CN110991028A - Bridge deck driving stability analysis method and device - Google Patents

Bridge deck driving stability analysis method and device Download PDF

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CN110991028A
CN110991028A CN201911183854.7A CN201911183854A CN110991028A CN 110991028 A CN110991028 A CN 110991028A CN 201911183854 A CN201911183854 A CN 201911183854A CN 110991028 A CN110991028 A CN 110991028A
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wind speed
bridge
wind
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CN110991028B (en
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上官甦
周奇
刘闯
吴敬武
孙平宽
白墨
李兆鹏
张迎春
吕晓宇
彭翀
张春
符策源
刘�文
张汉生
艾佑元
王宇
何为
许笛
徐峰
李殿斌
张彦林
李勃
秦峰
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Hainan Zhongjiao Expressway Investment And Construction Co Ltd
Zhong Zi Hua Ke Traffic Construction Technology Co ltd
China Highway Engineering Consultants Corp
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Hainan Zhongjiao Expressway Investment And Construction Co Ltd
Zhong Zi Hua Ke Traffic Construction Technology Co ltd
China Highway Engineering Consultants Corp
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Abstract

The invention provides a method for analyzing the driving stability of a bridge deck in a wind environment, which comprises the following steps: modeling a predetermined bridge, and determining a model bridge; carrying out wind tunnel test on the model bridge, measuring the wind speed of each lane on the bridge floor at different heights by arranging a sensor, and calculating the equivalent wind speed Ue. And introducing two concepts of a wind speed reduction coefficient lambda and a moment reduction coefficient gamma to represent the weakening effect of the bridge structure on lateral wind. The invention introduces a wind speed reduction coefficient and a moment reduction system based on a wind tunnel experiment on a model bridge, deduces a calculation formula of the side-rolling and side-slipping critical wind speeds of the traveling crane based on the parameters, combines relevant regulations of specifications, provides an evaluation method of the traveling crane stability, and improves the traveling safety.

Description

Bridge deck driving stability analysis method and device
Technical Field
The invention relates to the field of driving stability analysis, in particular to a method and a device for analyzing driving stability of a bridge deck.
Background
With the rapid development of the socioeconomic and transportation industries, more and more large-span bridges are being built, a considerable part of which belong to bridges spanning wide rivers or gulfs. Due to navigation requirements, such large span bridges tend to have high deck elevations and high deck design wind speeds, which means that vehicles traveling on the bridge will be subjected to greater side wind effects. Under the effect of crosswind, the travelling vehicle not only greatly reduces the comfort, but also has the safety problems of side inclination, side slip and the like. The large-span bridge often belongs to the first-level highway, and the vehicle of passing is various, and the speed of traveling is fast, and this makes the influence of crosswind to vehicle stability of traveling become very outstanding. Generally, vehicle roll is second only to car collision in all traffic accidents, and is one of traffic accidents causing great loss.
Scholars at home and abroad carry out research to a certain extent on the problem of traffic safety in a bridge deck wind environment and obtain some research results. The wind barrier is one of effective means for solving the driving safety and comfort of the bridge deck, and the method for improving the driving wind environment of the bridge deck and evaluating the driving stability after the wind barrier is arranged is still worth further research.
Disclosure of Invention
Technical problem to be solved
The invention aims to provide a method and a device for analyzing the driving stability of a bridge deck, so as to solve at least one technical problem.
(II) technical scheme
The embodiment of the invention provides a method for analyzing the driving stability of a bridge deck, which comprises the following steps:
modeling a predetermined bridge, and determining a model bridge;
carrying out wind tunnel test on the model bridge, determining the equivalent wind speed of the traveling crane on the model bridge, and calculating a wind speed reduction coefficient and a moment reduction coefficient;
according to the method, a stress model of a concrete vehicle model under a wind environment is abstracted according to the size and the stress characteristic of the concrete vehicle model, the vehicle model is subjected to side-rolling and side-sliding analysis, and the wind speed reduction coefficient and the moment reduction coefficient are used for calculating the critical wind speed of the vehicle model and the critical wind speed of the side-rolling and the side-sliding;
and determining the stability analysis result of the travelling crane by comparing the critical wind speed with the actual lateral wind speed of the bridge.
