Multi-body cooperative pushing whole process space pose simulation method and system

Abstract

The application provides a multi-body cooperative pushing whole-process space pose simulation method and system, and the method comprises the following steps: acquiring design linear discrete point information, section division information, pier position arrangement information and hinge point setting information, and constructing a bridge geometric parameterized model; constructing a space curve function according to the design linear discrete point information; constructing a mileage-coordinate lookup table according to the space curve function; performing a pushing whole-process simulation iteration: for each construction step, determining a current activated section set, updating a current activated hinge point set and a current activated pier position set, dividing the current activated section set into a plurality of combined rigid bodies according to hinge point position information, calculating the pose of each combined rigid body, calculating a hinge point engineering state and a pier position engineering state; and guiding design optimization by using the hinge point engineering state and the pier position engineering state of each construction step. The application simplifies a complex multi-body dynamics problem into a rigid body transformation problem, and can realize active design optimization before construction.

Description

Technical Field

[0001] This invention relates to the field of bridge construction simulation technology, specifically to a method and system for simulating the spatial posture of a multi-body collaborative jacking process. Background Technology

[0002] Spatial variable curve steel box girder bridges are widely used in urban interchange and ramp bridge projects. These bridges typically employ a construction method of prefabricating segments in a factory, assembling them segment by segment on-site, and then placing them into position using a step-by-step jacking method. Because the designed alignment and the jacking path often do not coincide, and because the segments are connected by multi-directional hinges, the position and orientation of each segment, the opening and closing state of the hinge joints, and the pier support conditions all dynamically change during the jacking process, posing significant challenges to construction safety and precision control.

[0003] Existing technologies have failed to solve the problem of simulating spatial pose throughout the entire process of the pre-construction optimization design phase: 1. Engineers usually determine the number and location of hinge points based on experience, making it difficult to predict the maximum opening of the hinge joint under different hinge design schemes in advance. This can easily lead to hinge joint collisions or excessive opening on site, forcing the addition of hinge points or the implementation of reinforcement measures, resulting in project delays and increased costs. 2. The lateral correction capability and vertical adjustment stroke of the jacking device are often determined based on experience. However, the lateral deviation and elevation requirements of the piers of different spatial curve bridges vary greatly. This often results in the selection of a device that is too large, causing waste, or the selection that is too small, failing to meet the usage requirements. 3. Since the design alignment does not coincide with the jacking path, the amount of padding and web offset of each pier position changes continuously during the jacking process. The existing method can only measure on-site when jacking to the pier position and then calculate the theoretical value for the next stage, which is relatively passive and easily causes on-site stagnation and adjustment. In multi-hinged systems, abnormal opening or squeezing collisions of the hinge joints may occur during the jacking process. Existing technologies can only detect the problem when it occurs, and cannot issue early warnings 3 to 5 construction steps in advance. It is also difficult to design temporary locking measures for the hinge joints or optimize the structure of the hinges in advance. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies by providing a method and system for simulating the spatial pose of a multi-body collaborative jacking process, simplifying complex multi-body dynamics problems into rigid body transformation problems, and enabling proactive design optimization before construction.

[0005] To address the aforementioned technical problems, this invention provides a method for simulating the spatial pose of a multi-body cooperative pushing process, comprising: Obtain information on discrete points of the design alignment, segment division, pier layout, and hinge point settings to construct a geometric parametric model of the bridge. Construct a spatial curve function corresponding to the design line shape based on the discrete point information of the design line shape; A mileage-coordinate lookup table is constructed based on the spatial curve function. The mileage-coordinate lookup table includes the spatial coordinates corresponding to the mileage. The entire jacking process is simulated and iterated: For each construction step, the jacking front mileage is incremented based on the preset jacking step length. The current active segment set is determined by the mileage-coordinate lookup table using a reverse recursion method. The current active hinge point set and the current active pier set are updated based on the current active segment set. The current active segment set is divided into multiple combined rigid bodies connected by flexible hinges based on the hinge point position information. The pose of each combined rigid body is calculated, the hinge point engineering state is calculated, and the pier engineering state is calculated based on the pier layout information. The engineering status of hinge points and pier locations at each construction step is used to guide design optimization.

[0006] In some embodiments, determining the current active segment set using a reverse recursive approach based on a mileage-coordinate lookup table includes: If the current set of active hinge points is empty, then the mileage of the current push tail end is calculated based on the straight-line distance between the current push front end and the current push tail end, the mileage of the current push front end, and the mileage-coordinate lookup table. Based on the mileage of the current push tail end, it is determined whether the distance between the current push tail end and the initial push tail end meets the activation condition of the next segment to be activated. If it does, the segment is activated and added to the current set of active segments. If the current set of active hinge points is not empty, calculate the coordinates of the first active hinge point based on the straight-line distance between the current jacking tip and the first active hinge point, the mileage of the current jacking tip, and the mileage-coordinate lookup table; calculate the coordinates of the second active hinge point based on the mileage of the first active hinge point and the straight-line distance between the second active hinge point and the coordinates of the first active hinge point; continue this process until the coordinates of the nth active hinge point are calculated, where n represents the number of hinge points in the current set of active hinge points; calculate the mileage of the current jacking tip based on the straight-line distance between the nth active hinge point and the current jacking tail end, the coordinates of the nth active hinge point, and the mileage-coordinate lookup table; determine whether the distance between the current jacking tail end and the initial jacking tail end satisfies the activation condition for the next segment to be activated based on the mileage of the current jacking tail end; if so, activate the segment and add it to the current set of active segments. The current push front end represents the large mileage end of the first segment in the currently active segment set. The mileage of the current push front end is determined based on the mileage of the initial push front end and the already pushed distance. The current push tail end represents the small mileage end of the last segment in the currently active segment set. The initial push tail end is the push tail end at the start of the push.

