mechanism, the hydraulic control system, the dual redundant displacement detection unit, the central control unit, the hydraulic locking module, and the adaptive deviation compensation module; The main beam of the bridge erecting machine is arranged along the longitudinal direction. The top of the main beam of the bridge erecting machine is provided with a longitudinally extending longitudinal track. The beam dropping trolley is longitudinally slidably mounted on the longitudinal track of the main beam of the bridge erecting machine. The top platform of the beam dropping trolley is provided with a transverse track extending laterally. The transverse trolley is laterally slidably mounted on the transverse track of the beam dropping trolley. The lateral movement drive mechanism includes a lateral movement cylinder, a sliding guide push seat, an anti-deviation guide assembly, a first sprocket, a second sprocket, and a transmission chain. The lateral movement cylinder is arranged laterally on the top platform of the beam-dropping trolley. The cylinder body of the lateral movement cylinder is hinged and fixed to the end side wall of the beam-dropping trolley. The piston rod of the lateral movement cylinder extends towards one side of the lateral movement trolley and is rigidly connected to the bottom end face of the sliding guide push seat. The bottom of the sliding guide push seat is embedded in the lateral movement track of the beam-dropping trolley, forming a limiting sliding fit. The first sprocket is rotatably mounted on the upper side wall of the sliding guide push seat via a rotating shaft. The second sprocket is rotatably mounted on the side wall of the lateral movement trolley via a rotating shaft, and the second sprocket is connected to the first sprocket. A sprocket is located on the same transverse transmission plane. The transmission chain is wound around the outer periphery of the first sprocket and the second sprocket to form a closed-loop chain transmission structure. The two ends of the transmission chain are locked and fixed to the corresponding fixed positions of the beam-dropping trolley. The anti-deviation guide component is fitted between the outer walls of both sides of the sliding guide push seat and the inner wall of the transverse track of the beam-dropping trolley. The anti-deviation guide component is suitable for counteracting the lateral sway force during the transverse movement and maintaining the straightness and stability of the sliding. When the transverse cylinder extends and retracts to push and pull the sliding guide push seat to slide, the chain transmission of the first sprocket, the transmission chain and the second sprocket synchronously drives the transverse trolley to slide laterally along the transverse track of the beam-dropping trolley, so as to realize the smooth power transmission and the amplification of the sliding stroke. The dual-redundant displacement detection unit includes a main detection module and an auxiliary verification module. The main detection module is a non-contact displacement sensor, which is fixedly installed on the surface of the beam-dropping trolley and near the end of the trolley's lateral movement track. The detection end of the main detection module is positioned facing the lateral sidewall of the lateral movement trolley and collects lateral displacement data in real time as the trolley slides. The auxiliary verification module is embedded inside the cylinder of the lateral movement cylinder. The detection end of the auxiliary verification module is coaxially linked with the piston rod of the lateral movement cylinder and synchronously collects the extension and retraction stroke signal of the lateral movement cylinder. The detection data of the main detection module and the auxiliary verification module mutually verify each other, forming a redundant displacement detection loop. The hydraulic control system is installed on the side frame of the main beam of the bridge erecting machine or the side frame of the beam dropping trolley. The hydraulic actuator of the hydraulic control system is connected to the transverse cylinder through a hydraulic pipeline. The hydraulic locking module is connected in series in the hydraulic pipeline between the transverse cylinder and the hydraulic control system. The central control unit is installed inside the control panel of the bridge erecting machine's cab. The adaptive deviation compensation module is integrated into the control motherboard of the central control unit. The hydraulic control system, the hydraulic locking module, and the dual redundant displacement detection unit are all electrically connected to the central control unit. The adaptive deviation compensation module incorporates an environmental interference correction algorithm, which is suitable for processing construction condition data, hydraulic circuit status data, and displacement detection data to eliminate displacement deviations caused by temperature drift, mechanical clearance, and oil leakage. The central control unit is adapted to receive real-time feedback signals from the dual redundant displacement detection unit, and to control the output of the hydraulic control system in a closed loop according to preset target displacement parameters. It also links with the hydraulic locking module to achieve self-locking in lateral movement, limiting the lateral movement trolley from sliding or slipping, in order to meet the beam placement accuracy requirements of the bridge erecting machine.

