A bridge deck self-balancing adjustment device and its application

Abstract

This invention discloses a bridge deck self-balancing adjustment device and its application, relating to the field of bridge construction technology. It addresses the difficulties in establishing a temporary balance system and insufficient dynamic adjustment capability during the cantilever assembly of steel beams in the main channel of a self-anchored suspension bridge. The invention first erects a scaffolding tower and a rear hoisting support to complete the initial steel beam erection, and then installs a bridge deck hoisting mechanism on the No. 0 segment of the steel beam. Subsequently, the bridge deck hoisting mechanism is used to hoist the steel beam segments one by one to the assembly position, completing the continuous cantilever assembly of the main beam. As the cantilever assembly progresses, the anchor cables are tensioned in groups, and counterweights are arranged in stages behind the scaffolding tower. Balance sensors are installed on the scaffolding tower, and the bridge deck self-balancing adjustment device on the bridge deck performs real-time fine-tuning, compensation, and locking of the anchor cables, triggering reinforcement loading when necessary. This invention improves the structural stability and adjustment accuracy during the construction phase, achieving safe and efficient closure of the steel beams under main channel conditions.

Description

Technical Field

[0001] This invention relates to the field of bridge construction technology, specifically to a bridge deck self-balancing adjustment device and its application. Background Technology

[0002] Suspension bridges, due to their strong span capacity, high material utilization rate, and relatively light structural weight, have become one of the most technologically mature and economically advantageous bridge types in the construction of long-span bridges. Especially when crossing wide rivers, bays, and complex terrain areas, suspension bridges have significant advantages in terms of structural stress and span capacity.

[0003] Among them, self-anchored suspension bridges, compared with traditional ground-anchored suspension bridges, have their main cables directly anchored to the ends of the main beams, no longer relying on large-volume gravity anchors set on both sides of the bridge site. Therefore, they can effectively reduce the land requirements at both ends of the bridge site and reduce the dependence on foundation conditions. They are particularly suitable for urban bridges with poor geological conditions and limited site space, bridges in soft soil areas, and bridge projects within existing built environments, and have good engineering adaptability and economy.

[0004] However, self-anchored suspension bridges exhibit significant technical characteristics that distinguish them from traditional ground-anchored suspension bridges during the construction phase. Because their main cables are anchored to both ends of the main girder, the construction process typically follows a "girder first, cable later" sequence; that is, the main girder must be erected and closed before the main cables and suspender system are formed. Therefore, during the main girder construction phase, the existing main cables and suspender system cannot provide suspension conditions; instead, temporary support structures and temporary load-bearing systems must be used to complete the hoisting, cantilever assembly, and alignment control of the main girder segments. For large-span self-anchored suspension bridges crossing main navigation channels, the main span area usually also needs to meet navigation clearance requirements, making it difficult to use conventional ground-mounted supports or large-scale underwater supports. Consequently, the continuous cantilever assembly of the main channel steel girder segments presents considerable challenges.

[0005] In existing technologies, the construction of main beams for this type of bridge typically employs a combination of local supports, temporary towers, bridge cranes, and temporary cables to complete the hoisting of steel beam segments. However, as the cantilever segments advance towards the main channel, the cantilever length gradually increases, and the stress state of the construction system continuously changes. The internal force distribution among the anchor towers, anchor cables, main beam, and subsequent counterweights needs constant adjustment, which can easily lead to problems such as uneven load distribution on the anchor towers, uneven stress on the anchor cables, increased deviation in the main beam's alignment, and insufficient local stability during the construction phase. Especially under conditions where segment hoisting, group tensioning of anchor cables, phased placement of counterweights, and alternating equipment movement are carried out, existing construction methods often lack a temporary balancing construction system that can match the cantilever erection process, making it difficult to achieve safe, continuous, and balanced erection of main beam segments without interrupting navigation in the main channel.

[0006] Furthermore, existing construction equipment primarily focuses on single functions such as hoisting, tensioning, or transportation, lacking a bridge deck-side adjustment device that can be linked to changes in the attitude and / or stress state of the anchor tower top. This makes it difficult to promptly fine-tune and compensate for the tension of the anchor cables. For stress changes caused by anchor tower imbalance, cable force fluctuations, or segmental assembly during construction, current technologies typically rely on repeated manual corrections based on experience. This not only results in low adjustment efficiency but also lacks integrated design in areas such as adjustment feedback, threshold triggering, graded compensation, and locking retention. Consequently, it is difficult to simultaneously ensure structural stability during construction, timely adjustment response, and the accuracy of main beam alignment control. Summary of the Invention

[0007] To address the aforementioned problems of difficulty in establishing a temporary balancing system and insufficient dynamic adjustment capability during the main channel steel beam splicing process of self-anchored suspension bridges, this invention aims to provide a bridge deck self-balancing adjustment device and its application. By constructing a temporary balancing construction system that coordinates the action of anchor towers, anchor cables, counterweights, and the self-balancing adjustment device, continuous splicing of steel beam segments under main channel conditions and real-time compensation and adjustment of the stress state of anchor cables can be achieved, thereby improving structural stability, construction safety, and main beam alignment control accuracy during construction.

[0008] The main idea of ​​the technical solution adopted in this invention is as follows: During construction, the anchor tower support and the rear hoisting support are first erected to complete the initial steel beam erection, and the bridge deck hoisting mechanism is installed on the No. 0 segment of the steel beam. Subsequently, the bridge deck hoisting mechanism is used to hoist the steel beam segments one by one to the assembly position to complete the continuous cantilever splicing of the main beam. As the splicing progresses, the anchor cables are tensioned in groups, and counterweights are arranged in stages behind the anchor tower to transfer the load of the steel beam during the splicing stage to the anchor tower and the installed main beam, while balancing the vertical component force generated by the anchor cables and controlling the alignment of the main beam. To solve the problems of dynamic changes in the stress on the anchor tower and the lag in the adjustment of the anchor cables during construction, balance sensors are installed on the anchor tower, and the anchor cables are finely adjusted, compensated, and locked in real time through the self-balancing adjustment device on the bridge deck. When necessary, reinforcement loading is triggered to improve the structural stability and adjustment accuracy during the construction stage, and ultimately achieve safe and efficient closure of the steel beam under the main channel conditions.

[0009] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A bridge deck self-balancing adjustment device, comprising: A walking guide component is installed on the bridge deck, and a traction power unit is installed at its end; The cruise carrier is movably mounted on the travel guide assembly and connected to the traction power unit; The cable force application components are symmetrically arranged on both sides of the travel guide components and connected to the anchor cables; The adjustment components are connected to the cable-acting components and the cruise carrier, respectively. The transfer unit is detachably connected to the cruise carrier; The cruise carrier is electrically connected to a balance sensor mounted on the tower to activate when the balance sensor outputs an imbalance signal.

[0010] Furthermore, the cable-acting components include: The main installation body is mounted on the bridge deck. A directional sliding sleeve is installed on the main body and is arranged at an angle towards the tower. The force transmission actuator is slidably disposed within the directional sliding sleeve. One end of the force transmission actuator is connected to the adjustment component, and the other end is connected to the anchor cable to apply tension along the axial direction of the anchor cable. The force transmission actuator includes a front pressure bearing section and a rear displacement section. The front pressure bearing section is equipped with a compensation tensioning component, which is electrically connected to the adjustment component, and its end is connected to the anchor cable.