[0007] In some embodiments, dividing the currently active segment set into a combined rigid body connected by flexibly hinged joints based on hinge point location information includes: Get all active hinge points in the current construction step. If the number of activated hinge points is zero, then all segments in the currently active segment set are aggregated into the first combined rigid body; If there is only one activated hinge point, then starting from the front end of the guide beam, the segments from the front end of the guide beam to the hinge point are aggregated into the first combined rigid body, and the remaining segments are aggregated into the second combined rigid body. If the number of activated hinge points is greater than one, they are sorted according to the activation order. Starting from the front end of the guide beam, the segments from the front end of the guide beam to the first hinge point are aggregated into the first combined rigid body; the segments between subsequent adjacent hinge points are aggregated into the middle combined rigid body; the segments from the last hinge point to the minimum mileage end in the currently activated segment set are aggregated into the last combined rigid body.

[0008] In some embodiments, calculating the pose of each combined rigid body includes: Obtain the initial and current spatial coordinates of both ends of each combined rigid body. Calculate the initial direction vector based on the initial spatial coordinates of both ends of the combined rigid body. Calculate the current direction vector based on the current spatial coordinates of both ends of the combined rigid body. Calculate the current rotation angle θ of the combined rigid body based on the initial and current direction vectors. Calculate the rigid body transformation parameters based on the current rotation angle θ. The rigid body transformation parameters include the rotation matrix R and the translation vector t. Apply the rigid body transformation parameters to the endpoint coordinates of all segments in the combined rigid body to obtain the current pose of each segment. The initial spatial coordinates of the two ends of the combined rigid body are the spatial coordinates of the two ends of the combined rigid body calculated when the combined rigid body is first formed.

[0009] In some embodiments, calculating the pose of each combined rigid body includes: selecting the cross-sectional normal of any segment corresponding to the combined rigid body, ensuring that the deviation between this direction and the principal normal of the design line is minimized before and after the transformation, that is, fine-tuning the rotation matrix by minimizing the angle difference.

[0010] In some embodiments, calculating the hinge point engineering state includes: For any hinge point, obtain the current direction vectors of the two combined rigid bodies connected by the hinge point, calculate the horizontal direction angle and vertical tilt angle of the two combined rigid bodies, calculate the difference between the horizontal direction angle and the vertical tilt angle of the two combined rigid bodies, and calculate the vertical and horizontal seam width changes of the two combined rigid bodies based on the difference between the horizontal direction angle and the vertical tilt angle of the two combined rigid bodies.

[0011] In some embodiments, calculating the pier site engineering status based on pier site layout information includes: projecting the pier site onto the axis of the corresponding segment in the horizontal plane, calculating the coordinates of the projected point, and calculating the horizontal distance between the projected point and the pier site, which is the lateral offset of the segment.

[0012] In some embodiments, calculating the pier engineering status based on pier layout information includes: obtaining the beam bottom design elevation at the projection point corresponding to the pier location based on linear interpolation of the elevations at both ends of the segment, and calculating the theoretical elevation increase based on the beam bottom design elevation and pier top design elevation at the projection point corresponding to the pier location.

[0013] In some embodiments, the use of the hinge point engineering status and pier location engineering status at each construction step to guide design optimization includes: Record the maximum gap width change of each hinge point during the entire jacking process. When the maximum gap width change of a certain hinge point exceeds the safety threshold, add a temporary hinge or a temporary limiting device at that hinge point or adjust the structure of that hinge point.

[0014] In some embodiments, the use of the hinge point engineering status and pier location engineering status at each construction step to guide design optimization includes: Based on the lateral deviation and theoretical height of each pier, a quantitative selection basis is provided for the hydraulic stroke and cylinder capacity of the jacking device, so that the lateral correction stroke and vertical amplitude adjustment stroke of the jacking device can meet the requirements as much as possible, and shim sets of different thicknesses are processed in advance.

[0015] On the other hand, the present invention provides a multi-body cooperative pushing full-process spatial pose simulation system, comprising: The data acquisition and geometric modeling module is used to acquire discrete point information of the design alignment, segment division information, pier layout information and hinge point setting information, and to construct a geometric parametric model of the bridge. The space curve construction module is used to construct a space curve function corresponding to the design line shape based on the discrete point information of the design line shape; The lookup table generation module is used to construct a mileage-coordinate lookup table based on the spatial curve function. The full-process simulation and iteration module for top-pushing is used to perform full-process simulation and iteration of top-pushing.

[0016] The beneficial effects of this invention are as follows: 1. This invention simplifies the complex multibody dynamics problem into a multi-body transformation problem by dynamically dividing a multi-hinged system into multiple combined rigid bodies connected by flexible hinges. Combined with a pre-built mileage-coordinate lookup table and a reverse recursive activation determination method, the simulation time of the entire process, which includes hundreds of construction steps, can be compressed to the minute level while meeting engineering accuracy requirements, thus realizing proactive design optimization before construction.

[0017] 2. This invention solves the rigid body transformation parameters based on the direction vectors of the two ends of the combined rigid body, and introduces the segment cross-section normal constraint to eliminate the degree of freedom of rotation around the axis, thus avoiding the attitude distortion caused by the traditional rigid body translation assumption. It can accurately restore the true spatial posture of each segment during the jacking process of the spatial variable curve bridge.