In some embodiments of the invention, a wind tunnel test is performed on the model bridge to determine an equivalent wind speed U of the traveling crane on the model bridgeeAnd calculating a wind speed reduction coefficient and a moment reduction coefficient, comprising:
placing the model bridge in a wind tunnel laboratory;
selecting a curve wind barrier combined with the maintenance way railing of the model bridge;
respectively testing the bridge deck wind speed profiles of the construction state, the railing state and the wind barrier state, thereby obtaining the equivalent wind speed Ue。
In some embodiments of the invention, the roll critical wind speed U is determined0The method comprises the following steps:
according to the equivalent wind speed UeDetermining a dimensionless wind speed reduction coefficient lambda;
determining a dimensionless moment reduction coefficient gamma generated by the lateral wind;
carrying out stress analysis on the rolling critical state of the travelling crane, and determining the rolling critical wind speed U according to the wind speed reduction coefficient lambda and the dimensionless moment reduction coefficient gamma0And critical sideslip wind speed U'0。
In some embodiments of the invention, the equivalent wind speed U iseSatisfies the formula:
Figure BDA0002291943660000021
Figure BDA0002291943660000022
zr is the equivalent height, u (z) is the average lateral wind speed at z height;
the wind speed reduction coefficient lambda satisfies the formula:
Figure BDA0002291943660000023
u is the side inflow velocity, r (z) U (z)/U, λ is the depreciation velocity at z height;
the dimensionless moment reduction coefficient gamma satisfies the formula:
Figure BDA0002291943660000024
in some embodiments of the invention, the force analysis of the rolling critical state is performed on the travelling crane, and the rolling critical wind speed U is determined according to the wind speed reduction coefficient lambda and the dimensionless moment reduction coefficient gamma0The method comprises the following steps:
the side of the vehicle is facingAt boundary state, the rolling moment M of the vehicleSAnd satisfy the driving stability moment MGSatisfies the formula: mS≤MG；MSAnd MGRespectively satisfy:
Figure BDA0002291943660000031
in the formula: rho is air density, G is self weight of the vehicle, CSIs the side wind power coefficient of the traveling crane,
Figure BDA0002291943660000032
the roll moment coefficient of the traveling crane is α, the bridge deck cross slope of the model bridge is obtained, and L is the length of the traveling crane;
side-tipping critical wind speed U0Satisfies the formula:
Figure BDA0002291943660000033
in some embodiments of the present invention, the side-slip critical wind speed U 'is determined'0The method comprises the following steps:
carrying out stress analysis on the driving in a sideslip critical state, and determining a sideslip prevention condition;
determining the pneumatic side wind F according to the wind speed reduction coefficient lambdaSAnd aerodynamic resistance FD；
According to the bridge deck adhesion force F of the travelling cranefDetermining the aerodynamic side wind force FSAnd aerodynamic resistance FDDetermining the sideslip critical wind speed U'0。
In some embodiments of the invention, the condition to prevent side-slip refers to
Figure BDA0002291943660000034
For aerodynamic drag on the vehicle, FfBridge deck adhesion to a running tire, FSWThe side wind force received by the travelling crane;
resultant force F in lateral directionS＝FSWcosα-G sinα；
Side wind force F suffered by travelling craneSWAnd regulating qiDynamic resistance FDRespectively satisfy:
Figure BDA0002291943660000035
ASis the lateral windward area of the vehicle, AfIs the forward windward area of the vehicle, V is the driving speed of the vehicle, CDIs the aerodynamic drag coefficient of the vehicle, Ff＝μSG cosα；
Figure BDA0002291943660000041
In some embodiments of the invention, a wind tunnel test is performed on the model bridge through a single test section backflow type wind tunnel, the test section length of the single test section backflow type wind tunnel is 24m, the width of the single test section backflow type wind tunnel is 5.4m, the height of the single test section backflow type wind tunnel is 3m, and the wind speed range is 0-30 m/s; and/or
The height of the access road railings is 1.25m, the height of the wind barrier is 3m, and the ventilation rate is 75%; and/or
And modeling the predetermined bridge through a geometric scale comparison of the predetermined model, and determining the model bridge.