[0011] Furthermore, the adjustment components include: An adjustment cavity is located inside the mounting body, and a sensor is installed inside the adjustment cavity; The transmission cable has one end connected to the adjustment cavity, and the other end connected to the cruise carrier after being guided by the rear displacement section. A wedge-shaped linkage mechanism is sleeved on the outside of the transmission cable and located inside the adjustment cavity; The metering feedback mechanism, in conjunction with the wedge-shaped linkage mechanism, is used to indicate the adjustment displacement of the transmission cable. A locking mechanism is provided on the wedge-shaped linkage mechanism to selectively clamp or release the transmission cable; When the wedge linkage mechanism is displaced to the preset adjustment threshold, it triggers the sensing element. The sensing element is electrically connected to the compensation tensioning component to control the compensation tensioning component to enter the enhanced loading state.

[0012] Furthermore, the locking mechanism includes: There are two support frames arranged side by side, and they are fitted onto the outside of the transmission cable body; The trigger block is set between the two support frames; The clamping rod is mounted on the support frame and is connected to the trigger block.

[0013] Furthermore, the cruise carrier includes: A movable base frame is movably mounted on the walking guide assembly; The traveling wheels are located at the bottom of the mobile base frame and cooperate with the traveling guide components; The traction actuator is mounted on the mobile base and is electrically connected to the balance sensor; The stationary limiting mechanism, mounted on the mobile base frame, is used to limit the displacement of the cruise vehicle along the travel guide assembly; An electric locking connector is mounted on a movable base frame and is detachably connected to the transfer unit; The traction actuator is activated when the balance sensor outputs an imbalance signal to drive the cable force application component to adjust the anchor cable.

[0014] Another objective of this invention is to provide a construction method for a self-anchored suspension bridge, which uses the aforementioned device and includes the following steps: Erect the tower support and the large-segment hoisting support behind the tower, and use the large-segment hoisting support behind the tower to complete the hoisting and splicing of the initial steel beam segments to form the foundation for cantilever construction; Install pylons on the bridge deck and install a bridge deck hoisting mechanism on the No. 0 segment steel beam; at the same time, install balance sensors on the pylons and electrically connect the balance sensors to the bridge deck self-balancing adjustment device. The steel beam segments to be installed are transported by transport ships to the area below the bridge deck hoisting mechanism. The bridge deck hoisting mechanism then hoists the steel beam segments one by one to the assembly position and connects them with the existing beam segments. After each segment is assembled, the bridge deck hoisting mechanism is moved forward to the next hoisting position to achieve continuous suspended assembly of the steel beams until the bridge is closed. During the steel beam cantilever construction, the anchor cables are tensioned in groups, and the bridge deck self-balancing adjustment device is used to fine-tune and compensate the tension of the anchor cables. During the construction of the steel beam cantilever, counterweights are placed on the bridge deck behind the anchor tower in stages to balance the vertical force generated by the anchor cables. After the steel beams were joined, the bridge deck hoisting mechanism was dismantled, and the anchor cables, counterweights, and anchor towers were removed in sequence to complete the unloading of the temporary balancing system.

[0015] Furthermore, after the steel beams of segments 2, 4, 6, 8, and 10 are assembled, the anchor cables are tensioned to the design stress in groups so that the construction load, which increases with the cantilever length, is transferred in stages to the anchor tower and the installed main beam.

[0016] Furthermore, after the steel beams of segments 3, 7, and 8 are assembled, the counterweight blocks are sequentially placed on the bridge deck behind the anchor tower to balance the vertical component force generated by the anchor cables and to help control the alignment of the main beam.

[0017] Furthermore, the specific steps for fine-tuning and compensating the tension state of the anchor cables using the bridge deck self-balancing adjustment device are as follows: The walking guide components are placed on the bridge deck, and the cruise carrier is installed on the walking guide components so that the ballast blocks can be transported to the designated position on the bridge deck behind the tower after the steel beams of segments 3, 7 and 8 are assembled. The cable-acting components are positioned at predetermined locations on the bridge deck and connected to the corresponding anchor cables. During the cantilever construction process, the attitude and / or stress state of the top of the tower are monitored in real time by balance sensors installed on the tower. When the balance sensor detects an imbalance at the top of the tower, it controls the cruise carrier to move along the walking guide assembly to the corresponding adjustment position, and limits the cruise carrier through the stationary limiting mechanism. Then, it connects the far end of the transmission cable to the traction actuator on the cruise carrier. The traction actuator is activated, which drives the cable force application component to move through the transmission cable and adjustment component to make a first adjustment to the corresponding anchor cable; when the first adjustment reaches the preset threshold, the compensation tensioning component is activated to make a second adjustment to the anchor cable to achieve enhanced loading compensation. When the attitude and / or stress state of the top of the tower returns to the set range, the transmission cable is locked by the locking mechanism to maintain the current adjustment state. The above steps are repeated during the subsequent segmental cantilever construction to achieve dynamic balance control of the stress state of the tower.

[0018] Furthermore, the traction actuator applies traction force to the transmission cable, and after being guided by the rear replacement section, the transmission cable drives the force transmission actuator to move along the axial direction of the directional sliding sleeve, thereby applying axial tension force to the anchor cable to complete one adjustment; During one adjustment process, the adjustment component drives the locking mechanism through the wedge linkage mechanism to release and relock the transmission cable in stages, and indicates the adjustment displacement through the metering feedback mechanism. When the wedge linkage mechanism moves to the preset adjustment threshold, the sensor outputs a control signal, and the sensor controls the start of the compensation tensioning component, so that the compensation tensioning component applies a further tension force along the axial direction of the anchor cable to perform secondary adjustment and enhanced loading compensation on the anchor cable.

[0019] The beneficial effects of this invention are: 1. This invention constructs a temporary balancing construction system that combines tower fastening, anchor cables, counterweights, and self-balancing adjustment devices. This system enables the continuous cantilever splicing of the main beam under the construction constraint of "beam first, cable later" for self-anchored suspension bridges. It is particularly suitable for construction scenarios where the main span crosses a waterway and conventional supports cannot be erected. This allows for the smooth erection of steel beam segments without interrupting navigation in the main waterway, significantly improving the construction adaptability of this type of bridge in complex environments. 2. This invention, by tensioning the anchor cables in groups during the cantilever construction process and arranging counterweights in stages behind the anchor tower, enables the load of the steel beam during the cantilever construction stage to be effectively transferred to the anchor tower and the installed main beam. At the same time, it balances the vertical component force generated by the anchor cables. This can maintain reasonable structural stress during the construction process, reduce the eccentric load on the anchor tower and the deviation of the main beam alignment, and help improve the overall stability, the accuracy of main beam alignment control and the quality of the completed bridge during the construction stage. 3. This invention sets up a balance sensor on the anchor tower and uses a self-balancing adjustment device on the bridge deck to fine-tune, compensate and lock the tension state of the anchor cable in real time. When the adjustment reaches the set threshold, it can also implement enhanced loading, so as to respond in a timely manner to the stress imbalance caused by segment hoisting, load changes or environmental factors during construction, reduce the lag and error caused by repeated manual correction, and improve the efficiency, safety and automation level of construction adjustment. Attached Figure Description

