Suspension bridge anti-sliding type cable saddle

Abstract

The present application relates to the technical field of bridge structure, and particularly relates to a sliding-resistant type cable saddle of a suspension bridge, aiming at solving the problem of permanent unbalanced main cable horizontal force resistance of asymmetric span suspension bridges. The cable saddle comprises a bottom plate, two groups of saddle grooves and a support body, the saddle grooves are divided into an end transition section and a middle main convex section, and the two sections are smoothly connected through a circular arc. The middle main convex sections of the two groups of saddle grooves are differentially convex, the larger one is used to form a directional lateral resistance to offset the permanent unbalanced horizontal force; the middle main convex section is provided with a wave-shaped profile with optimized parameters to increase the contact area and form mechanical engagement, thereby improving the frictional resistance. The present application realizes the sliding resistance relying on the structure body, has long-term stable performance, sufficient safety reserve, can effectively prevent the main cable from slipping, and is suitable for long-term operation of asymmetric span suspension bridges.

Description

Technical Field

[0001] This invention relates to the field of bridge structure technology, and specifically to an anti-slip cable saddle for suspension bridges. Background Technology

[0002] Long-span suspension bridges are widely used in the construction of transportation channels such as rivers and straits due to their excellent spanning capacity. As a key component placed at the top of the main tower, the cable saddle plays a core role in supporting the main cable and transmitting the vertical load and horizontal force of the main cable. The friction between the main cable and the saddle groove is the key guarantee to prevent the main cable from slipping.

[0003] In actual engineering construction, many bridges are constrained by objective conditions such as the terrain on both banks, navigation clearance, and connections to existing road networks, making it impossible to adopt a symmetrical span arrangement. This results in non-standard span suspension bridges with larger main spans on one side, inconsistent side spans, or an asymmetrical number of approach spans. Under the dead load of the completed bridge, the tension distribution of the main cable along the bridge direction is naturally unbalanced, generating a permanent unbalanced horizontal force with a fixed direction and stable amplitude at the cable saddle position at the top of the tower. This force continuously drives the main cable to slip towards the side with less force, which is the main controlling factor in the cable saddle design of asymmetrical span suspension bridges.

[0004] Currently, the mainstream cable saddles in the industry are all symmetrical structures. In contrast, the convex anti-slip cable saddle disclosed in the patent also adopts a symmetrical design with the same convexity of the two saddle slots. This type of structure can only be adapted to symmetrical bridge types where the main cable is under balanced stress. When faced with the permanent fixed unbalanced force caused by asymmetrical spans, it cannot form a directional offsetting effect. It can only rely on the basic friction between the main cable and the saddle slot to resist slippage. The anti-slip safety reserve is difficult to meet the requirements of long-term operation.

[0005] To improve the anti-slip capability of cable saddles, existing projects often use methods such as adding a galvanized layer to the contact surface to increase the coefficient of friction, or applying preload by tensioning high-strength bolts to assist in anti-slip. However, the galvanized layer is easily worn off under long-term compression and relative friction of the main cable, and the friction performance will continue to decline with the service life; high-strength bolts are prone to stress relaxation and fatigue damage under long-term high stress, and the overall structural durability and reliability cannot be guaranteed.

[0006] In summary, existing cable saddle structures and anti-slip methods are not well adapted to the usage requirements of asymmetrical span suspension bridges. Therefore, there is an urgent need to develop a new type of anti-slip cable saddle that specifically addresses the problem of permanently fixing unbalanced main cable forces. Summary of the Invention

[0007] To address the problems existing in the prior art, the present invention aims to provide an anti-slip cable saddle for suspension bridges, specifically designed to solve the anti-slip problem of permanently unbalanced horizontal forces in the main cable of asymmetric span suspension bridges. To achieve the above objective, the present invention adopts the following technical solution: A suspension bridge anti-slip cable saddle includes a base plate, two sets of saddle grooves and their supporting bodies. The base plate is fixedly installed on the top of the suspension bridge tower column. The saddle grooves are erected above the base plate and are fixed by the supporting bodies. The saddle grooves are arched away from the base plate as a whole, and the side projection of the saddle grooves is a continuous arc shape. Each saddle groove is divided into an end transition section and a middle main protrusion section along its own length direction. The end transition section and the middle main protrusion section are smoothly connected by a tangent arc. The ends of the two sets of saddle grooves are connected to each other, and the main protrusions in the middle of the two sets of saddle grooves protrude outward in a direction away from each other. The horizontal protrusion amplitude of the two main protrusions in the middle is set differently according to the direction and amplitude of the horizontal force of the permanently fixed unbalanced main cable after the completion of the asymmetrical span suspension bridge. The main protrusion in the middle of the side with a larger outward protrusion amplitude is used to form directional lateral resistance to counteract the horizontal force of the permanently unbalanced main cable caused by the inherent asymmetry of the suspension bridge's span. The groove of the central main protrusion section is designed with a continuous wavy profile along its length.