[0018] 3. This invention can directly calculate the horizontal angle difference, vertical inclination angle difference, vertical joint width variation, left and right joint width variation, as well as the lateral deviation and theoretical elevation of the pier position, and other parameters that are directly applicable to engineering design and construction, and can be directly used to guide construction design.

[0019] 4. By acquiring the engineering status data of the hinge points throughout the entire jacking process before construction, this invention can predict collision risks in advance and optimize the structure and layout of hinge points; by acquiring the engineering status data of the piers before construction, the lateral correction stroke and vertical amplitude adjustment stroke requirements of the jacking device can be quantified, achieving optimal equipment selection; and by generating the theoretical height sequence of each pier in advance, it can guide the prefabrication of shim sets and the planning of construction paths, avoiding on-site rework and construction delays.

[0020] 5. This invention is not only applicable to the simulation of launching of straight bridges, but can also be accurately adapted to the launching construction scenario of spatially variable curve steel box girder bridges, effectively solving the problem of position simulation caused by the non-overlapping of the design alignment and launching path. Attached Figure Description

[0021] Figure 1 This is a flowchart of the present invention; Figure 2 This is a schematic diagram of the simulated jacking process of the present invention; Figure 3 This is a plan view of the discrete nodes of the bridge alignment in this invention; Figure 4 This is a mileage-elevation map of discrete nodes of the bridge alignment in this invention; Figure 5 This is a schematic diagram of a simulated jacking operation during the 537th construction step of this invention; Figure 6 This is the curve showing the change in seam width between the left and right sides at hinge point H38 of the present invention; Figure 7 This is the curve showing the change in upper and lower seam width at hinge point H34 of the present invention; Figure 8 This is the elevation change curve of pier 43 in this invention; Figure 9 This is the elevation change curve of pier 24 in this invention; Figure 10 This is the lateral offset variation curve of pier position 3 in this invention. Detailed Implementation

[0022] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0023] like Figure 1 As shown, this invention provides a method for simulating the spatial pose of a multi-body cooperative pushing process, comprising: S1. Obtain discrete point information of the design alignment, segment division information, pier layout information, and hinge point setting information to construct a geometrical parametric model of the bridge; among which... The design alignment discrete point information includes a design alignment discrete point table, which contains the three-dimensional coordinates and mileage of all discrete points on the design alignment; The segment division information includes a segment division table, which includes segment number, mileage at the small mileage end, mileage at the large mileage end, and chord length. The pier location layout information includes a pier location information table, which includes the pier number, pier mileage, and vertical distance from the pier top (representing the vertical height difference of the pier top relative to the design alignment). The hinge point setting information includes a hinge point setting table, which includes the hinge point number, hinge point mileage, corresponding segment information, and a Boolean flag indicating whether the connection is hinged (used to distinguish different types of connections; True (1) indicates that the position is a flexible hinge connection, and False (0) indicates that the position is a rigid connection). The corresponding segment information refers to the segment numbers of the two segments connected by the flexible hinge. The flexible hinge only restricts the vertical offset between the two segments, but does not restrict their degrees of freedom in other directions and angles.

[0024] S2. Construct a spatial curve function corresponding to the design line shape based on the discrete point information of the design line shape. The origin of the coordinate system corresponding to the spatial curve function is located at the tail end of the jacking in the initial state of the jacking. A mileage-coordinate lookup table is constructed based on the spatial curve function. The mileage-coordinate lookup table includes the spatial coordinates corresponding to the mileage. The resolution of the mileage-coordinate lookup table is no less than 10 times the number of discrete points of the designed linear curve. S3. Simulate and iterate the entire jacking process based on Midas: Initialize the construction step parameters, and perform the following steps for each construction step: S31. Based on the preset jacking step length, the jacking front mileage is increased. The current active segment set is determined by the mileage-coordinate lookup table using the reverse recursion method. The current active hinge point set and the current active pier set are updated according to the current active segment set.

[0025] It should be noted that during the jacking process, the jacking front end (i.e., the front end of the guide beam), hinge point, and jacking tail end are always located on the design alignment. In the initial jacking state, the currently active segment set includes the guide beam and the first steel beam segment. The tail end of the first steel beam segment is located at the coordinate origin. After the jacking begins, when the difference between the mileage of the tail end of the first steel beam segment and the mileage of the coordinate origin is not less than the chord length of the second steel beam segment, the second steel beam segment can be activated, and this process is repeated. If there is segment information corresponding to a certain hinge point in the currently active segment set, the corresponding hinge point can be activated. When the mileage of a certain pier is between the mileage of the jacking front end and the mileage of the jacking tail end, the corresponding pier can be activated.

[0026] Step S31 includes: S311. The set of currently active segments is determined by using a reverse recursive method based on the mileage-coordinate lookup table.

