Multi-gradient terrain support pile top elevation adjustment method and system

Abstract

The application provides a multi-gradient terrain support pile top elevation adjustment method and system, the method comprising: obtaining three-dimensional terrain data of a region to be constructed, and establishing a digital elevation model according to the three-dimensional terrain data; generating three-dimensional coordinates and pile top design elevations of each pile site according to the digital elevation model and support design parameters, and associating the pile top design elevations of all pile sites to the same spatial reference; obtaining vehicle altitude data and hammer head extension data in real time, calculating the current pile head elevation of the pile driver according to the vehicle altitude data and the hammer head extension data, and calculating the difference between the current pile head elevation and the pile top design elevation of the corresponding pile site, and outputting a stop signal when the difference is not greater than a preset difference threshold. The application can realize accurate, efficient and dynamic adjustment of the pile top elevation, and guarantee the safety and stability of support construction.

Description

Technical Field

[0001] This application relates to the technical field of height adjustment, and in particular to a method and system for adjusting the top elevation of support piles in multi-slope terrain. Background Technology

[0002] Multi-slope terrain photovoltaic (PV) support systems have been widely used in the construction of PV power plants in complex terrains such as mountains and hills in recent years. These systems allow for deviations between connecting rods within a certain angular range, achieving an all-terrain response. This maintains the structural continuity and tilt consistency of the PV panels over a long string length, significantly reducing earthwork excavation, backfilling, and the number of electrical equipment, thus lowering construction costs. However, these systems require extremely high precision in controlling the pile foundation elevation; deviations in the pile top elevation directly affect the installation quality of the support system and the power generation efficiency of the PV array.

[0003] Currently, the adjustment of the top elevation of photovoltaic support piles in multi-slope terrain mainly relies on the traditional two-point line leveling method, that is, a baseline is set between the pile positions at both ends of the string, and the top elevation of the piles is gradually adjusted by manual measurement and mechanical pile driving, with the help of a total station for layout and verification.

[0004] However, due to the presence of multiple slope variations within the string in sloping terrain, the string method cannot adapt to non-linear terrain undulations, resulting in the inability to continuously apply the baseline. This necessitates repeated segmental adjustments during construction, leading to low efficiency. Summary of the Invention

[0005] To improve construction efficiency, this application provides a method and system for adjusting the top elevation of support piles in multi-slope terrain.

[0006] Firstly, this application provides a method for adjusting the top elevation of support piles in multi-slope terrain, employing the following technical solution: A method for adjusting the top elevation of support piles in multi-slope terrain includes the following steps: Acquire three-dimensional terrain data of the area to be constructed, and establish a digital elevation model based on the three-dimensional terrain data; Based on the digital elevation model and support design parameters, generate the three-dimensional coordinates and pile top design elevation of each pile location, and associate the pile top design elevations of all pile locations with the same spatial reference. The system acquires vehicle body elevation data and hammer head extension data in real time. Based on the vehicle body elevation data and hammer head extension data, it calculates the current pile head elevation of the pile driver and the difference between the current pile head elevation and the design elevation of the pile top at the corresponding pile position. When the difference is not greater than the preset difference threshold, it outputs a stop driving signal.

[0007] This application acquires three-dimensional topographic data of the construction area and establishes a digital elevation model, enabling a comprehensive and accurate understanding of the terrain's undulations. Based on this, the generated three-dimensional coordinates and design elevation of each pile location provide precise positioning data for pile driving operations. This application links the design elevations of all pile locations to the same spatial benchmark, ensuring a unified reference standard for each pile location's elevation. During construction, by calculating the difference between the current pile head elevation and the corresponding design elevation of the pile top in real time, and determining whether to stop driving based on a preset difference threshold, the application can precisely control the pile top elevation, thereby improving the overall project quality.

[0008] This application acquires vehicle elevation data and hammer extension data in real time, and quickly calculates the difference between the current pile head elevation and the design elevation of the pile top. This allows for timely feedback on the construction status, enabling construction personnel to adjust construction parameters or operations based on real-time data, minimizing rework due to construction deviations, and thus accelerating the construction progress.

[0009] Optionally, the process of acquiring the current pile head elevation of the pile driver in real time also includes: Collect vehicle body attitude data. When the vehicle body tilt angle exceeds the preset tilt angle threshold, calculate the vertical projection deviation of the hammer head caused by the vehicle body tilt based on the geometric relationship between the vehicle body's center of gravity and the pile position. Calculate the elevation compensation amount based on the vertical projection deviation of the hammer head. Use the sum of the hammer head extension amount data and the elevation compensation amount as the new hammer head extension amount data.