[0008] Furthermore, the wavelength of the wavy profile of the central main protrusion section is not less than 1.2 times the diameter of a single main cable wire and less than or equal to 0.8 times the nominal diameter of the entire main cable bundle, and the wave height is one-twentieth to one-tenth of the nominal diameter of the entire main cable bundle.

[0009] Furthermore, multiple sets of connecting plates are spaced apart along the length direction between the middle regions of the two sets of saddle grooves. The length of the connecting plates is adaptively adjusted according to the difference in the outward convexity of the two sets of saddle grooves, and the two ends of the connecting plates are fixedly connected to the side walls of the two sets of saddle grooves respectively.

[0010] Furthermore, the anti-skid safety factor of the cable saddle is calculated using the following formula:

[0011] In the formula, To ensure a safe anti-slip factor, Wave shape contour correction coefficient. For asymmetric structure correction coefficients, The radius of the arc projected from the side of the saddle groove. and These are the radii of the horizontal projected arcs of the two sets of saddle grooves. The coefficient of friction between the trough and the main cable wire is the basic friction coefficient. For the vertical wrap angle of the cable saddle, and The main cable tensions on both sides of the cable saddle are different.

[0012] Furthermore, the wave shape contour correction coefficient The method for determining the enhancement effect of the central wavy saddle groove profile on the main cable envelope length and lateral constraint capability is as follows: First, 3D modeling software was used to calculate the actual envelope arc length of the main cable corresponding to the wavy groove in the central main convex section. ; Then calculate the theoretical envelope arc length of a conventional circular arc groove with the same external dimensions. Calculate the arc length ratio ; Next, the geometric parameters of the wave profile, wave height, are extracted. With wavelength Calculate the wave height to wavelength ratio ; Finally, according to the fitting formula Complete the calculation; among which, and The length is obtained directly from the length measurement function of the modeling software. and These are the wave profile design parameters determined in the early stages.

[0013] Furthermore, the asymmetric structure correction coefficient The method for characterizing the anti-slip performance gain caused by the asymmetric outward convex structure of the saddle groove to counteract permanent unbalanced forces is as follows: First, the standard convexity of a single groove in a conventional symmetrical cable saddle within the industry is selected as the benchmark convexity. Calculate the difference in the outward convexity of the two sets of saddle grooves. ; Secondly, the design permanent unbalanced horizontal force at the cable saddle location is extracted using the overall finite element static model of the bridge. ; Then, by combining the compressive strength of the cast steel material of the saddle groove with the effective stress section of the sidewall, the reference horizontal bearing capacity was calculated. ; Finally, according to the formula The coefficient was calculated.

[0014] Furthermore, ,in, Design parameters for the nominal diameter of the main cable; The coefficient of friction between the trough and the main cable wire The value range is 0.18 to 0.22.

[0015] Furthermore, among them, and The determination method is as follows: First, measure the total longitudinal length of the main protrusion section in the middle of a single saddle groove. Combined with the outward convexity and Using trigonometric relationships Solve for the central angle of the horizontally projected circular arc. Combined with geometric formulas Inverse calculation obtained and , Take 1 and 2 respectively to correspond to the two sets of saddle grooves.