[0027] S3111. If the current set of active hinge points is empty, calculate the mileage of the current pusher tail end based on the straight-line distance between the current pusher front end and the current pusher tail end, the mileage of the current pusher front end, and the mileage-coordinate lookup table. Determine whether the distance between the current pusher tail end and the initial pusher tail end meets the activation condition for the next segment to be activated based on the mileage of the current pusher tail end. If it does, activate the segment and add it to the current set of active segments. Specifically: Calculate the straight-line distance L between the current push front end and the current push tail end. k 'k' indicates that the current construction step is the kth step; after the bridge design is completed, the straight-line distance between any two points on the bridge can be calculated using a space curve function corresponding to the bridge's design alignment, i.e., the straight-line distance L can be calculated using a space curve function. k ; Calculate the mileage of the jacking front end corresponding to the current construction step. Where S0 is the initial mileage of the jacking front end, i.e., the mileage of the front end of the guide beam. Indicates the push step size; Determine the coordinates of the current pusher tip using the mileage-coordinate lookup table. ; Based on the current coordinates of the jacking front end, the space curve function, and the straight-line distance L k Calculate the coordinates of the jacking tail end point corresponding to the current construction step. : Taking the current push front end as the center of the ball, with L k Draw a sphere with radius r. Calculate the coordinates of the two intersection points between the sphere and the space curve function. The intersection point with the smaller mileage is the coordinate point corresponding to the current push tail end. Thus, the coordinates of the current push tail end can be obtained. ; Determine the current mileage of the pusher tail end using the mileage-coordinate lookup table. ; If the chord length of the next segment to be activated is ≤ If the segment is activated, it will be added to the set of currently activated segments. The chord length of the next segment to be activated will be obtained from the segment division information.

[0028] S3112. If the current set of active hinge points is not empty, calculate the coordinates of the first active hinge point based on the straight-line distance between the current jacking tip and the first active hinge point, the mileage of the current jacking tip, and the mileage-coordinate lookup table; calculate the coordinates of the second active hinge point based on the mileage of the first active hinge point and the straight-line distance between the second active hinge point and the coordinates of the first active hinge point; continue calculating until the coordinates of the nth active hinge point are reached, where n represents the number of hinge points in the current set of active hinge points; calculate the mileage of the current jacking tip based on the straight-line distance between the nth active hinge point and the current jacking tail end, the coordinates of the nth active hinge point, and the mileage-coordinate lookup table; determine whether the distance between the current jacking tail end and the initial jacking tail end satisfies the activation condition for the next segment to be activated based on the mileage of the current jacking tail end; if so, activate the segment and add it to the current set of active segments. Specifically: Calculate the straight-line distance between the current jacking front and the first activated hinge point, which is also calculated using a space curve function; calculate the jacking front mileage corresponding to the current construction step; determine the coordinates of the current jacking front according to the mileage-coordinate lookup table; calculate the coordinates of the first activated hinge point based on the coordinates of the current jacking front, the space curve function, and the straight-line distance (same as in step S3111, obtained by calculating the intersection of the sphere and the space curve function); The coordinates of the second activated hinge point are calculated based on the mileage of the first activated hinge point, the straight-line distance of the second activated hinge point, and the coordinates of the first activated hinge point. Since the mileage of the first activated hinge point, the straight-line distance of the second activated hinge point, and the coordinates of the first activated hinge point are known, the coordinates of the second activated hinge point can be obtained using the space curve function. The coordinates of the third activated hinge point are calculated based on the mileage of the second activated hinge point, the straight-line distance of the third activated hinge point, and the coordinates of the second activated hinge point. The calculation continues until the coordinates of the nth activated hinge point are reached; based on the straight-line distance between the nth activated hinge point and the current push tail end, the coordinates of the nth activated hinge point, and the mileage-coordinate lookup table, the mileage of the current push tail end is calculated. ; If the chord length of the next segment to be activated is ≤ If the condition is met, the segment is activated and added to the set of currently activated segments.

[0029] The aforementioned current push front end represents the large mileage end of the first segment in the currently active segment set. The mileage of the current push front end is determined based on the mileage of the initial push front end and the already pushed distance. The current push tail end represents the small mileage end of the last segment in the currently active segment set. The initial push tail end is the push tail end at the start of the push. Figure 2 As shown, thick straight lines represent segments, squares represent piers, rhombuses represent hinge points, and thin gray lines represent the design alignment. When calculating the current jacking end (i.e., the leftmost end), a reverse recursive method is used. Since the jacking front end, jacking end, and hinge points are located on the design alignment (space curve function) during the jacking process, the coordinates of hinge point H42 are first calculated based on the coordinates of the current jacking front end (i.e., the rightmost end), the coordinates of hinge point H38 are calculated based on the coordinates of hinge point H42, the coordinates of hinge point H34 are calculated based on the coordinates of hinge point H38, and the mileage of the current jacking end is calculated based on the coordinates of hinge point H34.

[0030] S312. After obtaining the current set of active segments, determine the current set of active hinge points based on the corresponding segment information in the hinge point setting information. That is, if there is corresponding segment information for a certain hinge point in the current set of active segments, it means that the hinge point is active and that the hinge point connects the two adjacent combined rigid bodies.

[0031] S313. After obtaining the set of currently active segments, determine the set of currently active piers based on the pier mileage in the pier layout information. That is, when the pier mileage of a certain pier is between the current jacking front mileage and the current jacking tail mileage (including the case where the pier mileage is equal to the current jacking front mileage and the current jacking tail mileage), it indicates that the pier is in an active state.

[0032] S32. Based on the hinge point location information, divide the currently active segment set into multiple combined rigid bodies connected by ductile hinges.