[0010] This application collects vehicle posture data. When the vehicle tilt angle exceeds a preset tilt angle threshold, it calculates the vertical projection deviation of the hammer head caused by the vehicle tilt, and further derives the elevation compensation amount. Adding the elevation compensation amount to the hammer head extension data yields new hammer head extension data, effectively correcting measurement errors caused by vehicle tilt and improving the accuracy of pile head elevation measurement. Accurate pile head elevation measurement and compensation help the pile driver maintain pile verticality during driving. Pile verticality is one of the key factors affecting pile bearing capacity and structural stability. By correcting the effects of vehicle tilt, this application enables piles to be driven vertically into the ground, improving pile quality and enhancing the stability and safety of the entire engineering structure.

[0011] Optionally, during the piling process, the method further includes: Real-time acquisition of target data, including hammer penetration, hammer energy, pile acceleration, and rebound data; inversion of measured bearing capacity at pile tip based on target data; and dynamic adjustment of final hammer judgment criteria for each pile based on measured bearing capacity at pile tip and preset bearing capacity value.

[0012] This application dynamically adjusts the final hammer test criterion based on the measured and preset values ​​of the pile tip bearing capacity, automatically adapting to various complex geological conditions. For example, in hard soil layers, higher hammer energy and a smaller penetration depth may be required to achieve the design bearing capacity. This application adjusts the test criterion promptly based on measured data to minimize misjudgments caused by fixed standards. By dynamically adjusting the final hammer test criterion, this application can minimize unnecessary hammer blows while ensuring that the pile tip bearing capacity meets design requirements, thereby improving the efficiency of pile driving construction and shortening the project duration.

[0013] Optionally, the final hammer test criterion for each pile is dynamically adjusted based on the measured bearing capacity and the preset bearing capacity value at the pile tip, including: When the measured bearing capacity is lower than the preset bearing capacity, the pile top elevation is allowed to be lower than the preset compensation range of the pile top design elevation, until the measured bearing capacity is greater than the preset bearing capacity, and then a stop signal is output. When the measured bearing capacity is not lower than the preset bearing capacity value, and the pile top elevation reaches the preset negative deviation range of the pile top design elevation, a stop signal is output.

[0014] When the measured bearing capacity is lower than the preset bearing capacity value, the pile top elevation is not used as the sole basis for stopping pile driving. Instead, the pile top elevation is allowed to be lower than the preset compensation range of the pile top design elevation, and pile driving continues until the measured bearing capacity value exceeds the preset bearing capacity value. By adopting the above scheme, this application can ensure that the pile tip bearing capacity of each pile meets the design requirements, minimizing the possibility of insufficient pile tip bearing capacity due to premature cessation of driving, thereby providing a solid foundation for the stability and safety of the building.

[0015] When the measured bearing capacity is not lower than the preset bearing capacity value, a stop signal is output when the pile top elevation reaches the preset negative deviation range of the pile top design elevation. This can minimize the risk of continuing to hammer when the pile end bearing capacity has met the requirements, causing the pile top elevation to exceed the design elevation excessively. This reduces unnecessary construction operations, lowers energy consumption and equipment wear, and also reduces the risk of damage to the pile body that may be caused by excessive hammering.

[0016] Optionally, the method further includes: A dynamic construction benchmark network consisting of multiple pile drivers, graders, or drones is constructed. Within the dynamic construction benchmark network, each device interacts with each other through real-time differential data to form a moving reference node. When the positioning signal quality of the current pile driver is lower than the preset signal quality threshold, the current pile driver switches to using the measured top elevation of the adjacent already constructed piles as a reference for relative elevation transfer, and corrects the stopping judgment benchmark of the current pile head.

[0017] This application constructs a dynamic construction benchmark network consisting of multiple pile drivers, graders, or drones. Real-time differential data exchange between these devices forms moving reference nodes, providing pile drivers with more positioning reference sources. Even if the positioning signal quality of the current pile driver is below a preset threshold, positioning correction can be performed using information from neighboring devices or already constructed piles, enhancing positioning capabilities in complex environments and improving positioning accuracy and stability. The dynamic construction benchmark network, through real-time differential data exchange, can promptly correct positioning deviations of each device, minimizing error accumulation. Mutual verification and correction among the moving reference nodes ensures that the positioning system maintains a high level of accuracy throughout the entire construction area.

[0018] Optionally, the relative elevation transfer includes: Obtain the measured and designed top elevations of at least three adjacent constructed piles, calculate the elevation deviation field, and based on the elevation deviation field, calculate the elevation error compensation amount of the current pile position according to the geometric relationship between the current pile position and the adjacent constructed piles.