[0020] Figure 1 This is a schematic elevation view of the installation state of the tower and crane of the present invention; Figure 2 This is a schematic elevation view of the steel beam segment hoisting state of the present invention; Figure 3 This is a schematic diagram of the elevation of the tensioned anchor cable after the steel beam is installed according to the present invention; Figure 4 This is a schematic diagram of the rear counterweight after the steel beam of the present invention has been installed; Figure 5 This is a schematic diagram of the hoisting elevation of the closure section of the present invention; Figure 6 This is a schematic diagram of the elevation view for removing the anchor cable according to the present invention; Figure 7 This is a schematic diagram of the tensioning anchor cable and the rear counterweight of the present invention; Figure 8 This is a schematic diagram of the compensation tensioning structure of the cruise carrier of the present invention; Figure 9 This is a schematic diagram of the cable force application component of the present invention; Figure 10 This is a schematic diagram of the structure of the adjustment component of the present invention; Figure 11 This is a cross-sectional perspective view of the adjustment component of the present invention; Figure 12 This is an exploded view of the locking mechanism of the present invention; Figure 13 This is a schematic diagram of the locking state of the locking mechanism of the present invention; Figure 14 This is a schematic diagram of the unlocked state of the locking mechanism of the present invention; Figure 15 This is a cross-sectional perspective view of the adjustment component of the present invention; Figure 16 This is a schematic diagram of the wedge-shaped linkage mechanism of the present invention; Figure 17 This is a detailed view of the clamping rod of the present invention; Figure 18 This is a detailed view of the elastic reset component of the present invention; Figure 19This is a detailed view of the sensing element of the present invention; Figure 20 This is a schematic diagram of the structure of the cruise carrier of the present invention; Figure 21 This is a cross-sectional perspective view of the cruise carrier of the present invention; Figure 22 This is an exploded view of the structure of the cruise carrier of the present invention; Figure 23 This is a state diagram showing the connection between the cruise carrier and the transfer unit of the present invention; Figure 24 This is a detailed view of the electric locking connector of the present invention; Figure 25 The product of this invention Figure 1 ; Figure 26 The product of this invention Figure 2 ; The components include: 1. Walking guide assembly; 11. Traction power unit; 2. Cable force application assembly; 21. Mounting body; 22. Directional sliding sleeve; 23. Force transmission actuator; 231. Front pressure bearing section; 2311. Connecting pressure plate; 232. Rear directional section; 24. Compensation tensioning assembly; 241. Fixed seat; 242. Telescopic compensation component; 3. Adjustment assembly; 31. Adjustment cavity; 311. Sensor; 32. Transmission cable; 33. Wedge linkage mechanism; 331. First linkage component; 3311. Limiting device. 332. Plate; 3321. Second linkage component; 3321. Adjusting block; 3322. Adjusting rack; 34. Metering feedback mechanism; 341. Metering box; 3411. Dial; 342. Indicator; 343. Displacement conversion component; 35. Locking mechanism; 351. Support frame; 352. Trigger block; 353. Clamping rod; 3531. Adjusting frame; 3532. Hinge adjusting rod; 3533. Clamping block; 36. Elastic reset component; 4. Cruise carrier; 41. Mobile base frame; 411. Running wheel; 412. First installation compartment; 413, Second installation compartment; 4131, L-shaped guide groove; 414, Electric lock connector; 42, Traction actuator; 43, Stationary limiting mechanism; 431, Telescopic drive component; 432, Linkage swing arm assembly; 433, Locking wheel component; 434, Actuating plate; 435, Rail clamping component; 5, Transfer unit; 51, Transport platform; 52, Loading and unloading actuator; 6, Anchor tower; 7, Anchor cable; 701, A1 anchor cable; 702, A2 anchor cable; 703, A3 anchor cable; 704. A4 anchor cable; 705, A5 anchor cables; 706, A6 anchor cables; 707, A7 anchor cables; 708, A8 anchor cables; 709, A9 anchor cables; 710, A10 anchor cables; 8. Counterweight block; 801, first-stage counterweight block; 802, second-stage counterweight block; 803, third-stage counterweight block; 9. Bridge deck crane; 10. Large-segment hoisting support; 101. Large-segment steel beam; 102. Segment 0; 103. Segment 1; 104. Segment 2; 105. Segment 3. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0022] Example 1: See Figures 1-26This application discloses a construction method for a self-anchored suspension bridge with a self-balancing system and anchor towers. This method addresses the "beam-first, cable-later" construction characteristic of self-anchored suspension bridges. When the main cable of the completed bridge cannot be used for hoisting and force transfer before the main beam is closed, a temporary balanced force system is formed by installing anchor towers 6 on the main beam, along with a support system, anchor cables 7, counterweights 8, a bridge deck crane 9, and a bridge deck self-balancing adjustment system. This system allows for the segmental erection, alignment control, and final closure of the main beam without interrupting navigation in the main channel. In the initial construction stage, beam segment 0 and the right side span are connected, anchor tower 6 is installed, and lateral reaction seats, windbreaks below anchor tower 6, and windbreaks in the back cable area are installed at corresponding positions on the bridge deck, thus forming the initial working platform and foundation force conditions for subsequent cantilever construction.

[0023] During construction, the first step is to erect the support frame 6 and the rear large-segment hoisting support frame 10. The large-segment steel beam 101 is then hoisted onto the rear large-segment hoisting support frame 10 using a floating crane, and the initial splicing is completed. Subsequently, the support frame 6 is assembled on the bridge deck using a truck crane, and the bridge deck crane 9 and corresponding lifting equipment are assembled on the No. 0 segment 102 steel beam, so that the bridge deck crane 9 has the ability to move forward along the existing main beam and hoist the steel beam segments one by one.

[0024] Afterwards, the transport ship delivers the steel beam segments to be installed to the area below the bridge crane 9. The bridge crane 9 then lifts the steel beam segments and raises them to the designated assembly position for alignment and splicing with the existing beam segments. Once the current segment is assembled, the bridge crane 9 releases its rear anchor and moves forward along the bridge to the next segment's lifting position to continue the transportation, lifting, and splicing of the next segment. This process allows the main channel steel beams to be continuously suspended and spliced ​​forward from segment 0 (102).

[0025] In terms of the specific construction sequence, segment 103 can be used as the first transition segment extending from segment 0102 to the main channel side. It is transported by transport ship to the bridge crane 9 and then lifted into place by the bridge crane 9, and connected to segment 0102. Subsequently, segment 2104 is hoisted in the same way. After segment 2104 is assembled and reaches the predetermined installation state, the first set of A5 anchor cables 705, A6 anchor cables 706, B5 anchor cables, and B6 anchor cables are tensioned to the design cable force to initially establish the inclined tensioning balance system between the anchor tower 6 and the assembled main beam.

[0026] After completing the tensioning of segment 104 and its set of cables, segment 105 is hoisted. After segment 105 is assembled, the first-stage counterweight block 801 is placed on the bridge deck behind the tower 6 to balance the vertical component force generated by the aforementioned cables and control the main beam alignment. In one embodiment, the first-stage counterweight block 801 is placed within a range of 54m to 66m from the center of the tower 6 toward the island side. The load of the counterweight block 801 is 350kN / m, the lateral loading range is preferably 10m and it is arranged within the web of the main beam as much as possible, and the longitudinal loading length is 12m.

[0027] Following this, the installation of segment 4 continued. After segment 4 was assembled, the second set of anchor cables A4 (704), A7 (707), B4, and B7 were tensioned to the design tension to further improve the load-bearing capacity of the temporary balancing system. Subsequently, the installation of segment 5 was completed following the steps of transporting the beam by the transport ship, lifting the beam by the bridge crane 9, segment splicing, and moving the crane forward. Segment 5 mainly served as a continuous cantilever propulsion segment. After its installation, the system continued to maintain balance through the tensioned anchor cables and the first-stage counterweight block 801.

[0028] Following segment 5, segment 6 is hoisted. After segment 6 is assembled, the third set of anchor cables (A3 anchor cable 703, A8 anchor cable 708, B3 anchor cable, and B8 anchor cable) are tensioned to the design tension. This ensures that the construction load generated as the cantilever length increases can be distributed in stages to anchor tower 6 and the installed main beam. Segment 7 is then hoisted. After segment 7 is assembled, the second-stage counterweight block 802 is placed on the bridge deck behind anchor tower 6. Segment 8 is then hoisted. After segment 8 is assembled, the third-stage counterweight block 803 is placed to further balance the continuously increasing vertical force of the anchor cables and maintain the cantilever alignment of the main beam. In this embodiment, the counterweight blocks 803 are not installed all at once, but are arranged sequentially in stages after segments 3, 7, and 8 are completed, thus adapting to the phased tensioning process of the anchor cables.

