Carbon fiber full-bridge aeroelastic model of truss girder bridge girder

Abstract

The invention relates to the technical field of bridge wind tunnel tests, and discloses a carbon fiber full-bridge aeroelastic model of a truss girder bridge girder, which comprises segments, and each segment comprises a main truss made of a carbon fiber material, a cross beam, a lower flat bracing and a transverse truss. According to the method, the main truss, the cross beam, the lower parallel connection, the transverse truss and other main components forming the main beam section are made of the carbon fiber material, so that the mass of the main beam full-bridge aeroelastic model can be more accurately matched with an actual truss beam bridge main beam under a preset scale ratio; the transverse rigidity and the torsional rigidity of the main beam single segment model are greatly improved, and local deformation of the main beam full-bridge aeroelastic model in the test process is prevented. Meanwhile, the components made of the carbon fiber materials can be connected more tightly during assembly, damping of the main beam full-bridge aeroelastic model in the test process can be greatly reduced, and accurate matching of the main beam full-bridge aeroelastic model with an actual truss girder bridge main beam in the aspects of mass, rigidity and damping is better facilitated.

Description

Technical Field

[0001] The present invention relates to the technical field of bridge wind tunnel testing, and in particular to a carbon fiber full-bridge aeroelastic model of a truss beam bridge main beam. Background Art

[0002] The contents in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0003] Currently, wind tunnel testing of full-bridge aeroelastic models is often used to verify and ensure the safety of truss girder bridges under wind-induced vibrations. The accuracy of the final test results is directly influenced by the precise matching of the full-bridge aeroelastic model (referred to as the "full-bridge aeroelastic model") with the actual truss girder in terms of stiffness, mass, and damping.

[0004] However, in known wind tunnel tests of full-bridge aeroelastic models of truss girder bridges, full-bridge aeroelastic models of the truss girder are typically constructed from PVC plastic, steel, and aluminum. This often makes it difficult to ensure that the quality and stiffness of these full-bridge aeroelastic models accurately match those of the actual truss girder at a predetermined scale. Individual segment models also suffer from significant lateral and torsional stiffness deficiencies and are prone to localized deformation. Furthermore, bonding components composed of different materials can result in excessive damping during the test, potentially compromising the safety margins of the test results. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a full-bridge aeroelastic model of a truss beam bridge main beam made of carbon fiber material, so as to at least overcome the technical problems existing in the known full-bridge aeroelastic model of a truss beam bridge main beam made of PVC plastic, steel, and aluminum.

[0006] The purpose of the present invention is achieved through the following technical solutions: The present invention discloses a carbon fiber full-bridge aeroelastic model of a truss beam bridge main beam, comprising segments, wherein the segments include: Two main trusses, the two main trusses are symmetrically arranged along the transverse direction of the bridge; A crossbeam is provided between the two main trusses; the crossbeam is connected to the upper sides of the two main trusses on both sides of the cross bridge; A lower parallel link is provided between the two main trusses and below the cross beam; the lower parallel link is connected to the lower sides of the two main trusses on both sides of the cross bridge upward; A transverse truss is provided between the two main trusses and between the cross beam and the lower parallel joint; the cross truss is connected to the two main trusses on both sides of the cross bridge in an upward direction, and is connected to the cross beam and the lower parallel joint on both sides of the cross truss in a vertical direction; Wherein, the main truss, the cross beam, the lower parallel link and the cross truss are all made of carbon fiber material.

[0007] Furthermore, there are multiple segments, and the multiple segments are arranged in sequence along the bridge direction; The main trusses of two adjacent segments on the same side of the transverse bridge upward are connected by a connecting piece, and the connecting piece is a "π"-shaped spring.

[0008] Furthermore, connecting nuts are pre-embedded on the main trusses of each segment, and connecting holes corresponding to and aligned with the connecting nuts are opened on the outside of the main trusses, and the connecting holes correspond to and fit with the fixing holes at the ends of the "π"-shaped springs.

[0009] Furthermore, the main truss includes an outer truss and an inner truss; The inner side of the outer truss is provided with an open embedded groove suitable for accommodating the connecting nut, and the connecting hole is provided on the outer side of the outer truss; The inner truss is arranged closely on the inner side of the outer truss, and the inner truss covers the opening of the embedded groove.