[0019] This application calculates the elevation deviation field by obtaining the measured and designed top elevations of at least three adjacent constructed piles and integrating the data from multiple piles. Compared to relying solely on information from a single pile, this effectively reduces elevation transfer deviations caused by measurement errors, construction errors, or differences in local geological conditions of individual piles. The data from multiple piles corroborate and complement each other, making the calculated elevation deviation field more accurately reflect the actual elevation changes within the construction area, thereby improving the accuracy of calculating the current pile elevation error compensation.

[0020] Optionally, the method further includes: Real-time acquisition of pile center deviation data and pile verticality data; establishment of a three-dimensional deviation coupling model based on the pile center deviation data and pile verticality data; calculation of pile top elevation compensation due to the combined effect of planar deviation and verticality deviation using the three-dimensional deviation coupling model; superposition of the pile top elevation compensation to the pile top design elevation; and generation of a dynamic stop-driving judgment threshold.

[0021] During pile driving, both pile center deviation and pile verticality deviation affect the pile top elevation. This application acquires these two types of data in real time and establishes a three-dimensional deviation coupling model to accurately calculate the pile top elevation compensation amount due to the combined effects of planar and vertical deviations. This compensation amount is then superimposed on the pile top design elevation to generate a dynamic stop-driving threshold, minimizing the possibility of excessively high or low pile top elevations due to deviations, thereby improving the quality of the pile foundation project.

[0022] Optionally, the method further includes: Adaptive terrain segmentation is performed on the digital elevation model to identify slope transition zones and steep terrain change zones; Within the slope transition zone and the steep terrain change zone, the design elevation of the pile top of adjacent pile positions is subjected to spatial surface fitting and smoothing to generate a continuously changing pile top elevation field. This continuously changing pile top elevation field is used as the basis for determining when to stop driving at each pile position.

[0023] This application identifies slope transition zones and steep terrain change zones through adaptive terrain segmentation. In these special terrain areas, the design elevation of the pile tops of adjacent pile locations is fitted and smoothed using spatial curvature to generate a continuously changing pile top elevation field. This allows the pile top elevation to more accurately adapt to actual terrain changes, minimizing discrepancies between the pile top elevation and actual requirements due to abrupt terrain changes. This improves the overall fit between the pile foundation and the terrain, and enhances the stability of the pile foundation in supporting the superstructure.

[0024] Optionally, the spatial surface fitting employs radial basis function interpolation or thin plate spline interpolation algorithms.

[0025] Secondly, this application provides a multi-slope terrain support pile top elevation adjustment system, which adopts the following technical solution: A multi-slope terrain support pile top elevation adjustment system includes: a processor, and a memory communicatively connected to the processor; The memory is provided with a computer-readable storage medium, and a computer program is stored on the computer-readable storage medium. When the processor processes a computer program stored on the computer-readable storage medium, it implements the method as described in the first aspect.

[0026] In summary, this application includes at least one of the following beneficial technical effects: 1. This application, by acquiring three-dimensional topographic data of the construction area and establishing a digital elevation model, can comprehensively and accurately grasp the topographic undulations of the construction area. Based on this, the generated three-dimensional coordinates of each pile location and the design elevation of the pile top provide a precise positioning basis for pile driving operations. This application links the design elevations of the pile tops of all pile locations to the same spatial benchmark, ensuring that the elevation of each pile location has a unified reference standard. During construction, by calculating the difference between the current pile head elevation and the corresponding design elevation of the pile top in real time, and determining whether to stop driving based on a preset difference threshold, the pile top elevation can be precisely controlled, improving the overall quality of the project.

[0027] 2. This application acquires vehicle body elevation data and hammer head extension data in real time, and quickly calculates the difference between the current pile head elevation and the design elevation of the pile top. This allows for timely feedback on the construction status, enabling construction personnel to adjust construction parameters or operations based on real-time data. This minimizes rework due to construction deviations, thereby accelerating construction progress and improving construction efficiency. Attached Figure Description

[0028] Figure 1 This is a flowchart of the method in Embodiment 1 of this application. Detailed Implementation

[0029] The following combination Figure 1 This application will be described in further detail.

[0030] Example 1: This example discloses a method for adjusting the top elevation of support piles in multi-slope terrain, referring to... Figure 1 The execution process of each step in this embodiment is as follows: S1 data acquisition and modeling uses a combination of UAV aerial surveying and ground control point measurement to obtain three-dimensional terrain data of the area to be constructed. The ground control points use GPS-RTK positioning technology and are evenly distributed in the area to be constructed. The horizontal accuracy of the control points is less than or equal to ±2cm, and the elevation accuracy is less than or equal to ±3cm.