[0029] After the assembly of segment 8 is completed, the fourth set of anchor cables A2 702, A9 709, B2, and B9 are tensioned. Then, segment 9 is hoisted. After segment 9 is installed as the subsequent suspended segment, the structure continues to be balanced by the established multi-set cable system and the three-stage counterweight block 8. Segment 10 is then hoisted. After the assembly of segment 10 is completed, anchor cables A1 701, A10 710, B1, and B10 are tensioned to the design cable force to achieve gradual stress establishment from the cable group near the middle to the outer cable group.

[0030] Subsequently, the 11th segment was hoisted, completing the final construction of the main channel cantilever section and creating conditions for the subsequent closure operation. Thus, during the continuous cantilever assembly of segments 1 to 11, each segment was installed sequentially following the path of transporting the beam segment by the transport ship—lifting the beam into position by the bridge deck crane 9—segment splicing—releasing the rear anchor and moving forward by the bridge deck crane 9. The anchor cable tensioning process was arranged after the completion of key segments 2, 4, 6, and 10, and the ballast block 8 placement process was arranged after the completion of segments 3, 7, and 8, thus forming a cyclical construction mode of "segment cantilever assembly—cable force establishment—ballast block 8 balancing—continue cantilever assembly".

[0031] During the entire cantilever assembly process, the bridge deck crane 9 is used to lift the steel beam segments one by one. The anchor cable system 7 transfers the load generated by the cantilever steel beam to the anchor tower 6 and the main beam. The counterweight block system 8 is used to counteract the vertical component of the anchor cable. The bridge deck self-balancing adjustment system is used to fine-tune and compensate for the tension of the anchor cable when the balance state at the top of the anchor tower 6 changes, thereby ensuring the structural stability and that the main beam alignment meets the design requirements during the construction phase. After the main beam is cantilevered to the predetermined position, the bridge deck crane 9 is retracted and dismantled. The windbreak plate of the cantilevered section is installed using the truck-mounted crane, and then the gantry crane is used to install the bank-side cross bracing and windbreak plate of the closure section, completing the installation of auxiliary components before closure. After the main beam is closed, the anchor cables A1 701, A10 710, B1, B10, A2 707, A9 709, B2, B9, and A3 are removed in sequence according to the construction stress release order. Anchor cables 703, A8, 708, B3, B8, A4, 704, A7, B4, and B7 were installed. Before dismantling the last set of anchor cables 705, A6, 706, B5, and B6, the X-shaped horizontal bracing at the base of the tower along the bridge direction was removed first. Then, the remaining anchor cables 7 and counterweights were removed, finally completing the unloading and dismantling of the temporary balancing system of the anchor tower 6, allowing the bridge structure to transition to the load-bearing state of a completed bridge. Thus, this embodiment, through the construction path of "segmental hoisting—group tensioning of anchor cables—stage loading of counterweights—gradual closure—reverse dismantling of the temporary system," achieved safe, efficient, and balanced construction of the large-span main channel steel beams of the self-anchored suspension bridge while ensuring that the navigation conditions of the main river channel were not affected.

[0032] Example 2 In the aforementioned construction process, in order to quickly fine-tune and self-balance the tension state of the cable when the balance state at the top of the pylon 6 changes, this application further incorporates a bridge deck self-balancing adjustment device, which is described below in conjunction with... Figure 1-26 The structure and working process of the device are explained.

[0033] Preferably, a walking guide component 1 is installed along the longitudinal direction of the bridge deck. The walking guide component 1 is fixedly laid on the existing bridge deck and is used to provide straight guidance and a walking foundation for subsequent moving adjustment equipment, transportation equipment, and auxiliary construction equipment. A traction power unit 11 is provided at one end of the walking guide component 1. The traction power unit 11 is a winch drive mechanism, which is connected to the bridge deck mobile equipment through a traction rope to drive the corresponding equipment to move back and forth along the walking guide component 1, realizing equipment transfer, position adjustment, and retrieval and reset during construction. Cable force application components 2 are also symmetrically arranged on both sides of the walking guide component 1. The cable force application components 2 are used to cooperate with the anchor cables 7 to be adjusted on the side of the anchor tower 6 to apply tension, compensation force, or adjustment force to the anchor cables 7 during the construction stage.

[0034] Preferably, the cable force application component 2 includes an installation body 21, a directional sliding sleeve 22, and a force transmission actuator 23. The installation body 21 can be a hollow box structure, specifically a rectangular box structure, which is fixed to the existing bridge deck by welding, bolting, or a combination of both. It serves as the installation foundation and reaction force bearing component for the entire cable force application component 2, accommodating some of the force transmission components and transmitting the reaction force generated during tensioning to the bridge deck structure.

[0035] Preferably, the directional sliding sleeve 22 is disposed on one side of the mounting body 21 and is welded and fixedly connected to the mounting body 21. The directional sliding sleeve 22 has an overall cylindrical structure, and its axis is inclined in the direction towards the anchor tower 6, so that its extension direction is basically consistent with or approximately consistent with the force extension direction of the anchor cable 7. This can reduce eccentric load, lateral friction and additional bending moment during tensioning, and improve the cable force transmission efficiency and structural stability. The force transmission actuator 23 is slidably disposed inside the directional sliding sleeve 22. The force transmission actuator 23 and the directional sliding sleeve 22 can be fitted with a sliding guide to allow the force transmission actuator 23 to reciprocate along the axial direction of the directional sliding sleeve 22. One end of the force transmission actuator 23 is connected to the adjustment component 3, and the other end is connected to the anchor cable 7, thereby realizing axial loading, compensation adjustment and displacement transmission of the anchor cable 7 under external driving action.

[0036] Preferably, the force transmission actuator 23 includes a front pressure-bearing section 231 and a rear displacement directional section 232. The front pressure-bearing section 231 is the main force-bearing sliding component located inside the directional sliding sleeve 22, and is arranged along the axial direction of the directional sliding sleeve 22. One end of the front pressure-bearing section 231 near the rear displacement directional section 232 forms a disc-shaped load-bearing part. The disc-shaped load-bearing part is a circular plate structure, and its outer edge dimension is adapted to the inner diameter of the directional sliding sleeve 22. Two support columns are arranged in parallel on the disc-shaped load-bearing part, and the two support columns are fixed to the disc-shaped load-bearing part by welding, threaded connection, or integral molding.

[0037] Preferably, a compensating tensioning assembly 24 is installed between the two support columns. A connecting pressure plate 2311 is fixedly connected to one end of each support column away from the disc-shaped load-bearing part. The connecting pressure plate 2311 is a circular plate structure and is fixedly connected to the two support columns by welding, pinning, bolting, or integral molding. The connecting pressure plate 2311 is fixedly connected to the anchor cable 7, so that the front bearing section 231 can synchronously pull the anchor cable 7 when axial displacement occurs.

[0038] Preferably, the rear displacement directional section 232 is located on the side of the front pressure bearing section 231 near the interior of the mounting body 21, and is used to convert the traction displacement into the displacement of the front pressure bearing section 231 along the direction of the directional sliding sleeve 22. The rear displacement directional section 232 includes a flexible traction cable and a guide pulley. One end of the flexible traction cable is fixed to the disc-shaped load-bearing part of the front pressure bearing section 231, and the other end passes around the guide pulley and is connected to the adjustment assembly 3. The guide pulley is rotatably disposed inside the mounting body 21 and is mounted on the inner wall of the mounting body 21 or the support frame via a rotating shaft.