[0010] Furthermore, the shape of the embedded groove is adapted to the shape of the connecting nut.

[0011] Furthermore, the portion of the inner truss covering the opening of the embedded groove is provided with a through hole that corresponds one-to-one and is aligned with the connecting nut.

[0012] Furthermore, the crossbeam is provided with protrusions on both sides of the cross bridge upward; The inner sides of the two main trusses are both provided with plug-in grooves adapted to the protrusions on the crossbeam.

[0013] Furthermore, the transverse truss and the two main trusses, the transverse truss and the crossbeam, and the transverse truss and the lower parallel link are all connected by bonding.

[0014] Furthermore, the section also includes: The bridge deck is laid on the top of the cross beam; the bottom of the bridge deck is provided with a counterweight bar extending along the bridge direction.

[0015] Furthermore, the bridge deck includes a left deck and a right deck that are symmetrically arranged along the transverse direction of the bridge.

[0016] The technical solutions of the embodiments of the present invention have at least the following advantages and beneficial effects: The present invention uses carbon fiber materials to manufacture the main components of the main beam segment, such as the main truss, cross beam, lower parallel link and cross truss, and adopts methods such as bonding to bond the different components to form an integrated structure. While ensuring that the quality of the aeroelastic model of the full-bridge main beam can more accurately match the actual truss beam bridge main beam at a predetermined scale ratio, the lateral stiffness and torsional stiffness of the single-segment model of the main beam are greatly improved, preventing local deformation of the aeroelastic model of the full-bridge main beam during the test.

[0017] Furthermore, components made of carbon fiber materials allow for tighter connections during assembly, significantly reducing the damping of the full-bridge aeroelastic model during testing. This allows the model to precisely match the mass, stiffness, and damping of an actual truss bridge main beam, thereby improving the accuracy of the final test results and ensuring a safe reserve for these results. Furthermore, the full-bridge aeroelastic model disclosed in this invention offers the advantages of low cost and ease of fabrication. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A front view of a carbon fiber full-bridge aeroelastic model of a truss girder bridge main girder provided by an embodiment of the present invention; Figure 2 for Figure 1 A side view of a single segment is shown in FIG; Figure 3 for Figure 2 A magnified view of the local structure at point A; Figure 4 A schematic structural diagram of a main truss and an enlarged view of its local structure provided by an embodiment of the present invention; Figure 5 for Figure 4 A structural diagram of the main truss from another perspective and an enlarged view of its local structure are shown in FIG. Figure 6 for Figure 4 A front view of the main truss shown in FIG; Figure 7 for Figure 6 Cross-sectional view along CC direction and magnified view of its local structure; Figure 8 for Figure 1 A magnified view of the local structure at point B in the middle; Figure 9 for Figure 6 Cross-sectional view along the DD axis and an enlarged view of its local structure.

[0019] Icons: 100-segment, 200-connector, 10-main truss, 11-plug-in slot, 111-through slot, 112-blind slot, 12-connecting hole, 13-outer truss, 14-inner truss, 15-embedded slot, 16-through hole, 20-crossbeam, 21-protrusion, 30-bridge deck, 31-left deck, 32-right deck, 40-lower parallel joint, 50-cross truss, 60-counterweight bar, 70-connecting nut, 80-fastener. DETAILED DESCRIPTION

[0020] In order to make the purpose, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below in conjunction with specific implementation methods. The same figure marks in the accompanying drawings represent the same components. It should be noted that the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the described embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0021] Compared to the embodiments shown in the drawings, feasible embodiments within the scope of protection of the present invention may have fewer components, additional components not shown in the drawings, different components, differently arranged components, or differently connected components, etc. In addition, two or more components in the drawings may be implemented in a single component, or a single component shown in the drawings may be implemented as multiple separate components.

[0022] An embodiment of the present invention discloses a full-bridge aeroelastic model of a truss beam bridge main beam, in particular, a full-bridge aeroelastic model of a truss beam bridge main beam made of carbon fiber material, in the hope that the mass, stiffness and damping of the manufactured full-bridge aeroelastic model can be more accurately matched with the actual truss beam bridge main beam, thereby helping to improve the accuracy of the test results during the wind tunnel test of the full-bridge aeroelastic model and ensure the safety reserve of the test results.