[0031] The image data acquired by UAV aerial surveying is imported into professional 3D modeling software such as ContextCapture. The process is carried out step by step, following the steps of aerial triangulation, constructing a DOM (Digital Orthophoto Map), constructing a DSM (Digital Surface Model), DSM correction, and constructing a DEM (Digital Elevation Model). The specific operation process is as follows: S11 aerial triangulation encryption preprocesses aerial survey images to obtain preprocessed image data. It imports the EXIF ​​information of the preprocessed image data (including shooting coordinates, attitude angles, and other parameters) and sets the aerial triangulation encryption parameters. In this embodiment, the matching accuracy is set to high precision, the feature point extraction density is set to dense, and the feature point matching threshold is set to 0.8.

[0032] During the encryption process, feature points and connection points are extracted from the preprocessed image data to construct a free network. The free network is then adjusted and corrected using the measured three-dimensional coordinates (plane coordinates X, Y and elevation coordinates Z) of the ground control points to obtain the encrypted image orientation parameters (interior orientation elements and exterior orientation elements).

[0033] The adjustment and correction operation includes S111 ground control point matching and association, S112 adjustment model establishment, S113 error iterative correction, and S114 orientation parameter output. The specific process is as follows: S111 ground control point matching and association employs bundle adjustment technology. Using the measured 3D coordinates of the ground control points as a benchmark, constrained adjustment is performed on the free network to achieve coordinate correction and orientation parameter optimization, ultimately obtaining accurate image orientation parameters. After importing the measured 3D coordinates (X, Y, Z) of the ground control points into the software, the projection position of each ground control point on the corresponding aerial survey image is manually located in the software's image preview interface. This completes the one-to-one matching of the measured 3D coordinates of the control points with the image pixel coordinates, ensuring that each control point corresponds to at least three images from different flight zones. Furthermore, the projection positions of the control points on the images are unobstructed and have high clarity, providing a reliable constraint basis for adjustment correction. The S112 adjustment model is established based on the three-dimensional coordinates of all feature points and connection points in the free network, as well as the measured three-dimensional coordinates of ground control points. A bundle adjustment mathematical model is established, which uses image orientation parameters (interior and exterior orientation elements) and the three-dimensional coordinates of feature points as unknowns, and the measured coordinates of ground control points as known constraints to construct error equations. The core is to minimize the reprojection error of feature points on the image, while ensuring that the deviation between the measured coordinates of ground control points and the coordinates calculated by the model is controlled within the allowable range. The interior orientation elements mainly include the camera principal distance and the image principal point coordinates, while the exterior orientation elements mainly include the three-dimensional coordinates and attitude angles (pitch, roll, and yaw) of the camera during shooting. S113 Error Iterative Correction: The software automatically solves the adjustment model, calculates the initial image orientation parameters, and simultaneously calculates the deviation between the calculated model coordinates and the measured 3D coordinates of each ground control point, as well as the reprojection error of each feature point. If the deviation or reprojection error exceeds a preset threshold, an iterative correction process is initiated. By adjusting the image orientation parameters and the 3D coordinates of the feature points, the deviation and reprojection error are gradually reduced until all deviations meet the threshold requirements. In this embodiment, the ground control point coordinate deviation threshold is set to ±1cm, the reprojection error threshold is set to 0.5 pixels, and the number of iterations is set to 3-5. After adjustment and correction, the software automatically outputs encrypted image orientation parameters. The interior orientation elements are corrected to reduce errors caused by camera lens distortion, while the exterior orientation elements accurately reflect the shooting position and attitude of each aerial survey image.

[0034] S12 constructs the DOM. After aerial triangulation encryption is completed, the DOM (digital orthophoto map) is generated based on the orientation parameters of the encrypted image. The DOM resolution is set to 5cm, and the image is resampled using a bilinear interpolation algorithm.

[0035] S13 constructs a DSM (Digital Surface Model). Based on the encrypted image orientation parameters and DOM image, the DSM is extracted. During extraction, the DSM grid size is set to 5cm×5cm, and the influence of non-ground features such as trees and buildings on the model is removed, resulting in a preliminary DSM model.

[0036] S14 DSM correction, combined with the measured elevation data of ground control points, corrects the preliminary DSM model. Specifically, a polynomial fitting correction method is used to compare the measured elevation of the ground control points with the elevation of the corresponding position in the DSM, calculate the elevation deviation, and eliminate the deviation through iterative correction.

[0037] S15 constructs a DEM, further processes the corrected DSM, removes residual non-ground features (such as trees and temporary structures) from the DSM, retains pure ground topographic information, and generates a digital elevation model (DEM) of the area to be constructed through the DSM-to-DEM function.