In some embodiments of the present invention, the driving stability analysis result includes:
when U is turnedeWhen the speed is higher than Ua, the highway is closed;
when U is turnede＜Ua，U＜U0And U is less than U'0The expressway is opened, and the vehicle can safely pass;
when U is turnede＜Ua，U＞U0And U is less than U'0The expressway is open, the running has the risk of side inclination, and the running is slowed down;
when U is turnede＜Ua，Ue＜U0And U is more than U'0The expressway is open, the driving has the risk of sideslip, and the driving is decelerated to pass, wherein, UaThe wind speed of the closed road specified by the regulations.
The invention also provides a driving stability analysis device of the bridge deck, which comprises:
a memory for storing executable instructions;
a processor configured to execute the executable instructions and perform the following operations:
modeling a predetermined bridge, and determining a model bridge;
performing wind tunnel test on the model bridge, and determining the equivalent wind speed U of the traveling crane on the model bridgeeSide-tipping critical wind speed U0And critical sideslip wind speed U'0；
According to the sideslip critical wind speed U'0Equivalent wind speed UeSide inflow wind speed U and side-tipping critical wind speed U0And determining the stability analysis result of the travelling crane.
(III) advantageous effects
Compared with the prior art, the driving stability analysis device for the bridge deck at least has the following advantages:
1. the method comprises the following steps of carrying out wind tunnel experiments on a traveling crane on a model bridge, evaluating the wind-borne environment of the traveling crane through a dimensionless wind speed reduction coefficient and a moment reduction coefficient, deducing a calculation formula of the side-rolling and side-slipping critical wind speeds of the traveling crane based on the parameters, combining relevant regulations of specifications, providing an evaluation method of the stability of the traveling crane, and improving the safety of the traveling crane;
2. the wind speed reduction coefficient and the moment reduction coefficient of the bridge deck are obtained, the blocking effect of the bridge structure on the crosswind can be described more accurately, and the accuracy of evaluation of the bridge deck driving stability is guaranteed.
Drawings
FIG. 1 is a schematic step diagram of a method for analyzing driving stability of a bridge deck according to an embodiment of the present invention;
FIG. 2 is a cross-sectional layout of a main beam;
FIG. 3 is a schematic diagram of the lateral rolling force of the traveling crane;
FIG. 4 is a schematic diagram of the lateral sliding force of the traveling crane;
fig. 5(a) is a graph showing the calculation result of the roll critical wind speed of the double-decker bus based on the test result;
FIG. 5(b) is a graph showing the calculation result of the equivalent wind speed of the double-layer bus deck based on the test results;
fig. 6(a) to 6(d) are side slip analysis results of the double-decker bus under dry road, wet road, snow road and ice road, respectively, based on the test results.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to specific embodiments and the accompanying drawings.
The embodiment of the invention provides a method for analyzing the driving stability of a bridge deck, and fig. 1 is a schematic step diagram of the method for analyzing the driving stability of the bridge deck, and as shown in fig. 1, the method comprises the following steps:
s1, performing wind tunnel test on the model bridge, determining equivalent wind speed of the traveling crane on the model bridge, and calculating a wind speed reduction coefficient and a moment reduction coefficient
S2, abstracting a stress model of the concrete vehicle model under the wind environment according to the size and the stress characteristics of the concrete vehicle model;
and S3, performing roll and sideslip analysis on the vehicle type, and calculating roll critical wind speed and sideslip critical wind speed through the wind speed reduction coefficient and the moment reduction coefficient.
S4, determining the stability analysis result of the travelling crane through the comparison of the critical wind speed and the actual lateral wind speed of the bridge
In step S1, the predetermined bridge is a single-tower double-cable-plane steel box girder cable-stayed bridge with a span of 230+230m and a tower height of 51.8m, the design reference wind speed of the bridge deck height is close to 60m/S, the girder section is a flat steel box girder with a girder height of 3.3m and a girder width of 37.3 m.
The bridge deck traveling wind environment test is carried out in a wind tunnel laboratory, the wind tunnel is a single test section backflow type wind tunnel, the length of a test section is 24m, the width is 5.4m, the height is 3m, and the wind speed range is 0-30 m/s. The geometric scale reduction ratio of the model is 1: 25. The model is selected through an early wind tunnel test, a curve wind barrier combined with the maintenance road railings is selected, the height of the railings is 1.25m, the height of the wind barrier is 3m, and the ventilation rate is 75%. The bridge deck wind speed profile of the construction state, the railing state and the wind barrier state is tested in the test. Wind speed collection is carried out simultaneously by using 5 Cobra probes, the sampling frequency is 200Hz, the sample length is 1024mm, the test wind speed is 10m/s, and the attack angle and the drift angle of the test wind are both 0 degrees.