[0023] For the sake of convenience, the full-bridge aeroelastic model of the main beam of the truss beam bridge disclosed in the embodiment of the present invention will be referred to as the “full-bridge aeroelastic model of the main beam” below.

[0024] Figure 1 FIG. 1 shows a front view of the aeroelastic model of the main beam full bridge disclosed in an embodiment of the present invention. Figure 1 As shown, the aeroelastic model of the main beam full bridge disclosed in the embodiment of the present invention may include a plurality of segments 100 arranged in sequence along the longitudinal direction of the bridge.

[0025] For example, the embodiment of the present invention illustrates a full-bridge main girder aeroelastic model comprising two segments 100 arranged sequentially along the longitudinal direction of the bridge. The two segments 100 are connected by a connector 200 to form an integrated full-bridge main girder aeroelastic model. Of course, in other embodiments of the present invention, the number of segments 100 may be greater, and this is not a limitation herein.

[0026] Figure 2 for Figure 1 The side view of a single segment 100 in the aeroelastic model of the main beam full bridge is shown in FIG. Figure 2 As shown, for a single segment 100 , the segment 100 may further include two main trusses 10 , a cross beam 20 , a bridge deck 30 , a lower tie 40 and a transverse truss 50 .

[0027] The two main trusses 10 are symmetrically arranged along the transverse direction of the bridge, and each main truss 10 extends longitudinally along the bridge. Furthermore, each main truss 10 is made of carbon fiber material. For example, a carbon fiber sheet can be carved into a main truss 10 with a corresponding structure, based on the actual structure of the main truss 10 in the bridge.

[0028] The crossbeam 20 is positioned between the two main trusses 10 and is connected to the upper sides of the two main trusses 10 on both sides of the bridge. Specifically, the crossbeam 20 is connected to the upper side of one main truss 10 on one side of the bridge, and to the upper side of the other main truss 10 on the other side of the bridge. The crossbeam 20 is also made of carbon fiber. For example, a crossbeam 20 with a corresponding structure can be carved from a carbon fiber sheet, depending on the actual configuration of the crossbeam 20 in a bridge.

[0029] The bridge deck 30 is laid atop the crossbeam 20 and extends longitudinally. Furthermore, the bridge deck 30 can include a left panel 31 and a right panel 32 symmetrically arranged transversely to simulate the deck of an actual bridge. Simultaneously, a counterweight bar 60 extending longitudinally can be provided at the bottom of the bridge deck 30 to simulate the U-ribs found in actual bridges and ensure that the quality of the resulting full-bridge aeroelastic model more accurately matches that of an actual truss bridge. The counterweight bar 60 can be a steel bar.

[0030] The lower parallel link 40 is positioned between the two main trusses 10 and below the crossbeam 20. It connects to the undersides of the two main trusses 10 on either side of the bridge. Specifically, the lower parallel link 40 connects to the underside of one main truss 10 on one side of the bridge, and to the underside of the other main truss 10 on the other side of the bridge. The lower parallel link 40 is also made of carbon fiber. For example, a carbon fiber sheet can be carved to create a lower parallel link 40 with a corresponding structure, depending on the actual design of the lower parallel link 40 in a bridge.

[0031] The transverse truss 50 is arranged between the two main trusses 10 and is located between the cross beam 20 and the lower parallel joint 40, wherein the cross truss 50 is connected to the two main trusses 10 on both sides of the cross bridge in an upward direction, that is, the cross truss 50 is connected to one of the main trusses 10 on one side of the cross bridge in an upward direction, and the cross truss 50 is connected to the other main truss 10 on the other side of the cross bridge in an upward direction. At the same time, the cross truss 50 is connected to the cross beam 20 and the lower parallel joint 40 on both sides in the vertical direction, that is, the upper side of the cross truss 50 is connected to the cross beam 20, and the lower side of the cross truss 50 is connected to the lower parallel joint 40. In addition, the cross truss 50 is also made of carbon fiber material. For example, according to the structure of the cross truss 50 in the actual bridge, the carbon fiber plate can be carved into a cross truss 50 with a corresponding structure by carving. For example, in an embodiment of the present invention, the cross-sectional shape of the cross truss 50 can be as follows Figure 2 The continuous "V" shape shown.