[0038] S2 model segmentation employs the K-means clustering algorithm to adaptively segment the established Digital Elevation Model (DEM). Specifically, it involves extracting slope data from the DEM and calculating the slope value for each grid cell. The slope value calculation process is as follows: Determine the coordinates and elevation of each grid cell within the 3×3 window, and set the central grid cell. The elevation is Its eight adjacent grid cells are respectively the upper ,Down ,Left ,right Top left Top right Bottom left Bottom right The corresponding elevations are respectively , , , , , , Z ; Calculate the rates of change of elevation in the horizontal and vertical directions, where the rate of change of elevation in the horizontal direction is... The calculation formula is:

[0039]

[0040]

[0041] y-direction elevation change rate The calculation formula is:

[0042]

[0043]

[0044] in, This refers to the DEM grid size, which is 5cm in this embodiment; slope The calculation model is shown below:

[0045] In this embodiment, the slope inclination angle of the current grid cell is fitted by the elevation change rate in the horizontal and vertical directions, which is the slope value of the grid cell.

[0046] This embodiment uses slope as a clustering feature and sets the number of clusters to 3-5. The K-means algorithm is used to segment the terrain into gentle slope areas, transition slope areas, and steep slope areas. The gentle slope areas have a slope less than 15°, the transition slope areas have a slope between 15° and 30°, and the steep slope areas have a slope greater than 30°. After segmentation, the results are visualized to mark the ranges of the transition slope areas and steep slope areas.

[0047] In the slope transition zone and the area of ​​steep terrain change, after generating the pile positions, the design elevation of the pile top and the three-dimensional coordinates of all pile positions are extracted. The radial basis function interpolation method is used, and in this embodiment, the Gaussian radial basis function is selected to fit the spatial surface of the design elevation of the pile top of adjacent pile positions, generating a continuously changing pile top elevation field. The calculation formula of the radial basis function interpolation is as follows:

[0048] in, This is the fitted field function for the pile top elevation. These are the plane coordinates of the current pile location; Let be the plane coordinates of the i-th pile location; These are the interpolation coefficients; These are Gaussian radial basis functions; , , is the polynomial coefficient; n is the number of pile positions.

[0049] S3 coordinate generation and processing: Based on the established digital elevation model (DEM) and support design parameters (including support span, support height, pile spacing, pile diameter, and preset bearing capacity of the support), pile location planning and design are carried out using software such as AutoCAD Civil 3D to generate the three-dimensional coordinates (X, Y, Z) and pile top design elevation of each pile location.

[0050] The pile spacing is determined based on the span of the support frame. In this embodiment, the pile spacing is 3-5m. The continuously changing pile top elevation field generated by the S2 model segmentation is used to determine the design elevation of the pile top at each pile position.

[0051] The design elevation of the pile top of all pile locations is associated with the same spatial reference. The National Geodetic Coordinate System 2000 (CGCS2000) is used as the plane reference and the 1985 National Elevation Reference is used as the elevation reference. In this embodiment, the three-dimensional coordinates of the pile locations and the design elevation of the pile top are uniformly converted to the above-mentioned plane reference and elevation reference through coordinate transformation software.

[0052] S4 constructs a dynamic construction benchmark network, which consists of multiple pile drivers, graders, and drones. The devices interact with each other in real time via 5G wireless communication modules to form mobile reference nodes.

[0053] In this embodiment, the grader serves as a fixed reference node, collecting its own three-dimensional coordinates and elevation data in real time, which serves as the core reference of the baseline network; the UAV is responsible for real-time monitoring of terrain changes and positioning signal quality in the construction area; and multiple pile drivers serve as mobile nodes, sharing their own positioning data and construction data in real time.

[0054] The S5 collects multiple parameters, moves the pile driver to the target pile location and positions it. A GPS-RTK positioning module and a hammer extension sensor (in this embodiment, a wire-type displacement sensor with a range of 0-5m and an accuracy of ±0.1mm) are installed on the pile driver to acquire vehicle altitude data and hammer extension data in real time, respectively. The sampling frequency is set to 10Hz. An attitude sensor is installed on the pile driver's body; in this embodiment, an IMU inertial measurement unit is used with a measurement accuracy of ±0.01° to acquire vehicle attitude data in real time. The vehicle attitude data includes pitch angle and roll angle, and the sampling frequency is the same as the elevation data acquisition frequency. To achieve this, a laser positioning device (accuracy ±0.1mm / m) and an inclination sensor are installed on the pile frame of the piling machine to acquire real-time data on pile center deviation (ΔX, ΔY) and pile verticality, with a sampling frequency of 10Hz. A force sensor (range 0-1000kN, accuracy ±1kN) and an acceleration sensor (range 0-500m / s², accuracy ±0.1m / s²) are installed on the hammer head of the piling machine, and a displacement sensor is installed on the pile body to collect target data in real time. The target data includes hammer penetration, hammer energy, pile acceleration, and rebound data, with a sampling frequency of 20Hz.