[0016] The present invention has at least the following beneficial effects: This invention specifically addresses the core challenges of asymmetric span suspension bridges by achieving directional countermeasures against the permanent unbalanced horizontal forces on the main cable. Existing traditional symmetrical cable saddles cannot cope with the fixed unbalanced horizontal forces generated by asymmetric bridge spans, relying solely on the basic friction between the main cable and the saddle grooves to resist slippage, resulting in a significant deficiency in anti-slip capability. This new cable saddle designs the central main convex section of both sets of saddle grooves as a differentiated outward-convex structure. The outward convex amplitude on both sides is adjusted according to the direction and magnitude of the unbalanced horizontal forces on the main cable. The side with the larger outward convex amplitude forms a directional lateral resistance, directly counteracting the permanent unbalanced forces caused by span asymmetry. This reduces the risk of main cable slippage from the source of stress and precisely adapts to the operating conditions of non-standard span suspension bridges.

[0017] In this invention, the continuous wavy profile of the central main protrusion section can doubly enhance anti-slip capability while effectively protecting the main cable structure. Compared with conventional smooth circular arc saddle grooves, the wavy groove significantly increases the actual contact area between the main cable and the saddle groove, as well as the envelope length of the main cable. The mechanical interlocking effect formed by the concave and convex structure further strengthens the frictional resistance and lateral restraint between the two.

[0018] The method for calculating the anti-slip safety factor in this invention is based on the classic anti-slip theory of suspension bridge cable saddles. It combines the special structure of this invention to introduce wave-shaped contour correction coefficients and asymmetric structure correction coefficients. At the same time, it integrates multiple key parameters such as the radius of the saddle groove arc, the vertical wrap angle, and the cable force of the main cables on both sides to fully quantify the anti-slip gain brought by the wave groove and the asymmetric convex structure. Attached Figure Description

[0019] Fig. 1 This is a top view of the overall structure of the present invention; Fig. 2 This is a side view of the structure of the present invention; Fig. 3 This is a schematic diagram of the end structure of the present invention.

[0020] The reference numerals in the attached drawings are as follows: 100, base plate; 200, saddle groove; 210, main support body; 220, end transition section; 230, central main protrusion section; 300, connecting plate. Detailed Implementation

[0021] The present invention will be further described below with reference to specific embodiments and accompanying drawings.

[0022] Figs. 1 to 3 An anti-slip cable saddle for suspension bridges is presented. The cable saddle is composed of a base plate 100, two sets of saddle grooves 200 and their supporting body 210, and multiple sets of connecting plates 300. The saddle grooves 200 and their supporting body 210 can be integrally cast or welded from cast steel to ensure the integrity of the structure and the reliability of its stress.

[0023] The base plate 100, serving as the load-bearing foundation for the entire cable saddle, is fixed to a pre-embedded steel plate at the top of the suspension bridge tower using pre-embedded high-strength bolts. Its planar dimensions are larger than the overall projected dimensions of the two sets of saddle slots, enabling it to evenly distribute the vertical and horizontal loads transmitted by the main cable to the bridge tower, preventing localized stress concentration at the top of the tower. The saddle slot 200 is erected above the base plate 100 and fixed using its supporting body 210. The supporting body 210 employs stiffening ribs distributed between the bottom of the saddle slot 200 and the base plate 100, further enhancing the vertical load-bearing capacity and deformation resistance of the saddle slot. The saddle slot 200 arches away from the base plate 100, with a continuous arc shape in its side projection. This arc shape perfectly matches the vertical bending trajectory of the main cable at the top of the tower, ensuring the main cable passes smoothly through the cable saddle and preventing additional stress and fatigue damage to the main cable wires due to localized bending.

[0024] Each saddle groove 200 is divided into an end transition section 220 and a central main protrusion section 230 along its length. The end transition section 220 and the central main protrusion section 230 are smoothly connected by a tangent circular arc to avoid sharp corners or abrupt changes in cross-section. The groove cross-section of the end transition section 220 maintains the same circular arc shape as a conventional cable saddle. Its function is to guide the main cable to smoothly transition from the straight section on the bridge span side to the curved section of the central main protrusion section 230, while dispersing the initial stress when the main cable enters the saddle groove 200 to prevent shear failure of the main cable wires at the cross-section change.