[0032] Moreover, since the main trusses 10, cross beams 20, lower parallel links 40 and transverse trusses 50 are all made of carbon fiber materials, such as carbon fiber plates, the transverse trusses 50 and the two main trusses 10, the transverse trusses 50 and the cross beams 20, and the transverse trusses 50 and the lower parallel links 40 can be connected by bonding. This not only helps to simplify the production process of the main beam full-bridge aeroelastic model, but also uses bonding to connect components made of the same material, which helps to reduce the damping of the main beam full-bridge aeroelastic model during wind tunnel tests.

[0033] It is worth noting that the main beam full-bridge aeroelastic model disclosed in the embodiment of the present invention adopts carbon fiber material to manufacture the main components of the main beam segment 100, such as the main truss 10, the cross beam 20, the lower parallel link 40 and the cross truss 50, and adopts methods such as bonding to bond different components to form an integrated structure. While ensuring that the quality of the main beam full-bridge aeroelastic model can be more accurately matched with the actual truss beam bridge main beam at a predetermined scale ratio, the lateral stiffness and torsional stiffness of the main beam single segment model are greatly improved, thereby preventing local deformation of the main beam full-bridge aeroelastic model during the test.

[0034] Furthermore, components made of carbon fiber materials allow for tighter connections during assembly, significantly reducing the damping of the full-bridge aeroelastic model during testing. This also allows the model to precisely match the mass, stiffness, and damping of an actual truss bridge main beam, thereby improving the accuracy of the final test results and ensuring a safe reserve for these results. Furthermore, the full-bridge aeroelastic model disclosed in this embodiment of the present invention offers the advantages of low cost and ease of fabrication.

[0035] Furthermore, the connection between the cross beam 20 and the two main trusses 10 can be achieved in the following manner to enhance the structural strength of the connected cross beam 20 and the two main trusses 10 .

[0036] Combine Figure 2 、 Figure 3 、 Figure 4 and Figure 7 As shown, the crossbeam 20 has protrusions 21 on both sides of the bridge, and the inner sides of the two main trusses 10 are provided with insertion grooves 11 that match the protrusions 21 on the crossbeam 20. Therefore, when assembling the crossbeam 20 between the two main trusses 10, one only needs to align the protrusions 21 on both sides of the bridge with the corresponding insertion grooves 11 on the two main trusses 10 and insert the protrusions 21 into the corresponding insertion grooves 11, which is a simple and convenient operation.

[0037] It is worth noting that the inner side mentioned in the embodiment of the present invention can be understood as the side facing the center of the main beam, and correspondingly, the outer side to be explained below can be understood as the side away from the center of the main beam.

[0038] In addition, if there are multiple segments 100 and the multiple segments 100 are sequentially arranged along the bridge direction, refer to Figure 1 and Figure 8 As shown, the main trusses 10 of two adjacent segments 100 on the same side of the transverse bridge are connected by connectors 200, thereby forming an integrated main beam full bridge aeroelastic model. Furthermore, the main trusses 10 of two adjacent segments 100 on the same side of the transverse bridge are connected by connectors 200 on both sides. Figure 1 The segments 100 are connected in the manner shown to further enhance the stability of the connection between the two adjacent segments 100 .

[0039] Among them, such as Figure 8 As shown, the connecting member 200 may be a "π"-shaped spring, one end of which is connected to the main truss 10 of one of the segments 100, and the other end of which is connected to the main truss 10 of the other segment 100. It is worth noting that the "π"-shaped spring described in the embodiment of the present invention is a connecting member 200 known in the art. Specifically, the structure of the "π"-shaped spring can refer to the "π"-shaped spring disclosed in the patent document with application number "CN201510130152.8" and entitled "Method for Simulating the Stiffness of the Main Beam of a Suspension Bridge Aeroelastic Model Using a "π"-Type Spring", and no further details will be given here.

[0040] It is understandable that using a "π"-shaped spring as a connecting member 200 between the main trusses 10 of two adjacent segments 100 facilitates better control of the stiffness of the main beam full-bridge aeroelastic model. Of course, the improvements in the embodiments of the present invention are not limited to applying the known "π"-shaped spring to the main beam full-bridge aeroelastic model disclosed in the embodiments of the present invention. Since the connection method between the "π"-shaped spring and the corresponding component is not detailed in the aforementioned patent documents, the embodiments of the present invention further improve the connection method between the "π"-shaped spring and the corresponding main truss 10 to enhance the convenience of connecting the "π"-shaped spring to the corresponding main truss 10.