[0055] S6 data correction and compensation includes S61 vehicle tilt compensation, S62 positioning signal quality correction and S63 three-dimensional deviation coupling compensation.

[0056] S61 vehicle body tilt compensation: In this embodiment, the preset tilt angle threshold is set to 3°. When the collected vehicle body pitch angle or roll angle exceeds 3°, the vertical projection deviation (ΔL) of the hammer head caused by the vehicle body tilt is calculated based on the geometric relationship between the vehicle body's center of gravity and the pile position. The specific calculation process is as follows: Obtain the coordinates of the vehicle's center of gravity and the current pile position. The coordinates of the vehicle's center of gravity are determined based on the design parameters of the pile driver, and are denoted as... The distance between the vehicle's center of gravity and the pile position on the horizontal plane is calculated based on the vehicle's center of gravity coordinates and the current pile position coordinates.

[0057] The calculation model for calculating the vertical projection deviation of the hammerhead is shown below:

[0058] in, This refers to the vertical projection deviation of the hammerhead; This is the distance between the vehicle's center of gravity and the pile position on the horizontal plane. It is the tangent function; The pitch angle is the vehicle attitude data. This refers to the roll angle in the vehicle's attitude data.

[0059] Hammer head vertical projection deviation This method is used to quantify the horizontal deviation between the actual position of the hammer head and the vertical projection position when the vehicle body tilts (pitch angle and roll angle exceed 3°) under multi-slope terrain, providing a basis for calculating the elevation compensation amount and reducing the deviation in pile head elevation measurement caused by vehicle body tilt.

[0060] Based on the vertical projection deviation of the hammerhead, the elevation compensation is calculated. The calculation model is shown below:

[0061] in, This is the elevation compensation amount; This refers to the vertical projection deviation of the hammerhead; It is a sine function; The angle between the hammer head and the vertical direction.

[0062] Elevation compensation Based on the vertical projection deviation of the hammerhead The calculations show that the data on the hammer head extension is used to correct the data, reduce the impact of vehicle tilt on the pile head elevation measurement, improve the accuracy of the pile head elevation calculation results, and ensure the accuracy of pile top elevation control.

[0063] The sum of the hammerhead extension data and the elevation compensation data is used as the new hammerhead extension data.

[0064] S62 positioning signal quality correction involves installing a signal quality monitoring module on the piling machine to monitor the signal-to-noise ratio (SNR) of the GPS-RTK positioning signal in real time, with a preset signal quality threshold of 35dB. When the SNR of the current piling machine's positioning signal is less than 35dB, the current piling machine automatically switches to relative elevation transfer mode. This mode uses the measured top elevation of adjacent already constructed piles as a reference for relative elevation transfer. Specifically, it acquires the measured top elevation of at least three adjacent already constructed piles. and the corresponding design pile top elevation Calculate the elevation deviation of each constructed pile. The calculation model is as follows:

[0065]

[0066]

[0067] in, This represents the elevation deviation of the first constructed pile. This refers to the elevation deviation of the second constructed pile; This refers to the elevation deviation of the third constructed pile; The measured elevation of the top of the first constructed pile; The measured elevation of the top of the second constructed pile; The measured elevation of the top of the third constructed pile; This is the design pile top elevation of the first constructed pile; The design top elevation of the second constructed pile; This is the design elevation of the top of the third constructed pile.

[0068] An elevation deviation field is constructed based on three elevation deviations. The distances between the current pile position and the three adjacent constructed piles are calculated according to the geometric relationship between the current pile position and the adjacent constructed piles. The calculation model is shown below:

[0069]

[0070]

[0071] in, This represents the distance between the current pile position and the first pile that has already been constructed. This represents the distance between the current pile position and the second already constructed pile. This represents the distance between the current pile position and the third already constructed pile. These are the horizontal and vertical coordinates of the current pile location in the three-dimensional coordinate system. These are the horizontal and vertical coordinate values ​​in the three-dimensional coordinate system of the first constructed pile. These are the horizontal and vertical coordinate values ​​in the three-dimensional coordinate system of the second constructed pile. These are the horizontal and vertical coordinates of the third constructed pile in the three-dimensional coordinate system.

