大跨高桩承台深水墩梁桥施工控制研究
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摘要
随着我国高速公路建设的蓬勃发展，需要修建更多的大跨度桥梁以跨越
大江、大河和海湾，在众多桥型中，砼桥是比较经济合理的方案。现代大跨
度砼桥如连续梁桥、拱桥和斜拉桥等，多采用自架设体系施工，即将桥梁的
上部构造分节段或分层进行施工，后期节段或后层靠已浇节段或已浇层来支
撑，逐步完成全桥的施工，也就是无支架而靠自身结构进行施工。砼桥除了
本身材料是非匀质材料和材料特性不稳定外，还受温度、湿度、时间等因素
的影响，加上采用自架设体系施工方法，各节段砼或各层砼相互影响，而且
这种相互影响又有差异，由此，这些影响因素必然造成各节段或各层的内力
和位移随着砼浇筑或块件拼装过程而偏离设计值。为了保证施工质量，必须
要对施工的整个过程进行严格的施工控制。
对大跨度预应力砼连续梁桥而言，桥梁的施工控制以梁体标高控制为
主，设计单位一般根据悬臂长度、钢筋砼的力学性质、张拉力的大小及已竣
工同类桥梁的实测挠度等因素，采用一些经验参数和各种假设下的数学模型
计算出弹性总挠度和预拱度，根据试验得出施工挂篮产生的挠度，再采用公
式“施工标高=设计标高+弹性总挠度+预拱度+挂篮挠度”计算施工标高。
但是，经验参数和假设条件与实际情况存在着一定的差异，再加上施工方法
的不同，以及施工过程中的许多误差，如砼块重误差、配筋误差、张拉力误
差、测量放样误差以及其它未顾及的误差，都有可能使实际施工梁段的力学
性质发生变化，从而出现与设计计算不符的挠度，此时若继续采用原设计数
据进行施工，有可能使施工的梁段线形与设计线形偏差较大，造成合拢困难，
从而影响成桥质量。
本文研究近二十年来发展迅速的灰色系统理论作为大跨连续梁桥施工
控制预测方法，对传统的等间距GM(1，1)灰色预测模型加以改进和创新。
提出非等间距灰色预测模型NGM(1，1)，并提出原始灰色序列的归一化映
射规则。从而将灰色系统理论成功应用到大跨度预应力砼连续梁桥的施工控
制中。
结合丹江口二桥建设工程项目，研究大跨高桩承台深水墩预应力砼连续
梁桥的施工工艺、施工技术；本文从理论上对大跨高桩承台深水墩预应力砼
武汉理工大学硕士学位论文
连续梁桥的施工控制做了全面地分析，将上述灰色系统理论作为控制方法应
用到大跨高桩承台深水墩预应力硅连续梁桥中。
With the rapid development of highways in our country, long-span bridges are needed to span big rivers and bayous. And among the various bridge types, the concrete beam bridges with long spans are widely used for their advantages. The long span bridge such as continuous bridge, arch bridge and cable-stayed bridge, most of these use self-erection system to be constructed. That is, bridge span is cast by segment or by course, later fragment or later course is supported by former fragment or former course, i.e. the construction continue by self-structure of no formwork. Concrete bridge construction is influenced by temperature, moisture, time and concrete's nonhomogeneous quality and unstable property, besides the influence of between the fragments and the courses. All these infections influence each other. So these influences must make internal force and displacement of each fragment or each layer deflect the value of design following the argument of the casting concrete or the concrete fragment. To guarantee
the quality of the construction, the whole process of the construction must take construction control.
To the long span prestressed concrete continuous beam bridge, the main work of the construction control is the control of the beam elevation. Designer make use of some empirical parameters and several supported numerical model to calculate elastic total displacement and total precamber, generally based on the length of cantilever, mechanics property of the reinforce concrete, the magnitude of stretching force which is surveyed in practice. Displacement happened by hook-basket in the test is measured. Then construction elevation is calculated by the formula that is 'construction elevation= design elevation+ elastic total displacement+ precamber+ displacement by hook-basket'. Whereas, empirical parameters and supported condition always have some difference with factual condition, and some errors may happen in construction such as error of the weight of concrete fragment, error of reinforcement, error of stretching force,
error of measurement and other errors that are considered, all which could make the mechanics property of the factual beam fragment change. Then displacement that is not agreed with design value may happen. So if it continues to construct with former design value, there will be deviation between the alignment in , construction and the design alignment. The deviation takes some difficulty in connection of the fragments, what's more, it influences the quality of the bridge that has been built.
Gray system theory is adopted as the predictive method of the construction control of continuous beam bridges with long-spans in this paper. Traditional equip gap gray predictive model GM(1,1) is amended. Non-equip gap gray prediction model NGM(1,1) is put forward. This paper also proposes a normalized mapping rule of raw gray series. Then the gray system theory is applied in the construction control of long-span prestressed concrete continuous beam bridge.
In this paper, based on the study of the key engineering of Hubei province - Danjiangkou Er Qiao , construction technology and construction skill of long-span prestressed concrete continuous beam bridge with high-rise pile cap and deepwater pier are researched. Also this paper fully analyse construction control of big-span prestressed concrete continuous beam bridge with high-rise pile cap and deepwater pie in theory. Through the description of gray system theory, the gray system theory is applied in the construction control of long-span prestressed concrete continuous beam bridge.