[0041] Combine Figure 5 、 Figure 6 、 Figure 8 、 Figure 9 As shown, each segment 100's main truss 10 is pre-embedded with a connecting nut 70. Connecting holes 12 are defined on the outside of the main truss 10, corresponding and aligning with the connecting nuts 70. These connecting holes 12 also align and mate with the fixing holes at the ends of the "π"-shaped springs. For example, if a "π"-shaped spring has two fixing holes at its end, two connecting holes 12 will mate with a single "π"-shaped spring, and two connecting nuts 70 will be pre-embedded in the corresponding main truss 10.

[0042] Thus, when it is necessary to connect the ends of the "π"-shaped springs to the corresponding main trusses 10, first align the fixing holes of the ends of the "π"-shaped springs with the corresponding connecting holes 12 on the main trusses 10. Figure 8 The fasteners 80 such as bolts are passed through the aligned fixing holes and the connecting holes 12 until the fasteners 80 are threadedly connected with the connecting nuts 70 embedded in the main truss 10 . The operation is simple and convenient.

[0043] Furthermore, the connecting nuts 70 may be pre-embedded in the corresponding main trusses 10 in the following manner, but is not limited to the following manner.

[0044] like Figure 5 and Figure 9 As shown, the main truss 10 of each segment 100 may further include an outer truss 13 and an inner truss 14. The inner side of the outer truss 13 is provided with an open embedded groove 15 suitable for accommodating the connecting nut 70. Specifically, the embedded groove 15 extends from the inner side of the outer truss 13 toward the outer side of the outer truss 13. The connecting hole 12 is provided on the outer side of the outer truss 13 and communicates with the embedded groove 15, so that the connecting hole 12 and the connecting nut 70 in the embedded groove 15 are aligned. The inner truss 14 is arranged closely against the inner side of the outer truss 13 and covers the opening of the embedded groove 15.

[0045] Thus, when the main truss 10 is actually manufactured and the connecting nut 70 needs to be embedded in the main truss 10, the connecting nut 70 is first placed in the embedded groove 15 of the outer truss 13, and the connecting nut 70 is aligned with the connecting hole 12 on the outer side of the outer truss 13. Then, the inner truss 14 is placed on the inner side of the outer truss 13 by means of bonding, etc., so that the opening of the embedded groove 15 is covered by the inner truss 14. Figure 9 As shown, the outer side of the connecting nut 70 abuts against the side of the embedded groove 15 away from the inner truss 14 , and the inner side of the connecting nut 70 abuts against the outer side of the inner truss 14 , thereby achieving the limiting of the connecting nut 70 .

[0046] Continue to refer to Figure 9 The portion of the inner truss 14 covering the opening of the embedded groove 15 can also be provided with a through hole 16 that corresponds one-to-one and is aligned with the connecting nut 70. This is conducive to the longer fastener 80 being able to extend from the through hole 16 on the inner truss 14 after passing through the connecting nut 70, so as to avoid interference between the fastener 80 and the inner truss 14.

[0047] The shape of the embedded groove 15 can be adapted to the shape of the connecting nut 70, so that when the connecting nut 70 is placed in the embedded groove 15, the embedded groove 15 cooperates with the inner truss 14 to further enhance the limiting effect on the connecting nut 70, preventing the connecting nut 70 from loosening in the embedded groove 15. For example, the embedded groove 15 can be a rectangular groove, and the connecting nut 70 can be a regular hexagon. When the connecting nut 70 is placed in the embedded groove 15, the outer side of the connecting nut 70 abuts against the side of the embedded groove 15 away from the inner truss 14, two opposing circumferential side surfaces of the connecting nut 15 respectively contact two opposing circumferential inner walls of the embedded groove 15, and the inner side of the connecting nut 70 abuts against the outer side of the inner truss 14. In this way, a good limiting effect can be achieved for the connecting nut 70, and the design of the embedded groove 15 as a rectangular groove is convenient for processing and manufacturing of the embedded groove 15.

[0048] At the same time, the shape of the aforementioned plug-in slot 11 can be the same as the shape of the embedded slot 15. Figure 7 As shown, the plug-in slot 11 may further include a through slot 111 that passes through the inner truss 14 and a blind slot 112 located on the outer truss 13. This facilitates the simultaneous processing of the embedded slot 15 and the blind slot 112 of the plug-in slot 11 on the outer truss 13 when manufacturing the main truss 10, especially the outer truss 13.