[0025] The central main protrusion section 230 is the core anti-slip functional section of the cable saddle. The ends of the two sets of saddle grooves 220 are connected to form a whole. The central main protrusion sections 230 of the two sets of saddle grooves 200 protrude outward in a direction away from each other. The horizontal outward protrusion amplitude of the two central main protrusion sections 230 is set differently according to the direction and amplitude of the horizontal force of the permanently fixed unbalanced main cable after the completion of the asymmetrical span suspension bridge. The central main protrusion section 230 on the side with a larger outward protrusion amplitude corresponds to the bridge span side with greater main cable tension. When the main cable passes through the outward protrusion saddle groove on this side, it will generate a lateral component force opposite to the direction of the unbalanced horizontal force. This component force, as a directional lateral resistance force, can directly offset the permanent unbalanced main cable horizontal force generated by the inherent asymmetry of the suspension bridge's span, fundamentally solving the problem that conventional symmetrical cable saddles cannot cope with directional unbalanced forces.

[0026] The groove of the central main protrusion section 230 is designed with a continuous wavy profile along its length. The wavelength of this wavy profile is not less than 1.2 times the diameter of a single main cable wire and less than or equal to 0.8 times the nominal diameter of the entire main cable bundle. The wave height is between one-twentieth and one-tenth of the nominal diameter of the entire main cable bundle. These parameter ranges have been verified. The lower wavelength limit prevents the wavy groove from cutting and damaging the main cable wires, while the upper wavelength limit ensures that the groove can effectively mechanically engage the entire main cable bundle. The lower wave height limit ensures a significant friction-enhancing effect, while the upper wave height limit prevents excessive bending of the main cable wires, thus avoiding excessive additional bending stress.

[0027] The core function of the wavy profile is to increase the actual contact area and envelope length between the main cable and the saddle groove. At the same time, the concave and convex structure forms a mechanical interlocking effect, which significantly improves the lateral constraint and frictional resistance between the main cable and the saddle groove, making up for the shortcomings of conventional smooth arc grooves that rely solely on basic friction for anti-slip.

[0028] Multiple connecting plates 300 are spaced along the length of the two sets of saddle grooves 200 in the middle region. The length of the connecting plates 300 is adaptively adjusted according to the difference in the outward convexity of the two sets of saddle grooves 200. The two ends of the connecting plates 300 are fixedly connected to the sidewalls of the two sets of saddle grooves 200 by welding. The connecting plates 300 can connect the two independent sets of saddle grooves 200 into a whole load-bearing structure, which can significantly improve the overall stiffness and torsional performance of the cable saddle. At the same time, it can evenly transfer the lateral resistance of the saddle groove with the larger outward convexity to the other saddle groove, avoiding deformation or displacement of a single set of saddle grooves due to concentrated force, and ensuring that the two sets of saddle grooves 200 can work together to bear the various loads of the main cable. The spaced arrangement of the connecting plates can also reduce the overall self-weight of the cable saddle, and facilitate the inspection and maintenance of the inside of the saddle grooves during construction.

[0029] The anti-slip safety factor of this cable saddle is calculated using a special formula derived from the structural characteristics of this invention. The formula is based on the classic anti-slip theory of suspension bridge cable saddles, and introduces a wave-shaped profile correction coefficient and an asymmetric structure correction coefficient. It also considers the influence of vertical wrap angle, arc radius and main cable force, which can accurately reflect the actual anti-slip performance of the cable saddle of this invention. The specific calculation method is as follows:

[0030] In the formula, To ensure a safe anti-slip factor, Wave shape contour correction coefficient. For asymmetric structure correction coefficients, The radius of the arc projected from the side of the saddle groove. and These are the radii of the horizontal projected arcs of the two sets of saddle grooves. The coefficient of friction between the trough and the main cable wire is the basic friction coefficient. For the vertical wrap angle of the cable saddle, and The main cable tensions on both sides of the cable saddle are different.

[0031] in, ,in, Design parameters for the nominal diameter of the main cable; coefficient of friction between the trough and the main cable wires. The value range is 0.18 to 0.22.