According to the airflow turbulence theory, when air flows through the cross section of the bridge girder, a boundary layer with a certain thickness is formed, and the air flow rate is changed accordingly. The lateral wind speeds above the bridge deck are unevenly distributed, and a specific wind speed profile is formed within a certain height range from the bridge deck. In addition, the bridge deck auxiliary structures such as railing, anticollision fence, windbreak can further change girder section air vortex condition, and bridge deck boundary layer thickness will also show the increase, and the wind speed section is more complicated.
For a specific vehicle model, abstracting a stress model of the vehicle in a crosswind environment, performing heeling and sideslip analysis on the stress model, and calculating the critical heeling wind speed U through the wind speed reduction coefficient lambda and the moment reduction coefficient gamma0And critical sideslip wind speed U'0(ii) a According to the roll critical wind speed U0And critical sideslip wind speed U'0And comparing the measured wind speed with the actual lateral wind speed to determine the stability analysis result of the travelling crane.
In step S2, the vehicle model of the embodiment of the present invention may be a double-decker bus (or other vehicle models, which is not limited herein), and the shape of the vehicle model is approximately rectangular, so that the rectangular block may be used to represent the vehicle as the force analysis object in the vehicle stability analysis. Fig. 3 is a schematic diagram of the force applied when the vehicle rolls. In the figure, B is the width of the vehicle, and H is the height of the vehicle;
in step S3, in order to facilitate rapid evaluation of the wind-reducing effect of the deck attachment structure, the present invention introduces the concept of a wind speed reduction factor. According to the lateral aerodynamic force equivalence principle, the equivalent wind speed of the bridge deck within a certain height range can be calculated according to the following formula:
Figure BDA0002291943660000071
in the formula, zr is equivalent height, and considering that the vehicle height generally does not exceed 4.5m, the equivalent height can be 4.5 m. u (z) is the average lateral wind speed at z height.
The dimensionless wind speed reduction factor can be expressed as:
Figure BDA0002291943660000072
where U is the side-stream wind speed, and r (z) U (z)/U is the fold-down wind speed at z-height.
In addition, considering that the lateral wind also generates a certain roll moment, similarly, we also introduce the concept of moment reduction coefficient. According to the principle of the aerodynamic roll moment equivalence, the dimensionless moment reduction coefficient can be expressed as:
Figure BDA0002291943660000073
the calculation results of the wind speed reduction coefficient and the moment reduction coefficient in the height range of 4.5m at the center of the lane 1-6 under different structural states are listed in the table 1 and the table 2 respectively.
TABLE 1
Structural state L1 L2 L3 L4 L5 L6
Construction of 0.997 0.963 0.971 0.956 0.947 0.936
Railing 0.852 0.790 0.767 0.741 0.715 0.673
Windbreak 0.711 0.624 0.584 0.542 0.515 0.487
TABLE 2
Structural state L1 L2 L3 L4 L5 L6
Construction of 1.041 1.042 1.048 1.037 1.026 1.010
Railing 0.945 0.909 0.876 0.848 0.804 0.733
Windbreak 0.675 0.604 0.544 0.480 0.436 0.394
The wind load acting on the running vehicle mainly comprises aerodynamic resistance, aerodynamic lateral wind force, aerodynamic lift force, aerodynamic lateral moment, aerodynamic pitching moment and aerodynamic swaying moment. In modern vehicle design, a negative lift force is generally required to be designed so as to increase the contact force between a tire and the ground and ensure sufficient stability of a traveling vehicle when the traveling vehicle runs at a high speed. The aerodynamic pitching moment is caused by uneven distribution of aerodynamic lift force, and under the condition that the aerodynamic lift force is small, the corresponding aerodynamic pitching moment is small. Generally, aerodynamic lift only affects around 5% of the resultant aerodynamic force of the vehicle. Therefore, aerodynamic lift and aerodynamic pitching moment can be ignored in the analysis of the driving stability under the action of crosswind, and the analysis is biased to be safe. Two types of stability problems will arise with a moving vehicle under the influence of crosswinds: roll and yaw. The aerodynamic moments that cause the roll are mainly aerodynamic side wind forces and aerodynamic roll moments; the aerodynamic forces causing sideslip are mainly aerodynamic side wind forces. And the mini-bus or the double-layer bus has the worst stability when the bus runs under the action of crosswind, therefore, the embodiment of the invention takes the double-layer bus as a research object, and deduces a critical wind speed calculation formula when the bus rolls and sideslips on the basis of a wind speed reduction coefficient and a moment reduction coefficient.