[0033] Step S32 includes: Get all active hinge points in the current construction step; If the number of activated hinge points is zero, then all segments in the currently active segment set are aggregated into the first combined rigid body; If there is only one activated hinge point, then starting from the front end of the guide beam, the segments from the front end of the guide beam to the hinge point are aggregated into the first combined rigid body, and the remaining segments are aggregated into the second combined rigid body. If the number of activated hinge points is greater than one, they are sorted according to the activation order. Starting from the front end of the guide beam, the segments from the front end of the guide beam to the first hinge point are aggregated into the first combined rigid body; the segments between subsequent adjacent hinge points are aggregated into the middle combined rigid body; the segments from the last hinge point to the minimum mileage end in the currently activated segment set are aggregated into the last combined rigid body.

[0034] like Figure 2 As shown, hinge points H34, H38, and H42 serve as the boundaries of the composite rigid body, making... Figure 2 Four combined rigid bodies are formed. The segment combination between the front end of the pusher and the hinge point H42 is the first combined rigid body, the segment combination between the hinge point H42 and the hinge point H38 is the second combined rigid body, the segment combination between the hinge point H38 and the hinge point H34 is the third combined rigid body, and the segment combination between the hinge point H38 and the tail end of the pusher is the fourth combined rigid body.

[0035] The boundaries of the aforementioned combined rigid body are determined by the free end or hinge point, and the segments in the combined rigid body are rigidly connected. The number and boundaries of the combined rigid body change dynamically with the jacking stroke: as a new segment is activated, the number of rigid bodies increases; when the jacking passes a hinge point, the hinge point changes from a locked state to a hinged state, which will cause the boundaries of the combined rigid body to be redefined.

[0036] S33. Calculate the pose of each combined rigid body.

[0037] Step S33 includes: Obtain the initial spatial coordinates of the front and rear ends of each combined rigid body. , and current spatial coordinates , The initial spatial coordinates of the two ends of the combined rigid body are the spatial coordinates of the two ends of the combined rigid body calculated when the combined rigid body is first formed. Calculate the initial direction vector based on the initial spatial coordinates at both ends of the rigid composite body. ; Calculate the current direction vector based on the current spatial coordinates of both ends of the rigid composite body. ; Based on the initial direction vector and current direction vector Calculate the current rotation angle θ of the rigid composite body. ; The rigid body transformation parameters are calculated based on the current rotation angle θ. These parameters include the rotation matrix R and the translation vector t. The rotation matrix R is constructed using Rodrigues' formula: Where K is the antisymmetric matrix of the unit rotation axis k, k x k y k z These are the components of the unit rotation axis k along the three coordinate axes, used to describe the attitude deviation of the combined rigid body relative to the design profile. I is the identity matrix.

[0038] Translation vector ; Apply the rigid body transformation parameters to the endpoint coordinates of all segments in the combined rigid body to obtain the current pose of each segment; Calculating the pose of each composite rigid body includes: selecting the cross-sectional normal of any segment corresponding to the composite rigid body, ensuring that the deviation of this direction from the principal normal of the design line is minimized before and after the transformation, that is, fine-tuning the rotation matrix by minimizing the angle difference: Constructing the Frenet frame for the design alignment: Calculate the tangent vector T, principal normal N, and secondary normal B at each mileage based on the space curve function, where the tangent vector T is the unit vector in the direction of the curve tangency, the principal normal N is the unit vector in the direction of the curve curvature, and the secondary normal B = T × N; Determine the initial cross-sectional normal: For any segment in the composite rigid body, take the direction perpendicular to the segment axis in its cross-section as the initial cross-sectional normal n; Calculate the basic rotation matrix: Based on the initial endpoint coordinates of the segment and the current target endpoint coordinates, calculate the basic rotation matrix R0 using rigid body transformation parameters; Calculate the normal deviation angle: Calculate the deviation angle Δα between the transformed cross-sectional normal n·R0 and the principal normal N of the design alignment. The calculation formula is: Δα=arctan2(n·R0×N·T, n·R0·N) Where arctan2 is the arctangent function in the four quadrants; Constructing the fine-tuning rotation matrix: Constructing the fine-tuning rotation matrix R around the tangent vector T by rotating by an angle Δα. tune R tune =I+K1sinΔα+(1-cosΔα)K1 2 Where I is the identity matrix and K1 is the skew-symmetric matrix of the tangent vector T; Calculate the final rotation matrix: R1 = R tune ·R0, the initial segment endpoint coordinates P init By transforming formula P cur =R1·P init +t is converted to the current pose coordinates P. cur , where the translation vector .

[0039] S34. Calculate the engineering status of the hinge point.

[0040] Step S34 includes: For any hinge point, obtain the current direction vectors of the two combined rigid bodies connected by the hinge point, and calculate the horizontal direction angle and vertical inclination angle of the two combined rigid bodies. The horizontal direction angle is the angle between the projection vector of the direction vector on the horizontal plane (XY plane) and the X axis, and the vertical inclination angle is the angle between the projection vector of the direction vector on the vertical plane (XZ plane) and the X axis. Calculate the difference Δα between the horizontal direction angles of the two combined rigid bodies and the difference Δβ between the vertical inclination angles, and calculate the variation of the upper and lower joint widths of the two combined rigid bodies according to the difference between the horizontal direction angles and the difference between the vertical inclination angles of the two combined rigid bodies and the variation of the left and right joint widths , where H represents the height of the steel beam segment, and W represents the width of the steel beam segment.

[0041] S35. Calculate the pier position engineering state according to the pier position layout information.