[0032] The following section, based on specific engineering parameters, provides a complete calculation of the anti-slip safety factor for the cable saddle in this embodiment. This embodiment corresponds to an asymmetric span suspension bridge with a main cable nominal diameter D of 0.7m and a single main cable wire diameter d = 5.2mm. The design selects the radius of the projected arc of the saddle groove side. The length is 7m, the coefficient of friction T0 between the trough and the main cable wire is 0.21, and the vertical wrap angle of the cable saddle is... The angle is 15°, which is approximately 0.2618 rad. The cable tensions on both sides of the saddle are T1 (55000 KN) and T2 (48000 KN). The standard outward convexity of a single groove in the symmetrical saddle is S0 (0.25 m). In this embodiment, the outward convexity of the two sets of saddle grooves are S1 (0.45 m) and S2 (0.2 m). The design permanent unbalanced horizontal force F... s The bearing capacity is 7000 kN. Through material mechanics calculations, the baseline horizontal bearing capacity F0 is determined to be 14000 kN. The total longitudinal length of the main protrusion section in the middle of a single saddle groove is... L The design parameters for the wavy profile are wave height and wavelength, with a length of 5.5m. and They are 0.05m and 0.55m respectively.

[0033] First, calculate the wave shape contour correction coefficient. This coefficient characterizes the effect of the central wavy saddle groove profile on the main cable's envelope length and lateral constraint capability. The actual envelope arc length of the main cable corresponding to the wavy groove in the central main convex section was calculated using 3D modeling software. The length is 5.7m. Further calculations are made of the theoretical envelope arc length of a conventional circular arc groove with the same external dimensions. The arc length is 5.5m, resulting in an arc length ratio of approximately 1.036. Extracting the geometric parameters of the wave profile, the calculated wave height-to-wavelength ratio is approximately 0.0909. Substituting these values ​​into the fitting formula yields... It is approximately 1.243.

[0034] Next, the asymmetric structure correction coefficients are calculated. This coefficient characterizes the anti-slip performance gain brought about by the asymmetric outward convex structure of the saddle groove counteracting the permanent unbalanced force. First, the difference in the outward convexity amplitude between the two sets of saddle grooves is calculated. Then substitute into the formula ,get It is 1.5.

[0035] Then calculate the horizontal projection radius of the two sets of saddle grooves. Measure the total longitudinal length of the main protrusion section in the middle of a single saddle groove. Combined with the outward convexity Using trigonometric relationships Solve for the central angle of the horizontally projected circular arc. Combined with geometric formulas Inverse calculation obtained and They are 8.62m and 19.01m respectively. Take 1 and 2 respectively to correspond to the two sets of saddle grooves.

[0036] Finally, substituting all parameters into the general formula for the anti-skid safety factor, we obtain the final anti-skid safety factor. The value is approximately 7.36, which is much higher than the industry standard requirement of 2.0 for the anti-skid safety factor, indicating that the cable saddle in this embodiment has sufficient anti-skid safety reserve.

[0037] The overall working process of the cable saddle of this invention is as follows: Under the dead load of the completed suspension bridge, the main cable is laid and anchored in two sets of saddle grooves. The end transition section 220 guides the main cable smoothly into the central main protrusion section 230, ensuring that the main cable is subjected to continuous force without abrupt changes. The differentiated outward protrusion of the central main protrusion section in the two sets of saddle grooves 200 causes the main cable to bend laterally. The side wall of the saddle groove with a larger outward protrusion exerts a directional lateral resistance force on the main cable in the opposite direction to the permanent unbalanced horizontal force, offsetting most of the inherent unbalanced force. The remaining small force difference is borne by the friction between the main cable and the saddle groove.

[0038] The wavy profile of the central main convex section 230 significantly increases the base friction resistance by increasing the contact area and mechanical interlocking, while also enhancing the lateral restraint on the main cable to prevent lateral slippage. The connecting plate between the two sets of saddle grooves 200 evenly transmits the force on both sides, making the entire cable saddle a cohesive whole that avoids local structural overload deformation.

[0039] The various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0040] The terms "upper," "lower," "outer," "inner," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish relative positional relationships and are not necessarily qualitative. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion.