[0039] Preferably, the compensating tensioning assembly 24 includes a fixed base 241 and a telescopic compensating member 242. The fixed base 241 passes through and is fixedly connected to the two support columns, providing an installation foundation and load-bearing support for the telescopic compensating member 242. The telescopic compensating member 242 is fixedly mounted on the fixed base 241 and arranged along the extension direction of the anchor cable 7. The telescopic compensating member 242 is a hydraulic cylinder, oil cylinder, or other linear drive mechanism. The output end of the telescopic compensating member 242 passes through the connecting pressure plate 2311 and is fixedly connected to the anchor cable 7. Thus, when the telescopic compensating member 242 moves, it can directly apply tension or compensating force along the axial direction of the anchor cable 7, and drive the connecting pressure plate 2311 and the front bearing section 231 to move as a whole along the axial direction of the directional sliding sleeve 22.

[0040] Preferably, the adjustment component 3 is disposed inside the mounting body 21 and cooperates with the rear displacement section 232 of the force transmission actuator 23. It is used for micro-displacement adjustment, threshold trigger locking, status feedback, and step-by-step release control of the flexible traction path during construction. Specifically, the adjustment component 3 includes an adjustment cavity 31, a transmission cable 32, a wedge-shaped linkage mechanism 33, a metering feedback mechanism 34, and a locking mechanism 35. The adjustment cavity 31 is fixedly disposed inside the mounting body 21 and has a rectangular box structure. It can be disposed inside the mounting body 21 by welding, bolt connection, embedding, or integral molding. The adjustment cavity 31 forms a guide cavity, which is an isosceles trapezoidal cavity, to provide the wedge-shaped linkage mechanism 33 with a movement space matching its shape and to provide stable guidance and limiting during its displacement. The transmission cable 32 is arranged along the length of the mounting body 21. One end of the cable is fixed on the side wall of the adjustment cavity 31 near the cable force application component 2. The other end passes around the guide pulley in the rear displacement section 232 and returns, passing through the adjustment cavity 31 and the mounting body 21 in sequence. The end of the cable is provided with an annular connecting end, which is larger than the through hole at the end of the mounting body 21.

[0041] Preferably, the wedge-shaped linkage mechanism 33 is disposed within the adjustment cavity 31 and sleeved on the outside of the transmission cable 32, for staged locking, releasing, and relocking of the transmission cable 32 when it reaches a predetermined fine-tuning threshold. Specifically, the wedge-shaped linkage mechanism 33 includes a first linkage member 331 and second linkage members 332 symmetrically disposed on both sides of the first linkage member 331. The first linkage member 331 has an overall isosceles trapezoidal block shape and is matched with the isosceles trapezoidal cavity inside the adjustment cavity 31, thereby enabling the first linkage member 331 to obtain stable surface contact guidance when moving within the adjustment cavity 31. The first linkage 331 is sleeved on the outside of the transmission cable 32, and a locking mechanism 35 is provided at its center. Guide sliders are provided on the outer walls of both sides of the first linkage 331. The side of the first linkage 331 near the cruise carrier 4 is elastically connected to the corresponding side wall of the adjustment cavity 31 away from the cable force application component 2 through the elastic reset component 36, so that the first linkage 331 can move towards the cruise carrier 4 after being pulled, and has a tendency to return after the external force weakens. In the initial position, under the action of the elastic reset component 36, the first linkage 331 is close to the inner side wall of the adjustment cavity 31 near the cable force application component 2.

[0042] Preferably, a limiting plate 3311 is provided on one side of the middle of the first linkage member 331, and four limiting grooves are symmetrically opened on the limiting plate 3311 in the circumferential direction facing the transmission cable 32; four receiving grooves are also opened on the other side of the middle of the first linkage member 331 in the direction facing the transmission cable 32. The receiving grooves are used to provide installation space and clearance space for the elastic connecting member and part of the swing member in the locking mechanism 35.

[0043] Preferably, the second linkage 332 is disposed on both sides of the first linkage 331 and forms a linkage sliding engagement with the first linkage 331. Specifically, a guide groove is provided on the side of the second linkage 332 near the first linkage 331, and the guide slider on the side of the first linkage 331 is slidably disposed in the guide groove. Thus, when the first linkage 331 moves along the direction of the transmission cable 32, it can drive the two second linkages 332 to move synchronously relative to each other.

[0044] Preferably, the second linkage 332 located on one side can be a parallelogram-shaped block structure, with outwardly extending adjustment blocks 3321 on both sides. The adjustment blocks 3321 extend outward through the side wall of the adjustment cavity 31 to convert the displacement of the second linkage 332 within the cavity into a recognizable motion outside the cavity. An adjustment rack 3322 is provided at the upper part of one adjustment block 3321, extending along the moving direction of the adjustment block 3321, for engaging with the metering feedback mechanism 34 to convert the displacement change of the second linkage 332 into a visible reading change. At the corresponding position at the end of the other adjustment block 3321, a sensor 311 is provided on the inner wall of the adjustment cavity 31.

[0045] The sensor 311 and the expansion compensation component 242 are connected by a wireless signal linkage. When the second linkage component 332 moves to the preset limit position, the sensor 311 outputs a trigger signal and sends the trigger signal to the corresponding control terminal of the expansion compensation component 242 through the wireless transmission module, controlling the expansion compensation component 242 to switch from the standby state to the enhanced loading state, so as to apply further compensation tension along the axial direction of the anchor cable 7.

[0046] Preferably, the metering feedback mechanism 34 is disposed on the side of the adjustment cavity 31 and forms a mechanical transmission cooperation with the second linkage 332, used to convert the displacement state of the second linkage 332 into a visual display result, so that construction personnel can read the current stress characterization state. Specifically, the metering feedback mechanism 34 includes a metering box 341, an indicator 342, and a displacement conversion component 343. The metering box 341 is disposed on the side wall of the adjustment cavity 31 and is a rectangular hollow box structure, which can be fixed by welding, bolt connection, or embedding. A scale 3411 is provided on the outer side wall of the metering box 341 for displaying the displacement or corresponding state quantity during the adjustment process. One side of the indicator 342 is rotatably connected to the side wall of the adjustment cavity 31, and the other end extends out of the side wall of the metering box 341 and is disposed towards the scale 3411 to indicate the current scale position. The indicator 342 can be a pointer-shaped component with a meshing wheel in its middle. The displacement converter 343 is rotatably connected to the side wall of the metering box 341, and two gears are coaxially mounted on it. The first gear meshes with the adjusting rack 3322 on the adjusting block 3321, and the second gear meshes with the meshing wheel in the middle of the indicator 342. Thus, when the second linkage 332 moves outward with the movement of the first linkage 331, the adjusting rack 3322 drives the displacement converter 343 to rotate, and the displacement converter 343 then drives the indicator 342 to rotate, so that the indicator 342 gives a corresponding indication value on the scale 3411. This indication value can be used to reflect the adjustment displacement of the transmission cable 32, the movement state of the wedge linkage mechanism 33, and the current adjustment state of the anchor cable 7.

[0047] Preferably, the locking mechanism 35 is disposed inside the first linkage member 331 and sleeved on the outside of the transmission cable 32, for selectively clamping and releasing the transmission cable 32 during fine-tuning. Specifically, the locking mechanism 35 includes a support frame 351, a trigger block 352, and a clamping rod 353. The support frame 351 is a circular plate structure, with two frames, each having a through hole in its center for the transmission cable 32 to pass through, and is integrally sleeved on the outside of the transmission cable 32; the two support frames are connected by four trigger blocks 352, each trigger block 352 including connected rectangular and trapezoidal segments, wherein the side closer to the cable force application component 2 is a rectangular segment, and the side farther from the cable force application component 2 is a trapezoidal segment. Through the above-mentioned irregular cross-section arrangement, when the support frame 351 is displaced, it can guide the spatial position of the clamping rod 353.