[0042] Step S35 includes: Project the pier position point onto the axis of the corresponding segment in the horizontal plane, and the calculation formula of the horizontal projection parameter T is , where and are respectively the coordinates of the large mileage end and the small mileage end of the corresponding segment, is the coordinate of the pier position point; T represents the projection position parameter (normalized projection coefficient) of the pier position point on the segment axis, with a value range of [0,1]. T=0 means that the pier position projection point coincides with the start point of the segment, T=0.5 means that the pier position projection point is located at the midpoint of the segment, T=1 means that the pier position projection point coincides with the end point of the segment, 0<T<1 means that the pier position projection point is located within the range of the segment, and T<0 or T>1 means that the pier position projection point is located on the extension line of the segment (beyond the range of the segment); Calculate the coordinates of the projection point ; Calculate the horizontal distance between the projection point and the pier position point , and this horizontal distance is the lateral offset of the segment.

[0043] Obtain the designed elevation of the beam bottom at the projection point corresponding to the pier position point through linear interpolation based on the elevations at both ends of the segment, , where is the designed elevation of the beam bottom, and are respectively the elevations of the large mileage end and the small mileage end of the segment; According to the designed elevation of the beam bottom at the projection point corresponding to the pier position point and the designed elevation of the pier top calculate the theoretical shimming amount , where is the theoretical shimming amount, is the vertical distance of the pier top.

[0044] S4. Use the hinge point engineering status and pier location engineering status of each construction step to guide design optimization.

[0045] Step S4 includes: Generate a time-history dataset of construction parameters throughout the entire process to guide design optimization: Set up a hinge position optimization dataset: record the maximum planar rotation angle, maximum vertical rotation angle, and maximum gap width of each hinge point during the entire jacking process; when the maximum gap width change of a certain hinge point exceeds the safety threshold, a temporary hinge or a temporary limiting device is added at that hinge point, or the construction form of the hinge point is adjusted. Selection dataset for walking-type jacking device: Statistics on the range of lateral deviation and elevation of all piers; providing quantitative selection basis for the hydraulic stroke and cylinder capacity of the jacking device, so that the lateral correction stroke and vertical amplitude adjustment stroke of the jacking device meet the requirements as much as possible, and pre-processing shim sets of different thicknesses, such as 5mm, 10mm, and 20mm combinations. Theoretical elevation time history data: Generate curves of the elevation of each pier location as a function of the jacking step, which are used for the graded design of piers and the optimization of the jacking path; Hinge Working Status Prediction Report: Identifies high-risk periods for each hinge point during the jacking process, such as periods of sudden angle changes, as well as safe working periods, to guide the structural design of the hinge and the timing of temporary reinforcement.

[0046] The entire construction parameter time history dataset is output in the form of a structured file: Node Coordinate Table (CSV): Records the mileage, X, Y, and Z coordinates of discrete points in each segment of each construction step; Hinge Point Status Table (CSV): Records the planar rotation angle, vertical rotation angle, upper and lower joint width, left and right joint width, and spatial coordinates of each hinge point in each construction step; Pier Status Table (CSV): Records the support segment number, lateral offset, and theoretical elevation of each pier in each construction step; Statistical Feature Values ​​(JSON): Records the maximum and minimum values ​​of key parameters throughout the entire process; Interactive visualization file (HTML): includes 3D animation, key parameter graphs, and parameter annotations for the current construction step.

[0047] The present invention will be further described in detail below with reference to specific embodiments.

[0048] Taking the jacking construction of a long-span bridge as the engineering background, the method of this invention is used to simulate the spatial posture of the entire process. The bridge is 1991m long, the jacking path is 3508m long, and a multi-body collaborative jacking construction method is adopted.

[0049] The bridge's horizontal and vertical profiles are complex: the horizontal profile includes sections with radii of 700m (right-hand circular curve), 400m (transition curve), 26000m (right-hand circular curve), 42000m (straight segment of left-hand circular curve), and 7431.8m (left-hand circular curve); the vertical profile lies on vertical curves with radii of +0.5%, -0.5%, +0.977%, and -0.508%, exhibiting significant spatial curve variations. Based on the design drawings, a three-dimensional coordinate model of the design profile was established. The design profile was discretized into 3510 nodes. The coordinate diagram of the design profile nodes is shown below. Figure 3 , 4 As shown.

[0050] The jacking step distance was set at 4.5m, and the entire jacking construction process was divided into 772 sub-steps (sub-step numbered 1 to 772), with each sub-step corresponding to a construction state. The entire construction process involved 79 piers, 10 hinge points, and 45 steel beam segments.

[0051] like Figure 5 As shown, the method of this invention is used to perform full-process spatial pose simulation to obtain the pier position state, hinge point state and segment coordinates of each sub-step.

[0052] (1) Status of the pier The pier status includes three parameters: support segment number, lateral offset, and elevation. The pier status data for some sub-steps are shown in the table below: Table 1. Pier Status Table (Partial Data) The pier status parameters reflect the support and displacement status of each pier during the jacking process. Lateral offset indicates the lateral displacement of the pier relative to its design position, and the shim height indicates the height of the top shim block of the pier. Figure 8 , 9 As shown in Figures 1 and 10, the curves showing the height variation of pier 43 (maximum height), pier 24 (minimum height), and pier 3 (lateral displacement) are displayed.

[0053] (2) Hinge point state The hinge point status includes four parameters: planar rotation angle, vertical rotation angle, vertical seam width variation, and horizontal seam width variation. Hinge point status data for some sub-steps are shown in the table below: Table 2 Hinge Point Status Table (Partial Data) Hinge point state parameters reflect the relative rotation angle and joint width changes between adjacent segments. Planar rotation angle represents the relative rotation angle of segments in the horizontal plane, vertical rotation angle represents the relative rotation angle of segments in the vertical plane, and joint width changes represent the changes in the opening and closing degree of the hinge. For example... Figure 6 , 7As shown, the curves showing the changes in seam width from left to right at hinge point H38 and from top to bottom at hinge point H34 are displayed.