[0072] The calculation model for the elevation error compensation at the current pile location is shown below:

[0073] in, This is the compensation amount for the elevation error at the current pile position; This represents the distance between the current pile position and the first pile that has already been constructed. This represents the distance between the current pile position and the second already constructed pile. This represents the distance between the current pile position and the third pile that has already been constructed.

[0074] When the GPS-RTK positioning signal quality is poor (SNR<35dB), this embodiment constructs a deviation field based on the elevation deviation of adjacent constructed piles, and calculates it through interpolation. This field is used to correct the design elevation of the pile top at the current pile position, realize relative elevation transfer, and reduce elevation control errors caused by unstable positioning signals.

[0075] The elevation error compensation is added to the design elevation of the pile top at the current pile location to obtain the corrected design elevation of the pile top.

[0076] The S63 three-dimensional deviation coupling compensation uses pile center deviation data (ΔX, ΔY) and pile verticality data (γ) to establish a three-dimensional deviation coupling model. It calculates the pile top elevation compensation amount due to the combined effect of these two factors. The calculation model is shown below:

[0077] in, This is the compensation amount for the pile top elevation.

[0078] Compensation amount for pile top elevation It is used to compensate for the combined effect of planar deviation and verticality deviation on the pile top elevation, generate a dynamic stop-driving judgment threshold, and further improve the accuracy of pile top elevation control.

[0079] Compensation amount for pile top elevation The corrected pile top design elevation is superimposed to generate a dynamic stop-driving judgment threshold.

[0080] The S7 calculates the pile head elevation based on the corrected hammer extension data and vehicle elevation data. The calculation model is shown below:

[0081] Where θ is the angle between the hammer head and the vertical direction. When the pile driver is in a horizontal state, θ = 0°, cosθ = 1, and the formula simplifies to:

[0082] This indicates the current elevation of the pile head for the pile driver. This refers to the vehicle's altitude data. This refers to the corrected hammerhead extension data, which is the new hammerhead extension data calculated in the S61 vehicle body tilt compensation.

[0083] Subsequent verifications for S8 include S81 pile end bearing capacity inversion and S82 final hammer judgment.

[0084] The S81 pile end bearing capacity inversion method imports the collected target data (hammer penetration, hammer energy, pile acceleration and rebound data) into a preset bearing capacity inversion model (established based on the dynamic and static method principle, and trained and optimized by MATLAB software) to invert the measured value of the pile end bearing capacity.

[0085] The pre-set bearing capacity inversion model calculates the dynamic stiffness of the pile body by hammering energy and pile acceleration. Combined with hammer penetration and rebound, the conversion coefficient between dynamic stiffness and static bearing capacity is corrected, and finally the measured value of pile end bearing capacity is obtained.

[0086] S82 final hammer test: According to engineering design requirements, the preset bearing capacity is 1.2-1.5 times the design bearing capacity of the support. The preset threshold for the difference in pile top elevation is ±2cm.

[0087] This embodiment dynamically adjusts the final hammer judgment criteria in two cases based on the measured value and preset value of the bearing capacity at the pile end: Scenario 1: When the measured bearing capacity of the pile tip is less than the preset bearing capacity value, it indicates that the pile tip bearing capacity has not met the design requirements. In this case, the pile top elevation is allowed to be lower than the preset compensation range of the pile top design elevation, and hammering continues. In this embodiment, the compensation range is set to -5 cm to 0 cm.

[0088] Once the measured bearing capacity of the pile tip exceeds the preset bearing capacity value, determine whether the absolute difference between the current pile head elevation and the dynamic stop-driving judgment threshold is not greater than the preset difference threshold. If yes, output a stop-driving signal; otherwise, continue to adjust the hammering depth until both meet the requirements.

[0089] Scenario 2: When the measured bearing capacity of the pile tip is not less than the preset bearing capacity value, it indicates that the pile tip bearing capacity has met the design requirements. In this case, if the difference between the current pile head elevation and the dynamic stop-driving judgment threshold is not greater than 2cm, and the pile top elevation is within the preset negative deviation allowable range of the pile top design elevation, then a stop-driving signal is output. In this embodiment, the preset negative deviation allowable range of the pile top design elevation is -2cm to 0cm.

[0090] Example 2: This example discloses a multi-slope terrain support pile top elevation adjustment system, the system including: a processor, and a memory communicatively connected to the processor; The memory is provided with a computer-readable storage medium, and a computer program is stored on the computer-readable storage medium. When the processor processes the computer program stored on the computer-readable storage medium, it implements the method for adjusting the top elevation of the support piles in multi-slope terrain.