[0048] Preferably, the clamping rod 353 includes an adjusting frame 3531, a hinged adjusting rod 3532, and a clamping block 3533. The adjusting frame 3531 is sleeved on the outside of the trigger block 352. One side of the adjusting frame 3531 is hinged to the hinged adjusting rod 3532, and the other side is elastically connected to the inner wall of the receiving groove of the first linkage member 331 by a spring, so that the adjusting frame 3531 has the ability to automatically reset after the external force is released. One end of the hinged adjusting rod 3532 is hinged to the adjusting frame 3531, and the other end is hinged to the clamping block 3533. The clamping block 3533 is slidably disposed in the limiting groove opened on the limiting plate 3311 and can move radially along the limiting groove. The end of the clamping block 3533 near the transmission cable 32 is arc-shaped, and its arc surface contour is adapted to the outer peripheral shape of the transmission cable 32, so that it can form a stable fit and reliable friction clamping on the transmission cable 32 in the clamping state.

[0049] In actual operation, when the cruise carrier 4 applies traction force through the transmission cable 32, the first linkage 331 moves in the traction direction and drives the second linkage 332 to move outward synchronously through the cooperation of the guide slider and the guide groove. When the second linkage 332 moves to the predetermined position, its extended adjustment block 3321 can drive the metering feedback mechanism 34 to display the reading. At the same time, the other adjustment block 3321 triggers the sensor 311 after reaching the predetermined threshold. Meanwhile, when the support frame 351 contacts the inner wall of the adjustment cavity 31 on the side away from the cable force application component 2, under the traction of the transmission cable 32, the support frame 351 is squeezed and moves towards the cable force application component 2. At this time, the trapezoidal section of the trigger block 352 guides the adjustment frame 3531, causing the position of the adjustment frame 3531 to change and drive the clamping block 3533 to move outward along the limiting groove through the hinged adjustment rod 3532, thereby temporarily releasing the clamping of the transmission cable 32. Under the continuous action of tension, the transmission cable 32 continues to move forward. When the trigger state is released, the adjusting frame 3531 re-contacts the other inner wall of the adjusting cavity 31 under the action of the elastic reset member 36. At this time, the support frame 351 on the other side is squeezed and moves away from the cable force application component 2. The clamping block 3533 clamps the transmission cable 32 inward again, thereby realizing the step-by-step release and re-locking of the transmission cable 32. Through the above structure, the adjusting component 3 can not only realize the comprehensive functions of fine-tuning traction, threshold triggering, displacement feedback and clamping locking, but also form a cooperative working relationship with the telescopic compensation component 242: under normal conditions, the transmission cable 32 and the wedge linkage mechanism 33 complete continuous fine-tuning. After reaching the limit threshold, the sensing element 311 triggers the telescopic compensation component 242 to perform enhanced loading, thereby realizing graded adjustment control suitable for imbalance compensation during the construction stage.

[0050] Preferably, the cruise carrier 4 includes a movable base frame 41, a traction actuator 42, and a stationary limiting mechanism 43. The movable base frame 41 is a plate frame or frame-type load-bearing structure, and its overall shape can be a rectangular base frame, providing a mounting base for the upper drive and braking components. The lower part of the movable base frame 41 is provided with four running wheels 411. The four running wheels 411 are rotatably mounted on the lower part of the movable base frame 41 at relative positions via wheel axles, and slide in cooperation with the travel guide assembly 1, so that the cruise carrier 4 can move on the bridge surface along a predetermined trajectory.

[0051] Preferably, the side of the movable base frame 41 is provided with a first mounting compartment 412 and a second mounting compartment 413 in upper and lower layers, wherein the second mounting compartment 413 is fixedly disposed above the first mounting compartment 412. Both the first mounting compartment 412 and the second mounting compartment 413 can be box-type structures, and they can be fixed to the side of the movable base frame 41 by welding, bolting, or integral molding. At the lower part of the movable base frame 41, on the side facing the transfer unit 5, two electric locking connectors 414 are also provided opposite each other. The electric locking connectors 414 are electric push rods used to form a detachable connection with the transfer unit 5.

[0052] Preferably, the traction actuator 42 is located inside the second mounting compartment 413. The traction actuator 42 can be an electrically driven winding device, and its power source is electrically connected to the balance sensor installed on the upper part of the tower 6. Thus, when the balance sensor detects a shift in the force or attitude state of the top of the tower 6, it can output a control signal to the traction actuator 42, causing the traction actuator 42 to enter the working state, thereby applying tension to the transmission cable 32 and achieving responsive correction of the cable adjustment state. It is worth noting that the balance sensor is preferably a tilt monitoring sensor installed on the top of the tower 6, and the tilt monitoring sensor can be a GEOKON Model 6190 three-axis MEMS tilt sensor.

[0053] Preferably, the stationary limiting mechanism 43 is disposed inside the first mounting compartment 412. The stationary limiting mechanism 43 includes a telescopic drive component 431, a linkage rocker arm assembly 432, and a locking wheel component 433. The telescopic drive component 431 is fixedly connected to the side wall of the second mounting compartment 413, and its output end is connected to the linkage rocker arm assembly 432. The telescopic drive component 431 can be an electric push rod, a hydraulic telescopic rod, or a pneumatic telescopic component. The linkage rocker arm assembly 432 includes a transverse connecting rod and two rocker arms symmetrically hinged at both ends of the transverse connecting rod. A locking wheel component 433 is hinged to the end of each of the two rocker arms.

[0054] Preferably, one side of the locking wheel member 433 penetrates the first mounting compartment 412 and can selectively act on the running wheel 411. The locking wheel member 433 may be rod-shaped, with its end being a block-shaped member, which can cooperate with the rim, side of the wheel body, or corresponding braking surface of the running wheel 411 to restrict the rotation of the running wheel 411. A deflector plate 434 is provided on the side wall of one of the locking wheel members 433, which is used to further transmit the movement of the locking wheel member 433 to the track clamping member 435. The lower part of the second mounting compartment 413 is provided with oppositely arranged L-shaped guide grooves 4131, and the track clamping member 435 is slidably connected to the L-shaped guide grooves 4131. The track clamping member 435 may be a plate-shaped or block-shaped clamping member, which slides along the L-shaped guide grooves 4131 under the pushing action of the deflector plate 434, and forms a clamping, pressing, or limiting effect on the walking guide assembly 1.

[0055] Preferably, the transfer unit 5 includes a transport platform 51 and a loading / unloading actuator 52. The transport platform 51 is slidably mounted on the traveling guide assembly 1, and its overall structure can be a plate type. One end of the transport platform 51 is provided with a locking structure that cooperates with the electric locking connector 414. When the cruise carrier 4 approaches the transfer unit 5, the two electric locking connectors 414 below the moving base frame 41 can engage with the locking connector at the end of the transport platform 51, so that the two form a detachable connection. The loading / unloading actuator 52 is located on the upper part of the transport platform 51 and can be a hoisting mechanism, lifting mechanism, gripping mechanism, or small transfer machinery, used to load, unload, or adjust the position of components such as the counterweight 8 on the moving base frame 41.

[0056] Under normal construction conditions, the cruise carrier 4 can be connected to the transfer unit 5 and moved along the bridge deck by the traction power unit 11 to complete the transportation and loading / unloading of the counterweight 8. When the balance sensor detects an imbalance trend at the top of the tower, the cruise carrier 4 can be disconnected from the transfer unit 5 and stably stopped at a predetermined position under the action of the stationary limiting mechanism 43. Subsequently, the traction actuator 42 outputs traction force and cooperates with the aforementioned adjustment component 3 to carry out adjustment operations. The cruise carrier 4 can be used as a bridge deck logistics carrier and can also be converted into an independent adjustment execution platform under imbalance conditions, thus forming a bridge deck side equipment system integrating transportation, stationary, adjustment and self-balancing compensation.