[0049] To more clearly and intuitively understand the effective effects of the full-bridge aeroelastic model of the main girder disclosed in the embodiments of the present invention, the inventors of this invention used the main girder of a large-span truss bridge under construction as an example. Using the aeroelastic model of the full-bridge main girder disclosed in this invention as a design benchmark, they designed and fabricated an aeroelastic model of the main girder of this large-span truss bridge at a scale ratio of 1:162, and conducted wind tunnel tests on the model. The test results demonstrated that the main girder's vibration modes up to 10 were detected, with frequencies within 5% of the design values. Furthermore, the damping ratio of the entire model was lower than the specification requirement, demonstrating a high safety margin.

[0050] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A carbon fiber full-bridge aeroelastic model of a truss beam bridge main girder, comprising segments, characterized in that: The sections include: Two main trusses, the two main trusses are symmetrically arranged along the transverse direction of the bridge; A crossbeam is provided between the two main trusses; the crossbeam is connected to the upper sides of the two main trusses on both sides of the cross bridge; A lower parallel link is provided between the two main trusses and below the cross beam; the lower parallel link is connected to the lower sides of the two main trusses on both sides of the cross bridge upward; A transverse truss is provided between the two main trusses and between the cross beam and the lower parallel joint; the cross truss is connected to the two main trusses on both sides of the cross bridge in an upward direction, and is connected to the cross beam and the lower parallel joint on both sides of the cross truss in a vertical direction; Wherein, the main truss, the cross beam, the lower parallel link and the cross truss are all made of carbon fiber material.

2. The carbon fiber full-bridge aeroelastic model of the truss beam bridge main beam according to claim 1 is characterized in that: There are multiple segments, and the multiple segments are arranged in sequence along the bridge direction; The main trusses of two adjacent segments on the same side of the transverse bridge upward are connected by a connecting piece, and the connecting piece is a "π" type spring.

3. The carbon fiber full-bridge aeroelastic model of the truss beam bridge main beam according to claim 2, characterized in that: The main trusses of each segment are pre-embedded with connecting nuts, and the outer side of the main trusses is provided with connecting holes that correspond one-to-one and are aligned with the connecting nuts. The connecting holes correspond one-to-one and are adapted to the fixing holes at the ends of the "π"-shaped springs.

4. The carbon fiber full-bridge aeroelastic model of a truss girder bridge main beam according to claim 3, characterized in that: The main truss includes an outer truss and an inner truss; The inner side of the outer truss is provided with an open embedded groove suitable for accommodating the connecting nut, and the connecting hole is provided on the outer side of the outer truss; The inner truss is arranged closely on the inner side of the outer truss, and the inner truss covers the opening of the embedded groove.

5. The carbon fiber full-bridge aeroelastic model of a truss girder bridge main beam according to claim 4, characterized in that: The shape of the embedded groove is adapted to the shape of the connecting nut.

6. The carbon fiber full-bridge aeroelastic model of a truss girder bridge main beam according to claim 4, characterized in that: The portion of the inner truss covering the opening of the embedded groove is provided with through holes corresponding to and aligned with the connecting nuts one by one.

7. The carbon fiber full-bridge aeroelastic model of a truss girder bridge main beam according to claim 1, characterized in that: The crossbeam is provided with protrusions on both sides of the cross bridge; The inner sides of the two main trusses are both provided with plug-in grooves adapted to the protrusions on the crossbeam.

8. The carbon fiber full-bridge aeroelastic model of a truss girder bridge main beam according to claim 1, characterized in that: The cross truss and the two main trusses, the cross truss and the cross beam, and the cross truss and the lower parallel link are all connected by bonding.

9. The carbon fiber full-bridge aeroelastic model of a truss girder bridge main beam according to claim 1, characterized in that: The section also includes: The bridge deck is laid on the top of the cross beam; the bottom of the bridge deck is provided with a counterweight bar extending along the bridge direction.

10. The carbon fiber full-bridge aeroelastic model of a truss girder bridge main beam according to claim 9, characterized in that: The bridge deck comprises a left deck and a right deck which are symmetrically arranged along the transverse direction of the bridge.

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