[0091] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A method for adjusting the top elevation of support piles in multi-slope terrain, characterized in that, include: Acquire three-dimensional terrain data of the area to be constructed, and establish a digital elevation model based on the three-dimensional terrain data; Based on the digital elevation model and support design parameters, generate the three-dimensional coordinates and pile top design elevation of each pile location, and associate the pile top design elevations of all pile locations with the same spatial reference. The system acquires vehicle body elevation data and hammer head extension data in real time. Based on the vehicle body elevation data and hammer head extension data, it calculates the current pile head elevation of the pile driver and the difference between the current pile head elevation and the design elevation of the pile top at the corresponding pile position. When the difference is not greater than the preset difference threshold, it outputs a stop driving signal.

2. The method for adjusting the top elevation of support piles in multi-slope terrain according to claim 1, characterized in that, The process of obtaining the current pile head elevation of the piling machine in real time also includes: Collect vehicle body attitude data. When the vehicle body tilt angle exceeds the preset tilt angle threshold, calculate the vertical projection deviation of the hammer head caused by the vehicle body tilt based on the geometric relationship between the vehicle body's center of gravity and the pile position. Calculate the elevation compensation amount based on the vertical projection deviation of the hammer head. Use the sum of the hammer head extension amount data and the elevation compensation amount as the new hammer head extension amount data.

3. The method for adjusting the top elevation of support piles in multi-slope terrain according to claim 1, characterized in that, During the pile driving process, the method further includes: Real-time acquisition of target data, including hammer penetration, hammer energy, pile acceleration, and rebound data; inversion of measured bearing capacity at pile tip based on target data; and dynamic adjustment of final hammer judgment criteria for each pile based on measured bearing capacity at pile tip and preset bearing capacity value.

4. The method for adjusting the top elevation of support piles in multi-slope terrain according to claim 3, characterized in that, Based on the measured and preset bearing capacity values ​​at the pile tip, the final hammer test criteria for each pile are dynamically adjusted, including: When the measured bearing capacity is lower than the preset bearing capacity, the pile top elevation is allowed to be lower than the preset compensation range of the pile top design elevation, until the measured bearing capacity is greater than the preset bearing capacity, and then a stop signal is output. When the measured bearing capacity is not lower than the preset bearing capacity value, and the pile top elevation reaches the preset negative deviation range of the pile top design elevation, a stop signal is output.

5. The method for adjusting the top elevation of support piles in multi-slope terrain according to any one of claims 1-4, characterized in that, The method further includes: A dynamic construction benchmark network consisting of multiple pile drivers, graders, or drones is constructed. Within the dynamic construction benchmark network, each device interacts with each other through real-time differential data to form a moving reference node. When the positioning signal quality of the current pile driver is lower than the preset signal quality threshold, the current pile driver switches to using the measured top elevation of the adjacent already constructed piles as a reference for relative elevation transfer, and corrects the stopping judgment benchmark of the current pile head.

6. The method for adjusting the top elevation of support piles in multi-slope terrain according to claim 5, characterized in that, The relative elevation transfer includes: Obtain the measured and designed top elevations of at least three adjacent constructed piles, calculate the elevation deviation field, and based on the elevation deviation field, calculate the elevation error compensation amount of the current pile position according to the geometric relationship between the current pile position and the adjacent constructed piles.

7. The method for adjusting the top elevation of support piles in multi-slope terrain according to claim 5, characterized in that, The method further includes: Real-time acquisition of pile center deviation data and pile verticality data; establishment of a three-dimensional deviation coupling model based on the pile center deviation data and pile verticality data; calculation of pile top elevation compensation due to the combined effect of planar deviation and verticality deviation using the three-dimensional deviation coupling model; superposition of the pile top elevation compensation to the pile top design elevation; and generation of a dynamic stop-driving judgment threshold.

8. The method for adjusting the top elevation of support piles in multi-slope terrain according to any one of claims 1-4, characterized in that, The method further includes: Adaptive terrain segmentation is performed on the digital elevation model to identify slope transition zones and steep terrain change zones; Within the slope transition zone and the steep terrain change zone, the design elevation of the pile top of adjacent pile positions is subjected to spatial surface fitting and smoothing to generate a continuously changing pile top elevation field. This continuously changing pile top elevation field is used as the basis for determining when to stop driving at each pile position.

9. The method for adjusting the top elevation of support piles in multi-slope terrain according to claim 8, characterized in that, The spatial surface fitting employs radial basis function interpolation or thin plate spline interpolation algorithms.

10. A system for adjusting the top elevation of support piles in multi-slope terrain, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory is provided with a computer-readable storage medium, and a computer program is stored on the computer-readable storage medium. When the processor processes a computer program stored on the computer-readable storage medium, it implements the method as described in any one of claims 1-9.

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