2. The hydraulic device for lateral movement of the bridge erecting machine trolley according to claim 1, characterized in that, The main detection module is a laser displacement sensor, which is fixedly installed on the upper surface of the beam dropping trolley and the detection end is arranged opposite to the transverse side wall of the transverse trolley. The auxiliary verification module is a magnetostrictive displacement sensor, which is coaxially assembled with the transverse cylinder and the detection end is synchronously linked with the piston rod of the transverse cylinder. The hydraulic control system includes a hydraulic pump station, an electromagnetic proportional directional valve, a pressure relief valve, a flow regulating valve, and a multi-channel signal feedback unit. The oil outlet of the hydraulic pump station is connected in sequence to the flow regulating valve and the electromagnetic proportional directional valve, and then connected to the oil chamber of the transverse cylinder. The pressure relief valve is connected in parallel to the oil outlet circuit of the hydraulic pump station to realize overload pressure relief. The multi-channel signal feedback unit includes a pressure feedback subunit and a flow feedback subunit. The pressure feedback subunit collects hydraulic circuit oil pressure signals, and the flow feedback subunit collects hydraulic circuit flow signals. The electromagnetic proportional directional valve communicates bidirectionally with the central control unit to receive control commands to adjust the extension and retraction speed and stroke of the transverse hydraulic cylinder, while simultaneously transmitting the oil pressure and flow signals collected by the multi-channel signal feedback unit back to the central control unit in real time.

3. The hydraulic device for lateral movement of the bridge erecting machine trolley according to claim 1, characterized in that, The central control unit is electrically connected to the human-machine interface terminal in the cab, and the human-machine interface terminal in the cab is fixedly installed on the control panel of the bridge erecting machine cab. The driver's cab human-machine interface terminal includes a parameter input module, a status display module, a calibration and control module, and an emergency control module. The parameter input module, status display module, calibration and control module, and emergency control module are all electrically connected to the main control board of the driver's cab human-machine interface terminal. The parameter input module is used to input lateral displacement and working condition parameter signals to the central control unit. The status display module is used to receive and display the displacement data and hydraulic working condition signals transmitted back by the central control unit. The calibration and control module is used to send displacement calibration and parameter correction commands to the central control unit. The emergency control module is used to send emergency stop and manual fine-tuning commands to the central control unit. Furthermore, the central control unit is equipped with an automatic control mode, a manual displacement setting mode, and an emergency fine-tuning mode. Under normal construction conditions, it can switch to the automatic control mode via the human-machine interface terminal in the cab; under parameter calibration conditions, it can switch to the manual displacement setting mode; and under fault warning conditions, it can switch to the emergency fine-tuning mode.

4. The hydraulic device for lateral movement of the bridge erecting machine trolley according to claim 1, characterized in that, The hydraulic locking module is a two-way hydraulic lock, which is connected in series in the hydraulic circuit between the lateral movement cylinder and the hydraulic control system. It is used to lock the hydraulic circuit of the lateral movement cylinder when the lateral movement is in place, maintain the constant pressure of the hydraulic circuit, and limit the displacement of the lateral movement trolley.