[0041] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A suspension bridge anti-slip cable saddle, comprising a base plate, two sets of saddle grooves and their supporting bodies, wherein the base plate is fixedly installed on the top of the suspension bridge tower, the saddle grooves are erected above the base plate and fixedly arranged by the supporting bodies, and the saddle grooves are arched in a direction away from the base plate, and the side projection of the saddle grooves is a continuous arc shape; characterized in that: Each saddle groove is divided into an end transition section and a middle main protrusion section along its own length direction. The end transition section and the middle main protrusion section are smoothly connected by a tangent arc. The ends of the two sets of saddle grooves are connected to each other, and the main protrusions in the middle of the two sets of saddle grooves protrude outward in a direction away from each other. The horizontal protrusion amplitude of the two main protrusions in the middle is set differently according to the direction and amplitude of the horizontal force of the permanently fixed unbalanced main cable after the completion of the asymmetrical span suspension bridge. The main protrusion in the middle of the side with a larger outward protrusion amplitude is used to form directional lateral resistance to counteract the horizontal force of the permanently unbalanced main cable caused by the inherent asymmetry of the suspension bridge's span. The groove of the central main protrusion section is designed with a continuous wavy profile along its length.

2. The anti-slip cable saddle for suspension bridges as described in claim 1, characterized in that: The wavelength of the wavy profile of the central main protrusion section is not less than 1.2 times the diameter of a single main cable wire and less than or equal to 0.8 times the nominal diameter of the entire main cable bundle. The wave height is one-twentieth to one-tenth of the nominal diameter of the entire main cable bundle.

3. The anti-slip cable saddle for suspension bridges as described in claim 1, characterized in that: Multiple sets of connecting plates are spaced apart along the length between the middle regions of the two sets of saddle grooves. The length of the connecting plates is adaptively adjusted according to the difference in the outward convexity of the two sets of saddle grooves. The two ends of the connecting plates are fixedly connected to the side walls of the two sets of saddle grooves, respectively.

4. The anti-slip cable saddle for suspension bridges as described in claim 1, characterized in that: The anti-skid safety factor of the cable saddle is calculated using the following formula: ； In the formula, To ensure a safe anti-slip factor, Wave shape contour correction coefficient. For asymmetric structure correction coefficients, The radius of the arc projected from the side of the saddle groove. and These are the radii of the horizontal projected arcs of the two sets of saddle grooves. The coefficient of friction between the trough and the main cable wire is the basic friction coefficient. For the vertical wrap angle of the cable saddle, and The main cable tensions on both sides of the cable saddle are different.

5. The anti-slip cable saddle for suspension bridges as described in claim 4, characterized in that: in, Wave shape contour correction factor The method for determining the enhancement effect of the central wavy saddle groove profile on the main cable envelope length and lateral constraint capability is as follows: First, 3D modeling software was used to calculate the actual envelope arc length of the main cable corresponding to the wavy groove in the central main convex section. ; Then calculate the theoretical envelope arc length of a conventional circular arc groove with the same external dimensions. Calculate the arc length ratio ; Next, the geometric parameters of the wave profile, wave height, are extracted. With wavelength Calculate the wave height to wavelength ratio ; Finally, according to the fitting formula Complete the calculation; among which, and The length is obtained directly from the length measurement function of the modeling software. and These are the wave profile design parameters determined in the early stages.

6. The anti-slip cable saddle for suspension bridges as described in claim 4, characterized in that: in, Asymmetric structure correction coefficient The method for characterizing the anti-slip performance gain caused by the asymmetric outward convex structure of the saddle groove to counteract permanent unbalanced forces is as follows: First, the standard convexity of a single groove in a conventional symmetrical cable saddle within the industry is selected as the benchmark convexity. Calculate the difference in the outward convexity of the two sets of saddle grooves. ; Secondly, the design permanent unbalanced horizontal force at the cable saddle location is extracted using the overall finite element static model of the bridge. ; Then, by combining the compressive strength of the cast steel material of the saddle groove with the effective stress section of the sidewall, the reference horizontal bearing capacity was calculated. ; Finally, according to the formula The coefficient was calculated.

7. The anti-slip cable saddle for suspension bridges as described in claim 4, characterized in that: ,in, Design parameters for the nominal diameter of the main cable; The coefficient of friction between the trough and the main cable wire The value range is 0.18 to 0.

22.

8. The anti-slip cable saddle for suspension bridges as described in any one of claims 4 to 7, characterized in that: wherein, and The determination method is as follows: First, measure the total longitudinal length of the main protrusion section in the middle of a single saddle groove. Combined with the outward convexity and Using trigonometric relationships Solve for the central angle of the horizontally projected circular arc. Combined with geometric formulas Inverse calculation obtained and , Take 1 and 2 respectively to correspond to the two sets of saddle grooves.

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