[0054] (3) Segment coordinates Segment coordinates represent the three-dimensional spatial position of each segment endpoint within each substep. Segment coordinate data for some substeps are shown in the table below: Table 3. Segment Coordinates (Partial Data) (4) Statistical characteristic values Statistical analysis of the spatial pose parameters throughout the process yielded the following statistical characteristic values: Table 4 Statistical characteristics of the entire process (5) Results visualization A visualization results display page can be created to view the current status of each sub-step jacking structure and dynamically display the change curves of the joint width of key hinge points and the pier height.

[0055] Compared with the prior art, the present invention has the following beneficial effects: (1) By extracting the engineering technical status of hinge points throughout the entire process, the maximum opening of each hinge joint under different hinge design schemes can be quantitatively simulated before construction. Engineers can optimize the hinge position based on the simulation results to avoid the risk of structural collision caused by excessive opening of the hinge joint on site, or design temporary locking measures in advance. Compared with the experience-based trial and error method of existing technologies, this can reduce the risk of rework on site.

[0056] (2) In the prior art, the lateral correction stroke and vertical amplitude adjustment stroke of the jacking device are selected based on experience. This often results in over-selection leading to cost waste, or under-selection leading to failure to meet the pier offset requirements of spatial curved bridges. The present invention calculates the pier engineering technical status throughout the entire process, and can accurately output the lateral offset range and rise range of each pier, providing a quantitative selection basis for the hydraulic stroke and cylinder capacity of the jacking device, and achieving optimal equipment configuration.

[0057] (3) Traditional methods can only measure the height increase on-site when the jacking reaches the pier position, which leads to the stagnation of shim processing on-site. This invention can generate the height increase-jacking mileage curve of each pier position before construction by calculating the theoretical height increase throughout the entire process, which can guide the pre-processing of shim sets of different thicknesses, such as 5mm, 10mm and 20mm combinations, and plan the theoretical jacking path, which significantly improves construction efficiency.

[0058] (4) By combining rigid body strategies to accurately simulate the discontinuous deformation of hinge points, high-risk conditions of each hinge point during the jacking process can be identified in advance. For example, when a hinge point is jacked to the 120m-150m mileage section, the vertical rotation angle suddenly increases by 2°, resulting in a gap width of 35mm between the upper and lower parts. Based on this, the hinge plate size can be optimized, temporary limiting devices can be added, or the structural form of the hinge can be adjusted during the design stage to avoid passive handling on site.

[0059] (5) By combining rigid body strategies, the multibody dynamics problem involving a large number of segments can be simplified into multiple sets of rigid body transformations, thereby significantly reducing computational complexity. Actual test data shows that, while meeting engineering accuracy requirements, the total simulation time (covering 772 construction steps) is less than 1 minute. This method significantly improves efficiency, enabling rapid comparison of hundreds of working conditions before construction to select the optimal hinge point combination.

[0060] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for simulating the spatial pose of a multi-body cooperative jacking process, characterized in that: include: Obtain information on discrete points of the design alignment, segment division, pier layout, and hinge point settings to construct a geometric parametric model of the bridge. Construct a spatial curve function corresponding to the design line shape based on the discrete point information of the design line shape; A mileage-coordinate lookup table is constructed based on the spatial curve function. The mileage-coordinate lookup table includes the spatial coordinates corresponding to the mileage. The entire jacking process is simulated and iterated: For each construction step, the jacking front mileage is incremented based on the preset jacking step length. The current active segment set is determined by the mileage-coordinate lookup table using a reverse recursion method. The current active hinge point set and the current active pier set are updated based on the current active segment set. The current active segment set is divided into multiple combined rigid bodies connected by flexible hinges based on the hinge point position information. The pose of each combined rigid body is calculated, the hinge point engineering state is calculated, and the pier engineering state is calculated based on the pier layout information. The engineering status of hinge points and pier locations at each construction step is used to guide design optimization.

2. The method for simulating the spatial pose of the entire multi-body cooperative pushing process according to claim 1, characterized in that: The set of currently active segments is determined using a reverse recursive method based on a mileage-coordinate lookup table, including: If the current set of active hinge points is empty, then the mileage of the current push tail end is calculated based on the straight-line distance between the current push front end and the current push tail end, the mileage of the current push front end, and the mileage-coordinate lookup table. Based on the mileage of the current push tail end, it is determined whether the distance between the current push tail end and the initial push tail end meets the activation condition of the next segment to be activated. If it does, the segment is activated and added to the current set of active segments. If the current set of active hinge points is not empty, calculate the coordinates of the first active hinge point based on the straight-line distance between the current jacking tip and the first active hinge point, the mileage of the current jacking tip, and the mileage-coordinate lookup table; calculate the coordinates of the second active hinge point based on the mileage of the first active hinge point and the straight-line distance between the second active hinge point and the coordinates of the first active hinge point; continue this process until the coordinates of the nth active hinge point are calculated, where n represents the number of hinge points in the current set of active hinge points; calculate the mileage of the current jacking tip based on the straight-line distance between the nth active hinge point and the current jacking tail end, the coordinates of the nth active hinge point, and the mileage-coordinate lookup table; determine whether the distance between the current jacking tail end and the initial jacking tail end satisfies the activation condition for the next segment to be activated based on the mileage of the current jacking tail end; if so, activate the segment and add it to the current set of active segments. The current push front end represents the large mileage end of the first segment in the currently active segment set. The mileage of the current push front end is determined based on the mileage of the initial push front end and the already pushed distance. The current push tail end represents the small mileage end of the last segment in the currently active segment set. The initial push tail end is the push tail end at the start of the push.