MSRoll moment of the vehicle caused by aerodynamic side wind and roll momentGThe driving stabilizing moment is provided for the dead weight of the driving. The condition that the running process of the automobile is kept stable and no roll occurs is as follows: mS≤MG(4) And when the critical state of the rolling of the traveling crane is that the above equation is satisfied, the corresponding lateral wind speed is the rolling critical wind speed. Based on the wind speed reduction coefficient and the moment reduction coefficient provided by the embodiment of the invention, the rolling moment and the stable moment of the vehicle can be respectively expressed as follows:
Figure BDA0002291943660000081
wherein rho is air density, and can be 1.225kg/m3G is the self weight of the vehicle, CSIs the wind power coefficient of the side of the vehicle,
Figure BDA0002291943660000082
and (3) substituting the formula (5) into the formula (4) to obtain the roll critical wind speed, wherein the formula is shown as follows:
Figure BDA0002291943660000083
FIG. 4 is a schematic diagram of the force applied when the traveling crane sideslips. In the figure, FSWThe side wind force of the traveling crane is mainly related to the incoming side wind speed and the side direction of the traveling craneThe frontal area is relevant. FDThe aerodynamic resistance of the traveling crane is mainly related to the traveling wind speed and the forward windward area of the traveling crane. FfThe bridge deck adhesion force suffered by the traveling tire is mainly related to the self weight of the traveling vehicle and the bridge deck adhesion coefficient. Keep steadily in driving process, do not take place the condition that sideslips (prevents sideslip) and be:
Figure BDA0002291943660000084
in the formula, FSThe lateral resultant force applied to the traveling crane is mainly caused by lateral wind force and self-weight component of the traveling crane, and can be calculated according to the following formula:
FS＝FSWcosα-G sinα (8)。
when the critical state of the side slip of the travelling crane is the equal sign of the formula, the corresponding lateral wind speed is the critical wind speed U' 0 of the side slip. Based on the wind speed reduction coefficient provided by the embodiment of the invention, the side wind force F suffered by the travelling craneSwAnd aerodynamic resistance FDCan be respectively expressed as:
Figure BDA0002291943660000091
in the formula ASIs the lateral windward area of the vehicle, AfIs the forward windward area of the vehicle, V is the driving speed of the vehicle, CDThe aerodynamic resistance coefficient of the traveling crane. The bridge deck adhesion force suffered by the travelling crane can be calculated according to the following formula: ff＝μSG cosα(10)。
Substituting formula (8), formula (9) and formula (10) into formula (7) to obtain driving sideslip critical wind speed U'0As shown in the following formula:
Figure BDA0002291943660000092
in step S4, the double-decker bus is used as a calculation object, the driving stability in different structural states is analyzed, and the passing conditions of the double-decker bus on the bridge are given. The main calculation parameter values are: the double-layer bus is 12m in length, 2.48m in width, 4.5m in height, 14.42 tons in no-load mass, 1.24 in lateral wind power coefficient, 0.11 in resistance coefficient, 0.17 in lateral moment coefficient, 0.2 in bridge deck cross slope of an upstream lane and 0.2 in bridge deck cross slope of a downstream lane. As specified in the Highway bridge wind resistance design Specifications, when the lateral wind speed exceeds a preset lateral wind speed Ua (25m/s), the highway is required to be closed and stop operating. Therefore, the preset lateral wind speed, the roll critical wind speed and the sideslip critical wind speed in the specification are comprehensively considered, and the judgment standard for the safe passing of the bridge deck is as follows:
when U is turnedeWhen the speed is more than 25m/s, the highway is closed;
when U is turnede＜25m/s，U＜U0And U is less than U'0The expressway is opened, and the vehicle can safely pass;
when U is turnede＜25m/s，U＞U0And U is less than U'0The expressway is open, the running has the risk of side inclination, and the running is slowed down;
when U is turnede＜25m/s，Ue＜U0And U is more than U'0And the expressway is open, the running has the risk of sideslip, and the running is decelerated to pass.