[0057] Example 3 The method for fine-tuning and compensating the tension state of the anchor cable 7 using the bridge deck self-balancing adjustment device includes the following steps: S1. Device Installation and Initial Connection A travel guide assembly 1 is laid along the longitudinal direction of the main girder bridge deck, and a cruise carrier 4 is installed on the travel guide assembly 1, enabling it to move back and forth along the bridge deck. The cable force application assembly 2 is fixed at a predetermined position on the bridge deck, so that the installation body 21 is fixed to the bridge deck structure, and the directional sliding sleeve 22 is arranged inclined towards the anchor tower 6. The force transmission actuator 23 is slidably installed in the directional sliding sleeve 22, with its front end connected to the corresponding anchor cable 7, and its rear end connected to the adjustment assembly 3 through a flexible traction cable, guide pulley, and transmission cable 32.

[0058] Meanwhile, a balance sensor is installed on the top of the pylon 6 to monitor changes in the attitude and / or force state of the top of the pylon 6 in real time. The balance sensor is electrically connected to the traction actuator 42 and can optionally be electrically connected to the telescopic compensation component 242 to form a linkage control relationship.

[0059] S2, Initial Construction State Setting After the anchor cable 7 completes its initial tensioning and reaches the cable force specified in the construction design, the first linkage 331, the second linkage 332, and the locking mechanism 35 in the adjusting assembly 3 are in an initial locked state, and the clamping block 3533 clamps the transmission cable 32 to maintain the current tensioned state of the anchor cable 7. At this time, the cruise carrier 4 can be connected to the transfer unit 5 for bridge deck construction equipment and counterweight blocks 8, so that after the steel beams of segments 3, 7, and 8 are assembled, the counterweight blocks 8 can be transported sequentially to the designated position on the bridge deck behind the anchor tower 6.

[0060] S3. Construction Monitoring and Imbalance Assessment During the cantilever construction of the main beam, as the bridge deck crane 9 completes the hoisting and forward movement of steel beam segments one by one, the stress state at the top of the pylon 6 continuously changes. The balance sensor monitors the tilt angle, displacement, attitude deviation and / or stress deviation of the top of the pylon 6 in real time and sends the monitoring signals to the control terminal.

[0061] When the monitoring results show that the attitude deviation or force deviation of the top of the tower 6 reaches the preset adjustment threshold, it is determined that the temporary balance system is showing an imbalance trend, and the cruise carrier 4 switches from the transportation mode to the adjustment mode.

[0062] S4. Cruise vehicle positioning and adjustment preparation The cruise carrier 4 is disconnected from the transfer unit 5 and, under the action of the traction power unit 11 or its own travel drive, moves along the travel guide assembly 1 to the adjustment position corresponding to the target cable force action assembly 2. After reaching the predetermined position, the stationary limiting mechanism 43 is activated. The telescopic drive component 431 pushes the linkage swing arm assembly 432 to drive the locking wheel component 433 to limit the travel wheel 411. At the same time, the actuating plate 434 pushes the track clamping component 435 to slide along the L-shaped guide groove 4131 and clamp the travel guide assembly 1, thereby forming a double stationary limiting for the cruise carrier 4 to prevent it from moving during the adjustment process. The far end of the transmission cable 32 is connected to the traction actuator 42 on the cruise carrier 4.

[0063] S5, Standard Fine-tuning Compensation After the cruise carrier 4 is positioned, the traction actuator 42 is activated, applying traction force to the transmission cable 32. After the transmission cable 32 is stretched, the traction displacement is converted into the displacement of the force transmission actuator 23 along the axis of the directional sliding sleeve 22 through the rear displacement directional section 232, thereby driving the front bearing section 231 and the connecting pressure plate 2311 to move synchronously, applying axial tension compensation force to the anchor cable 7.

[0064] During this process, the first linkage 331 moves in the traction direction and engages with the guide groove on the second linkage 332 via the guide slider, causing the second linkage 332 to move synchronously. The adjusting block 3321 extending outward from the second linkage 332 moves synchronously, with the adjusting rack 3322 on one side of the adjusting block 3321 driving the displacement conversion component 343 to rotate, further causing the indicator 342 to display the corresponding displacement or status on the dial 3411, enabling construction personnel to read the current fine-tuning amount and adjustment status in real time.

[0065] During the routine fine-tuning phase, the locking mechanism 35 performs step-by-step release and re-locking actions on the transmission cable 32. Specifically, when the traction force reaches a certain value, the support frame 351 interacts with the inner wall of the adjusting cavity 31, triggering the block 352 to move the adjusting frame 3531 and the hinged adjusting rod 3532, causing the clamping block 3533 to temporarily release the transmission cable 32. Subsequently, under the reset action of the elastic reset member 36 and the locking mechanism 35, the clamping block 3533 re-clamps the transmission cable 32, achieving small-step feeding movement of the transmission cable 32. This achieves continuous micro-tension compensation for the anchor cable 7.

[0066] S6, Enhanced Load Adjustment During routine fine-tuning, when the second linkage 332 moves to the preset limit position, its other side adjustment block 3321 triggers the sensor 311 located on the side wall of the adjustment cavity 31. The sensor 311 outputs a control signal to the telescopic compensation component 242. The telescopic compensation component 242 then starts, and its output end extends along the axis of the anchor cable 7, directly applying further tension to the anchor cable 7, while simultaneously pushing the connecting pressure plate 2311 and the front pressure bearing section 231 to move as a whole.

[0067] Therefore, when conventional traction fine-tuning is insufficient to restore balance, the expansion compensation component 242 is used to implement reinforced loading, enabling the cable force action component 2 to obtain a larger stroke and a larger load active tensioning capacity, so as to meet the rapid compensation needs under large imbalance conditions during construction.

[0068] S7. Balance Restoration and State Maintenance During the continuous adjustment of the traction actuator 42 and / or the telescopic compensator 242, the balance sensor continuously provides feedback on the force and attitude status of the top of the tower 6. When the monitoring results indicate that the force deviation at the top of the tower 6 has returned to the allowable range, the output of the traction actuator 42 and the telescopic compensator 242 is stopped.

[0069] Subsequently, the locking mechanism 35 locks the transmission cable 32 in the final stage, and the clamping block 3533 clamps the transmission cable 32 stably to maintain the current adjusted traction state; at the same time, the stationary limiting mechanism 43 maintains the current position of the cruise carrier 4, thereby keeping the anchor cable 7 in the new compensated tension state and maintaining the phased balance of the top of the anchor tower 6 and the main beam suspension system.

[0070] S8, Release stationary position and repeat adjustment After the current segment construction is completed and the system returns to stability, the stationary limiting mechanism 43 is released from its limit, and the cruise carrier 4 returns to its movable state. Subsequently, when the stress on the system changes again due to the hoisting of new steel beam segments, tensioning of anchor cables, or loading of counterweights, steps S3 to S7 are repeated to make fine adjustments and compensations to the corresponding anchor cables 7, thereby achieving dynamic balance control of the stress state at the top of the tower 6 throughout the entire cantilever construction process.

[0071] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A bridge deck self-balancing adjustment device, characterized in that, include: A walking guide component (1) is installed on the bridge deck, and a traction power unit (11) is installed at its end. The cruise carrier (4) is slidably mounted on the travel guide assembly (1) and connected to the traction power unit (11); The cable force application component (2) is symmetrically arranged on both sides of the walking guide component (1) and connected to the anchor cable; The adjustment component (3) is connected to the cable force action component (2) and the cruise carrier (4) respectively; The transfer unit (5) is detachably connected to the cruise carrier (4); The cruise carrier (4) is electrically connected to a balance sensor installed on the tower (6) to activate when the balance sensor outputs an imbalance signal.