3. The method for simulating the spatial pose of the entire multi-body cooperative pushing process according to claim 1, characterized in that: Based on the hinge point location information, the currently active segment set is divided into a composite rigid body connected by ductile hinges, including: Get all active hinge points in the current construction step. If the number of activated hinge points is zero, then all segments in the currently active segment set are aggregated into the first combined rigid body; If there is only one activated hinge point, then starting from the current jacking front end, the segments between the current jacking front end and the hinge point are aggregated into the first combined rigid body, and the remaining segments are aggregated into the second combined rigid body. If the number of activated hinge points is greater than one, they are sorted according to the activation order. Starting from the current jacking front end, the segments between the current jacking front end and the first hinge point are aggregated into the first combined rigid body; the segments between subsequent adjacent hinge points are aggregated into the middle combined rigid body; and the segments between the last hinge point and the current jacking rear end are aggregated into the last combined rigid body.

4. The method for simulating the spatial pose of the entire multi-body cooperative pushing process according to claim 1, characterized in that: Calculating the pose of each composite rigid body includes: Obtain the initial and current spatial coordinates of both ends of each combined rigid body. Calculate the initial direction vector based on the initial spatial coordinates of both ends of the combined rigid body. Calculate the current direction vector based on the current spatial coordinates of both ends of the combined rigid body. Calculate the current rotation angle θ of the combined rigid body based on the initial and current direction vectors. Calculate the rigid body transformation parameters based on the current rotation angle θ. The rigid body transformation parameters include the rotation matrix R and the translation vector t. Apply the rigid body transformation parameters to the endpoint coordinates of all segments in the combined rigid body to obtain the current pose of each segment. The initial spatial coordinates of the two ends of the combined rigid body are the spatial coordinates of the two ends of the combined rigid body calculated when the combined rigid body is first formed.

5. The method for simulating the spatial pose of the entire multi-body cooperative jacking process according to claim 4, characterized in that: Calculating the pose of each combined rigid body includes: selecting the cross-sectional normal of any segment corresponding to the combined rigid body, ensuring that the deviation between this direction and the principal normal of the design line is minimized before and after the transformation, that is, fine-tuning the rotation matrix by minimizing the angle difference.

6. The method for simulating the spatial pose of the entire multi-body cooperative jacking process according to claim 4, characterized in that: The calculation of the hinge point engineering state includes: For any hinge point, obtain the current direction vectors of the two combined rigid bodies connected by the hinge point, calculate the horizontal direction angle and vertical tilt angle of the two combined rigid bodies, calculate the difference between the horizontal direction angle and the vertical tilt angle of the two combined rigid bodies, and calculate the vertical and horizontal seam width changes of the two combined rigid bodies based on the difference between the horizontal direction angle and the vertical tilt angle of the two combined rigid bodies.

7. The method for simulating the spatial pose of the entire multi-body cooperative jacking process according to claim 4, characterized in that: Calculating the pier location engineering status based on the pier location layout information includes: projecting the pier location onto the axis of the corresponding segment in the horizontal plane, calculating the coordinates of the projection point, and calculating the horizontal distance between the projection point and the pier location. This horizontal distance is the lateral offset of the segment.

8. The method for simulating the spatial pose of the entire multi-body cooperative jacking process according to claim 7, characterized in that: The calculation of the pier site engineering status based on the pier site layout information includes: obtaining the beam bottom design elevation at the projection point corresponding to the pier site based on linear interpolation of the elevations at both ends of the segment; and calculating the theoretical elevation increase based on the beam bottom design elevation and pier top design elevation at the projection point corresponding to the pier site.

9. The method for simulating the spatial pose of the entire multi-body cooperative jacking process according to claim 6, characterized in that: Utilizing the engineering conditions of hinge points and pier locations at each construction step to guide design optimization includes: Record the maximum gap width change of each hinge point during the entire jacking process. When the maximum gap width change of a certain hinge point exceeds the safety threshold, a temporary hinge or a temporary limiting device is added at that hinge point, or the construction form of the hinge point is adjusted. Based on the lateral deviation and theoretical height of each pier, a quantitative selection basis is provided for the hydraulic stroke and cylinder capacity of the jacking device, so that the lateral correction stroke and vertical amplitude adjustment stroke of the jacking device can meet the requirements as much as possible, and shim sets of different thicknesses are processed in advance.

10. A multi-body cooperative jacking full-process spatial pose simulation system, used to implement the multi-body cooperative jacking full-process spatial pose simulation method according to any one of claims 1 to 9, characterized in that: include: The data acquisition and geometric modeling module is used to acquire discrete point information of the design alignment, segment division information, pier layout information and hinge point setting information, and to construct a geometric parametric model of the bridge. The space curve construction module is used to construct a space curve function corresponding to the design line shape based on the discrete point information of the design line shape; The lookup table generation module is used to construct a mileage-coordinate lookup table based on the spatial curve function. The full-process simulation and iteration module for top-pushing is used to perform full-process simulation and iteration of top-pushing.

Images