Fig. 5(a) is a graph of the calculation result of the roll critical wind speed of the double-decker bus based on the test result, and fig. 5(b) is a graph of the calculation result of the equivalent wind speed of the double-decker bus deck based on the test result, and as shown in fig. 5(a) and 5(b), the roll critical wind speeds at the centers of the lanes L1 to L6 are sequentially increased in all the structural states, which indicates that the lane most prone to roll is the upstream outermost lane L1. In addition, the roll critical wind speed is 35.7m/s at the minimum under the construction state, 38.0m/s at the minimum under the railing state and 45.0m/s at the minimum under the windbreak state, so that the roll critical wind speed of the traveling crane after the windbreak is arranged on the bridge deck is improved by 26 percent and 18 percent respectively compared with the construction state and the railing state. In conclusion, in the three structural states, the roll critical wind speed of the windbreak state is the largest, the railing state is the second time, and the construction state is the lowest, which indicates that the roll is most likely to occur in the construction state, and the windbreak structure can obviously improve the roll critical wind speed of the traveling crane and improve the stability of the traveling crane. As can be seen from fig. 5(b), the equivalent wind speed of the bridge deck corresponding to the critical wind speed of the roll in all structural states is already obviously higher than the predetermined lateral wind speed Ua (25m/s) allowed by the specification, i.e. the roll accident of the double-deck bus does not occur when the bridge deck is in normal operation.
In summary, considering that the double-deck bus is most prone to roll accidents, it can be inferred that the roll accidents do not occur when the bridge operates normally in the embodiment of the present invention. In addition, the most easily takes place the driving accident of heeling in bridge floor upstream outside lane, and the windbreak structure can improve the critical wind speed that heels effectively, improves driving stability.
In addition, four road conditions, namely a dry road surface, a wet road surface, a snow road surface and an ice road surface, are considered in the analysis of the sideslip of the traveling vehicle. The values of the bridge deck adhesion coefficients under different road surface conditions are shown in table 3. The ' safety law of traffic routes of the people's republic of China ' stipulates that the running speed of a highway or a first-level highway in ice and snow weather is 60km/h, so that the running speed of a dry road and a wet road in analysis takes 100km/h, and the running speed of a snow road and an ice road takes 60 km/h.
TABLE 3
Road surface condition Dry road surface Wet road surface Snow road surface Ice road surface Road surface condition Dry road surface
Coefficient of adhesion 0.7 0.5 0.15 0.07 Coefficient of adhesion 0.7
Fig. 6(a) to 6(d) are graphs showing the results of calculation of the sideslip critical wind speed and the bridge deck equivalent wind speed of the double-decker bus based on the test results under the dry road surface, the wet road surface, the snow road surface and the ice road surface, respectively, and as shown in fig. 6(a) to 6(d), similar to the driving roll results, the sideslip critical wind speeds are sequentially increased at the centers of the lanes L1 to L6 under all road conditions, which indicates that the lane most prone to sideslip is the upstream outermost lane L1. Taking a dry road surface as an example, the sideslip critical wind speed is 49.3m/s at least in a construction state, 57.7m/s at least in a railing state, and 69.2m/s at least in a windbreak state, so that the sideslip critical wind speed of the traveling crane after the windbreak is arranged on the bridge floor is improved by 40% and 20% respectively compared with the construction state and the railing state. Similar to the roll result, the wind barrier state sideslip critical wind speed is the largest in the three structural states, the railing state is the second time, and the construction state is the lowest, which shows that the sideslip is most likely to occur in the construction state, and the wind barrier structure can obviously improve the sideslip critical wind speed and improve the driving stability. In addition, as can be seen from fig. 6(b), the bridge deck equivalent wind speeds corresponding to the sideslip critical wind speeds of the dry road surface and the wet road surface are both obviously greater than 25m/s, which indicates that the double-layer bus cannot have the sideslip accident at the driving speeds. However, the equivalent wind speeds of the bridge deck corresponding to the critical wind speeds of sideslip of the snow road surface and the ice road surface are less than 25m/s, which indicates that the sideslip accident can occur when the equivalent wind speed of the bridge deck is greater than the critical wind speed of sideslip, but the equivalent wind speed of the bridge deck can safely pass when the equivalent wind speed of the bridge deck is less than the critical wind speed of sideslip.