2. The bridge deck self-balancing adjustment device according to claim 1, characterized in that, Cable-acting component (2) includes: The main installation body (21) is set on the bridge deck; A directional sliding sleeve (22) is provided on the mounting body (21) and is arranged at an angle toward the tower; The force transmission actuator (23) is slidably disposed in the directional sliding sleeve (22). One end of the force transmission actuator (23) is connected to the adjustment assembly (3), and the other end is connected to the anchor cable (7) to apply tension along the axial direction of the anchor cable (7). The force transmission actuator (23) includes a front pressure bearing section (231) and a rear displacement section (232). The front pressure bearing section (231) is provided with a compensation tensioning component (24). The compensation tensioning component (24) is electrically connected to the adjustment component (3), and its end is connected to the anchor cable (7).

3. The bridge deck self-balancing adjustment device according to claim 2, characterized in that, The adjustment component (3) includes: An adjustment cavity (31) is provided inside the mounting body (21), and a sensor (311) is provided inside the adjustment cavity (31). The transmission cable (32) is connected at one end to the adjustment cavity (31) and at the other end to the cruise carrier (4) after being guided by the rear displacement section (232). The wedge-shaped linkage mechanism (33) is sleeved on the outside of the transmission cable (32) and set inside the adjustment cavity (31); The metering feedback mechanism (34) is connected in conjunction with the wedge linkage mechanism (33) to indicate the adjustment displacement of the transmission cable (32); A locking mechanism (35) is provided on the wedge-shaped linkage mechanism (33) to selectively clamp or release the transmission cable (32); When the wedge linkage mechanism (33) is displaced to the preset adjustment threshold, it triggers the sensing element (311). The sensing element (311) is electrically connected to the compensation tensioning component (24) to control the compensation tensioning component (24) to enter the enhanced loading state.

4. The bridge deck self-balancing adjustment device according to claim 3, characterized in that, The locking mechanism (35) includes: There are two support frames (351) arranged side by side, and they are sleeved on the outside of the transmission cable (32); A trigger block (352) is positioned between two support frames (351); The clamping rod (353) is mounted on the support frame (351) and is connected to the trigger block (352).

5. The bridge deck self-balancing adjustment device according to claim 4, characterized in that, The cruise carrier (4) includes: The movable base frame (41) is movably mounted on the walking guide assembly (1); The traveling wheels (411) are located at the lower part of the mobile base frame (41) and cooperate with the traveling guide assembly (1); The traction actuator (42) is mounted on the mobile base frame (41) and is electrically connected to the balance sensor; A stationary limiting mechanism (43) is installed on the mobile base frame (41) to limit the displacement of the cruise carrier (4) along the travel guide assembly (1); An electric locking connector (414) is mounted on a movable base frame (41) and is detachably connected to a transfer unit (5); Among them, the traction actuator (42) is activated when the balance sensor outputs an imbalance signal to drive the cable force action component (2) to adjust the anchor cable (7).

6. A construction method for a self-anchored suspension bridge, characterized in that, The method using the apparatus as described in any one of claims 1-5 includes the following steps: Erect the support frame for the tower (6) and the large-segment hoisting support frame (10) behind the tower (6), and use the large-segment hoisting support frame (10) behind to complete the hoisting and splicing of the initial steel beam segments to form the foundation for cantilever construction; Install a gantry tower (6) on the bridge deck and install a bridge deck hoisting mechanism on the steel beam of segment 0 (102); at the same time, install a balance sensor on the gantry tower (6) and connect the balance sensor to the bridge deck self-balancing adjustment device. The steel beam segments to be installed are transported by transport ships to the area below the bridge deck hoisting mechanism. The bridge deck hoisting mechanism then hoists the steel beam segments one by one to the assembly position and connects them with the existing beam segments. After each segment is assembled, the bridge deck hoisting mechanism is moved forward to the next hoisting position to achieve continuous suspended assembly of the steel beams until the bridge is closed. During the construction of the steel beam cantilever, the anchor cables (7) are tensioned in groups, and the tensioning state of the anchor cables (7) is fine-tuned and compensated by the bridge deck self-balancing adjustment device; During the construction of the steel beam cantilever, counterweight blocks (8) are arranged in stages on the bridge deck behind the anchor tower (6) to balance the vertical component force generated by the anchor cable (7); After the steel beams are joined, the bridge deck hoisting mechanism is dismantled, and the anchor cables (7), counterweights (8), and anchor towers (6) are removed in sequence to complete the unloading of the temporary balancing system.

7. The construction method according to claim 6, characterized in that, After the steel beams of segments 2 (104), 4, 6, 8 and 10 are assembled, the anchor cables (7) are tensioned to the design stress in groups so that the construction load that increases with the cantilever length is transferred in stages to the anchor tower (6) and the installed main beam.

8. The construction method according to claim 6, characterized in that, After the steel beams of segments 3 (105), 7 and 8 are assembled, the counterweights (8) are arranged in sequence on the bridge deck behind the anchor tower (6) to balance the vertical component force generated by the anchor cables and to help control the shape of the main beam.

9. The construction method according to claim 6, characterized in that, The specific steps for fine-tuning and compensating the tension state of the anchor cables using the bridge deck self-balancing adjustment device are as follows: The walking guide assembly (1) is placed on the bridge deck, and the cruise carrier (4) is installed on the walking guide assembly (1) so that after the steel beams of segment 3 (105), segment 7 and segment 8 are assembled, the counterweight block (8) will be transported to the designated position on the bridge deck behind the tower (6) in sequence. The cable force application component (2) is placed at a predetermined position on the bridge deck and connected to the corresponding anchor cable (7); During the suspended construction process, the attitude and / or stress state of the top of the tower (6) are monitored in real time by a balance sensor installed on the tower (6); When the balance sensor detects an imbalance at the top of the tower (6), the cruise carrier (4) is controlled to move along the walking guide assembly (1) to the corresponding adjustment position, and the cruise carrier (4) is limited by the stationary limiting mechanism (43). Then the far end of the transmission cable (32) is connected to the traction actuator (42) on the cruise carrier (4). The traction actuator (42) is activated, and the cable force application component (2) is driven to move through the transmission cable (32) and the adjustment component (3) to adjust the corresponding anchor cable (7) once. When the adjustment amount reaches the preset threshold, the compensation tensioning component (24) is activated to adjust the anchor cable (7) a second time to achieve enhanced loading compensation. When the attitude and / or stress state of the top of the pylon (6) returns to the set range, the transmission cable (32) is locked by the locking mechanism (35) to maintain the current adjustment state; The above steps are repeated during the subsequent segmental cantilever construction process to achieve dynamic balance control of the stress state of the tower (6).

10. The construction method according to claim 9, characterized in that, The process of tensioning and adjusting the anchor cable (7) includes: The traction actuator (42) applies traction force to the transmission cable (32). After being guided by the rear replacement section (232), the transmission cable (32) drives the force transmission actuator (23) to move along the axial direction of the directional sliding sleeve (22), thereby applying axial tension force to the anchor cable (7) to complete one adjustment. During one adjustment process, the adjustment component (3) drives the locking mechanism (35) to release and relock the transmission cable (32) in stages through the wedge linkage mechanism (33), and indicates the adjustment displacement through the metering feedback mechanism (34); when the wedge linkage mechanism (33) moves to the preset adjustment threshold, the sensor (311) is triggered to output a control signal, and the sensor (311) controls the start of the compensation tensioning component (24), so that the compensation tensioning component (24) applies a further tension force along the axial direction of the anchor cable (7) to perform secondary adjustment and enhanced loading compensation on the anchor cable (7).

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