大江、大河和海湾，在众多桥型中，砼桥是比较经济合理的方案。现代大跨
度砼桥如连续梁桥、拱桥和斜拉桥等，多采用自架设体系施工，即将桥梁的
上部构造分节段或分层进行施工，后期节段或后层靠已浇节段或已浇层来支
撑，逐步完成全桥的施工，也就是无支架而靠自身结构进行施工。砼桥除了
本身材料是非匀质材料和材料特性不稳定外，还受温度、湿度、时间等因素
的影响，加上采用自架设体系施工方法，各节段砼或各层砼相互影响，而且
这种相互影响又有差异，由此，这些影响因素必然造成各节段或各层的内力
和位移随着砼浇筑或块件拼装过程而偏离设计值。为了保证施工质量，必须
要对施工的整个过程进行严格的施工控制。
对大跨度预应力砼连续梁桥而言，桥梁的施工控制以梁体标高控制为
主，设计单位一般根据悬臂长度、钢筋砼的力学性质、张拉力的大小及已竣
工同类桥梁的实测挠度等因素，采用一些经验参数和各种假设下的数学模型
计算出弹性总挠度和预拱度，根据试验得出施工挂篮产生的挠度，再采用公
式“施工标高=设计标高+弹性总挠度+预拱度+挂篮挠度”计算施工标高。
但是，经验参数和假设条件与实际情况存在着一定的差异，再加上施工方法
的不同，以及施工过程中的许多误差，如砼块重误差、配筋误差、张拉力误
差、测量放样误差以及其它未顾及的误差，都有可能使实际施工梁段的力学
性质发生变化，从而出现与设计计算不符的挠度，此时若继续采用原设计数
据进行施工，有可能使施工的梁段线形与设计线形偏差较大，造成合拢困难，
从而影响成桥质量。
本文研究近二十年来发展迅速的灰色系统理论作为大跨连续梁桥施工
控制预测方法，对传统的等间距GM(1，1)灰色预测模型加以改进和创新。
提出非等间距灰色预测模型NGM(1，1)，并提出原始灰色序列的归一化映
射规则。从而将灰色系统理论成功应用到大跨度预应力砼连续梁桥的施工控
制中。
结合丹江口二桥建设工程项目，研究大跨高桩承台深水墩预应力砼连续
梁桥的施工工艺、施工技术；本文从理论上对大跨高桩承台深水墩预应力砼
武汉理工大学硕士学位论文
连续梁桥的施工控制做了全面地分析，将上述灰色系统理论作为控制方法应
用到大跨高桩承台深水墩预应力硅连续梁桥中。
With the rapid development of highways in our country, long-span bridges are needed to span big rivers and bayous. And among the various bridge types, the concrete beam bridges with long spans are widely used for their advantages. The long span bridge such as continuous bridge, arch bridge and cable-stayed bridge, most of these use self-erection system to be constructed. That is, bridge span is cast by segment or by course, later fragment or later course is supported by former fragment or former course, i.e. the construction continue by self-structure of no formwork. Concrete bridge construction is influenced by temperature, moisture, time and concrete's nonhomogeneous quality and unstable property, besides the influence of between the fragments and the courses. All these infections influence each other. So these influences must make internal force and displacement of each fragment or each layer deflect the value of design following the argument of the casting concrete or the concrete fragment. To guarantee
the quality of the construction, the whole process of the construction must take construction control.
To the long span prestressed concrete continuous beam bridge, the main work of the construction control is the control of the beam elevation. Designer make use of some empirical parameters and several supported numerical model to calculate elastic total displacement and total precamber, generally based on the length of cantilever, mechanics property of the reinforce concrete, the magnitude of stretching force which is surveyed in practice. Displacement happened by hook-basket in the test is measured. Then construction elevation is calculated by the formula that is 'construction elevation= design elevation+ elastic total displacement+ precamber+ displacement by hook-basket'. Whereas, empirical parameters and supported condition always have some difference with factual condition, and some errors may happen in construction such as error of the weight of concrete fragment, error of reinforcement, error of stretching force,
error of measurement and other errors that are considered, all which could make the mechanics property of the factual beam fragment change. Then displacement that is not agreed with design value may happen. So if it continues to construct with former design value, there will be deviation between the alignment in , construction and the design alignment. The deviation takes some difficulty in connection of the fragments, what's more, it influences the quality of the bridge that has been built.
Gray system theory is adopted as the predictive method of the construction control of continuous beam bridges with long-spans in this paper. Traditional equip gap gray predictive model GM(1,1) is amended. Non-equip gap gray prediction model NGM(1,1) is put forward. This paper also proposes a normalized mapping rule of raw gray series. Then the gray system theory is applied in the construction control of long-span prestressed concrete continuous beam bridge.
In this paper, based on the study of the key engineering of Hubei province - Danjiangkou Er Qiao , construction technology and construction skill of long-span prestressed concrete continuous beam bridge with high-rise pile cap and deepwater pier are researched. Also this paper fully analyse construction control of big-span prestressed concrete continuous beam bridge with high-rise pile cap and deepwater pie in theory. Through the description of gray system theory, the gray system theory is applied in the construction control of long-span prestressed concrete continuous beam bridge.
引文
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[2]交通部部标准《公路钢筋混凝土及预应力混凝土桥涵设计规范》(JTJO23-85)，北京：人民交通出版社
[3]向中富编著，桥梁施工控制技术，北京：人民交通出版社，2001．5
[4]徐君兰、项海帆编著，大跨度桥梁施工控制，北京：人民交通出版社，2000。
[5]梁志广，李华伟，张俊宏，大跨度预应力混凝土连续梁桥的线形控制，石家庄铁道学院学报，第15卷第1期，2002．3
[6]邬晓光，李俊升，徐祖恩，多跨连续箱梁桥施工监测和控制，国外桥梁，2002．1
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[8]张永水，大跨度预应力混凝土连续刚构桥施工误差调整的Kalman滤波法，重庆交通学院学报，2000．9
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