5. An automatic beam lowering control method for a bridge erecting machine, implemented based on the hydraulic device for traversing the bridge erecting machine trolley as described in any one of claims 1-4, characterized in that, Includes the following steps: S1) Pre-construction parameter calibration and system self-test The bridge erecting machine operator inputs the specifications of the beam to be erected, the target lateral displacement of the beam, and construction environment parameters through the human-machine interface terminal in the cab. After receiving the parameters, the central control unit completes the initial position zeroing of the lateral trolley, the no-load self-test of the hydraulic control system, calculates the operating parameters of the lateral cylinder and the allowable range of displacement deviation, and preloads the closed-loop control command. S2) The beam-lowering trolley moves longitudinally into position and locks in place. The central control unit controls the beam-dropping trolley to travel along the longitudinal track of the main beam of the bridge erecting machine to the longitudinal target point for beam dropping, completes longitudinal positioning and locking, and fixes the position of the beam-dropping trolley. S3) Lateral Shift Stage Start and Chain Drive Sliding The central control unit sends a lateral movement start command to the hydraulic control system, which uses a graded pressure increase method to control the electromagnetic proportional directional valve to open gradually, reducing the displacement deviation caused by instantaneous hydraulic shock. The lateral movement cylinder extends and retracts at a preset speed, pushing and pulling the sliding guide push seat to slide along the lateral movement track of the beam dropping trolley. Through the chain transmission of the first sprocket, the transmission chain, and the second sprocket, the lateral movement trolley is driven to slide towards the lateral target point. The anti-deviation guide component cancels out the lateral sway force throughout the entire process. S4) Real-time acquisition and fusion verification of dual redundant displacement Throughout the lateral movement process, the main detection module collects the absolute lateral displacement signal of the lateral movement trolley relative to the beam dropping trolley in real time, the auxiliary verification module collects the extension and retraction stroke signal of the lateral movement cylinder simultaneously, and the central control unit performs filtering and noise reduction, cross-comparison and verification on the two detection signals, eliminates environmental interference signals, obtains actual displacement data, and simultaneously monitors the hydraulic circuit pressure and flow conditions in real time. S5) Multi-dimensional adaptive closed-loop deviation correction The central control unit calls the adaptive deviation compensation module to compare the actual displacement data with the preset target displacement data, calculate the dynamic displacement deviation, and use corresponding correction algorithms to compensate for various deviations caused by temperature drift, mechanical clearance, oil leakage, and chain drive clearance in real time, dynamically adjusting the opening of the electromagnetic proportional directional valve and the hydraulic flow to eliminate displacement deviation. S6) Deceleration buffer and precise alignment self-locking When the actual displacement data approaches the target displacement data within a preset range, the central control unit issues a deceleration command to control the transverse cylinder to reduce its operating speed and enter a buffer alignment state, thereby reducing the impact offset caused by high-speed positioning. When the actual displacement data matches the target displacement data, the hydraulic power output is cut off, and the hydraulic locking module is simultaneously triggered to lock the transverse cylinder oil circuit, thereby locking the position of the transverse trolley. S7) Precise beam placement and data archiving After the lateral trolley is positioned and locked, the beam lowering operation is performed. After the beam lowering is completed, the central control unit stores the lateral displacement parameters, hydraulic conditions, and deviation correction data for this operation, forming a standardized construction file for one-click reuse of similar conditions.

6. The automatic beam lowering control method for bridge erecting machine according to claim 1, characterized in that, The environmental disturbance correction algorithm of the adaptive deviation compensation module in step S5 is specifically implemented by combining PID closed-loop control with operating condition matching logic. First calculate the displacement deviation ,in To preset the target displacement, For actual displacement detection; Then, the control quantity is output through the basic PID formula. ,in For proportionality coefficient, For integral coefficients, The coefficients are differential coefficients. To address environmental disturbances such as temperature drift, mechanical clearance, and oil leakage in construction scenarios, the PID coefficients are adaptively matched to the heavy-load and light-load conditions of the bridge erecting machine. Under heavy-load conditions, the deviation correction response threshold is increased, and under light-load conditions, the correction rate and operating rate are balanced to offset the effects of various disturbances and achieve real-time compensation for displacement deviation.

7. The automatic beam lowering control method for bridge erecting machine according to claim 1, characterized in that, Throughout the lateral movement operation, the central control unit monitors the hydraulic circuit pressure in real time. When the pressure is abnormal, it automatically reduces the speed and troubleshoots the fault. After the pressure is restored, it resumes the preset speed, realizing fault prediction and flexible handling.

8. The automatic beam lowering control method for bridge erecting machine according to claim 1, characterized in that, Throughout the lateral movement operation, the central control unit monitors the hydraulic circuit pressure in real time. If the pressure is abnormal, it automatically reduces the speed and troubleshoots the fault. Once the pressure is restored, it resumes the preset operating speed.

9. The automatic beam lowering control method for bridge erecting machine according to claim 1, characterized in that, When the automatic control mode is running, the operator can switch to the manual displacement setting mode to fine-tune the displacement. In the manual displacement setting mode, the central control unit still monitors the displacement deviation in real time, and activates the emergency locking mechanism when the displacement exceeds the standard.

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