Therefore, the driving stability from the upstream lane to the downstream lane is gradually improved, the driving stability of the outermost lane of the upstream lane is the worst, and the driving stability of the outermost lane of the downstream lane is the best.
In another aspect of the embodiments of the present invention, there is provided a device for analyzing driving stability of a bridge deck, including:
a memory for storing executable instructions;
a processor configured to execute the executable instructions and perform the following operations:
modeling a predetermined bridge, and determining a model bridge;
performing wind tunnel test on the model bridge, and determining the equivalent wind speed U of the traveling crane on the model bridgeeSide-tipping critical wind speed U0And critical sideslip wind speed U'0；
According to the sideslip critical wind speed U'0Equivalent wind speed UeA predetermined lateral wind speed Ua, a lateral incoming flow wind speed U and a roll critical wind speed U0And determining the stability analysis result of the travelling crane.
In conclusion, the method and the device for analyzing the driving stability of the bridge deck provided by the invention evaluate the environment of the driving wind through the dimensionless wind speed reduction coefficient and the moment reduction coefficient on the driving wind tunnel experiment on the model bridge deck, derive the calculation formulas of the driving side-tipping and side-slipping critical wind speeds based on the parameters, combine relevant regulations of the specifications, provide the method for evaluating the driving stability and improve the driving safety.
Unless otherwise indicated, the numerical parameters set forth in the specification and attached claims are approximations that can vary depending upon the desired properties sought to be obtained by the present invention. In particular, all numbers expressing quantities of ingredients, reaction conditions, and so forth used in the specification and claims are to be understood as being modified in all instances by the term "about". In general, the expression is meant to encompass variations of ± 10% in some embodiments, ± 5% in some embodiments, ± 1% in some embodiments, and ± 0.5% in some embodiments, by the specified amount.
Furthermore, "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are only exemplary embodiments of the present invention, and are not intended to limit the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A driving stability analysis method of a bridge deck comprises the following steps:
modeling a predetermined bridge, and determining a model bridge;
performing a wind tunnel test on the model bridge, determining the equivalent wind speed of a travelling crane on the model bridge, and calculating a wind speed reduction coefficient and a moment reduction coefficient;
according to the method, a stress model of a concrete vehicle model under a wind environment is abstracted according to the size and the stress characteristics of the concrete vehicle model, the vehicle model is subjected to side-rolling and side-sliding analysis, and the wind speed reduction coefficient and the moment reduction coefficient are used for calculating the critical wind speed of the side-rolling and the critical wind speed of the side-sliding;
and determining the stability analysis result of the travelling crane by comparing the critical wind speed with the actual lateral wind speed of the bridge.
2. A method of analysing a bridge deck according to claim 1, wherein the model bridge is subjected to a wind tunnel test to determine the equivalent wind speed U of a vehicle on the model bridgeeAnd calculating a wind speed reduction coefficient and a moment reduction coefficient, comprising:
placing the model bridge in a wind tunnel laboratory;
selecting a curve wind barrier combined with the maintenance way railing of the model bridge;
respectively testing the bridge deck wind speed profiles of the construction state, the railing state and the wind barrier state, thereby obtaining the equivalent wind speed Ue。
3. A method of analysing a traffic stability of a bridge deck according to claim 2, wherein the roll critical wind speed U is determined0The method comprises the following steps:
according to the equivalent wind speed UeDetermining a dimensionless wind speed reduction coefficient lambda;
determining a dimensionless moment reduction coefficient gamma generated by the lateral wind;
carrying out stress analysis on the rolling critical state of the travelling crane, and determining the rolling critical wind speed U according to the wind speed reduction coefficient lambda and the dimensionless moment reduction coefficient gamma0And critical sideslip wind speed U'0。
4. A method of analysing a bridge deck according to claim 3, wherein the equivalent wind speed U iseSatisfies the formula:
Figure FDA0002291943650000011
zr is the equivalent height, u (z) is the average lateral wind speed at z height;
the wind speed reduction coefficient lambda satisfies the formula:
Figure FDA0002291943650000012
u is the side inflow velocity, r (z) U (z)/U, λ is the depreciation velocity at z height;
the dimensionless moment reduction coefficient gamma satisfies the formula:
Figure FDA0002291943650000021
5. a method for analysing the stability of a bridge deck according to claim 3, wherein the bridge deck is subjected to a force analysis of the rolling critical state, and the rolling critical wind speed U is determined from the wind speed reduction factor λ and the dimensionless moment reduction factor γ0The method comprises the following steps:
the rolling moment M of the traveling crane in the rolling critical state of the traveling craneSAnd satisfy the driving stability moment MGSatisfies the formula: mS≤MG；MSAnd MGRespectively satisfy:
Figure FDA0002291943650000022
in the formula: rho is air density, G is self weight of the vehicle, CSIs the side wind power coefficient of the traveling crane,
Figure FDA0002291943650000023
the roll moment coefficient of the traveling crane is α, the bridge deck cross slope of the model bridge is obtained, and L is the length of the traveling crane;
side-tipping critical wind speed U0Satisfies the formula:
Figure FDA0002291943650000024
6. the method for analyzing driving stability of bridge deck according to claim 3, wherein the critical wind speed U 'of sideslip is determined'0The method comprises the following steps:
carrying out stress analysis on the driving in a sideslip critical state, and determining a sideslip prevention condition;
determining the pneumatic side wind F according to the wind speed reduction coefficient lambdaSAnd aerodynamic resistance FD；
According to the bridge deck adhesion force F of the travelling cranefDetermining the aerodynamic side wind force FSAnd aerodynamic resistance FDDetermining the sideslip critical wind speed U'0。
7. A method for analysing the running stability of a bridge deck according to claim 6, wherein the conditions for preventing side-slip are those that are defined as
Figure FDA0002291943650000025
FDFor aerodynamic drag on the vehicle, FfBridge deck adhesion to a running tire, FSWThe side wind force is applied to the travelling crane;
resultant force F in lateral directionS＝FSWcosα-G sinα；
Side wind force F suffered by travelling craneSWAnd aerodynamic resistance FDRespectively satisfy:
Figure FDA0002291943650000031
ASis the lateral windward area of the vehicle, AfIs the forward windward area of the vehicle, V is the driving speed of the vehicle, CDIs the aerodynamic drag coefficient of the vehicle, Ff＝μSG cosα；
Figure FDA0002291943650000032
8. The method for analyzing the driving stability of the bridge deck according to claim 2, wherein the model bridge is subjected to a wind tunnel test through a single test section backflow type wind tunnel, the test section of the single test section backflow type wind tunnel is 24m in length, 5.4m in width, 3m in height and 0-30 m/s in wind speed range; and/or
The height of the access road railings is 1.25m, the height of the wind barrier is 3m, and the ventilation rate is 75%; and/or
And modeling the predetermined bridge through a geometric scale comparison of a predetermined model, and determining the model bridge.
9. A method of analysing the stability of a bridge deck according to claim 3, wherein the analysis of stability of the bridge deck comprises:
when U is turnedeWhen the speed is higher than Ua, the highway is closed;
when U is turnede＜Ua，U＜U0And U is less than U'0The expressway is opened, and the vehicle can safely pass;
when U is turnede＜Ua，U＞U0And U is less than U'0The expressway is open, the running has the risk of side inclination, and the running is slowed down;
when U is turnede＜Ua，Ue＜U0And U is more than U'0The expressway is open, the running has the risk of sideslip, and the running is slowed down and passes, wherein, UaThe wind speed of the closed road specified by the regulations.
10. The utility model provides a driving stability analytical equipment of bridge floor, includes:
a memory for storing executable instructions;
a processor configured to execute the executable instructions and perform the following operations:
modeling a predetermined bridge, and determining a model bridge;
performing wind tunnel test on the model bridge, and determining the equivalent wind speed U of the traveling crane on the model bridgeeSide-tipping critical wind speed U0And critical sideslip wind speed U'0；
According to the sideslip critical wind speed U'0Equivalent wind speed UeSide inflow wind speed U and side-tipping critical wind speed U0And determining the stability analysis result of the travelling crane.
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