A double-webbed I-steel bridge with vortex suppression structure

Abstract

This invention discloses a double-sided H-beam bridge with a vortex-induced vibration suppression structure, comprising: a main beam; and H-beam bodies, with H-beam bodies provided on both sides of the main beam along its length. Each H-beam body includes a web, an upper flange, and a lower flange. One end of the upper flange is connected to the top of the web, and the other end is connected to the main beam. The lower flange is connected to the bottom of the web. Multiple through holes are arranged on the web along the length of the main beam, with each through hole on two H-beam bodies corresponding to the other, and the central axes of the corresponding two through holes are on the same straight line. Compared to existing technologies, this application, by altering the aerodynamic shape of the main beam cross-section, disrupts the shedding of regular vortices, thereby ultimately suppressing or weakening harmful vortex-induced vibration. Furthermore, the web openings, as part of the main structure, offer better integrity and durability, while significantly reducing construction complexity and engineering application costs.

Description

Technical Field

[0001] This invention relates to the field of bridge engineering technology, and in particular to a double-sided I-beam bridge with a vortex-induced vibration suppression structure. Background Technology

[0002] Double-sided H-beam bridges exhibit typical bluff body aerodynamic characteristics due to their open cross-sections. When air flows through the main girder section, flow separation occurs at the upper and lower edges on the windward side. After passing the lower flange of the upstream main girder, a complex flow field forms in the space enclosed by the bridge deck and the downstream main girder. Simultaneously, flow separation may occur again at the trailing edge of the bridge deck and the lower flange of the downstream main girder, resulting in even more complex flow separation. The complex flow separation phenomena and unsteady vortex systems in the flow field around double-sided H-beam bridges make this type of cross-section prone to periodic vortex shedding, leading to significant vortex-induced resonance problems and a high risk of large-amplitude vortex-induced vibrations. This negatively impacts the normal use and safety of the bridge. Therefore, solving the vortex-induced vibration problem of double-sided H-beam bridge cross-sections is crucial for promoting their widespread application and development in practical engineering.

[0003] There are three main methods for suppressing vortex-induced vibration in bridges: structural measures, mechanical measures, and aerodynamic measures. Aerodynamic measures optimize the aerodynamic shape of the main girder cross-section. The main idea is to change the original aerodynamic shape of the cross-section, thereby altering the flow field characteristics of the main girder and fundamentally improving its aerodynamic stability to suppress vortex-induced resonance. However, existing aerodynamic optimization measures are structurally complex and difficult to implement in practice. Summary of the Invention

[0004] The purpose of this invention is to provide a double-sided H-beam bridge with a vortex-induced vibration suppression structure to solve one or more technical problems existing in the prior art, and at least provide a beneficial option or create conditions.

[0005] The solution to the technical problem of this invention is: A double-sided H-beam bridge with a vortex-induced vibration suppression structure includes: Main beam; The main beam has I-beam bodies on both sides along its length. Each I-beam body includes a web, an upper flange, and a lower flange. One end of the upper flange is connected to the top of the web, and the other end is connected to the main beam. The lower flange is connected to the bottom of the web. The web has multiple through holes arranged along the length of the main beam. The through holes on two I-beam bodies correspond one-to-one, and the central axes of the two corresponding through holes are on the same straight line.

[0006] This technical solution has at least the following beneficial effects: By opening through holes in the web, the essence is to disrupt the regular vortex shedding by changing the aerodynamic shape of the main beam cross-section, thereby ultimately suppressing or weakening harmful vortex-induced vibration. Compared with vibration reduction measures that improve the aerodynamic shape by installing additional aerodynamic measures, opening holes in the web, as part of the main structure, has better integrity and durability, while greatly reducing the complexity of construction and reducing the cost of engineering application to a certain extent.

[0007] As a further improvement to the above technical solution, the cross-sectional shape of the through hole is circular, and the diameter of the through hole is D. The distance between two adjacent through holes on the same I-beam body is not less than 3D.

[0008] As a further improvement to the above technical solution, in the same I-beam body, the distance between the through hole at the end and the side of the I-beam body is not less than 1 / 2D.

[0009] As a further improvement to the above technical solution, multiple ribs are arranged along the height direction on the I-beam, and the ribs extend along the length direction of the main beam. The through holes of the same I-beam body are all located on one side of the ribs.

[0010] As a further improvement to the above technical solution, the through hole of the same I-beam body is located between the uppermost rib and the upper flange.

[0011] As a further improvement to the above technical solution, the distance between the through hole and the two adjacent ribs is 1 / 2D.

[0012] As a further improvement to the above technical solution, the spacing between two adjacent ribs on the same I-beam body is 2D.

[0013] As a further improvement to the above technical solution, a first reinforcing plate is provided on the side of each web plate near the other web plate, and a first ventilation hole is provided on the first reinforcing plate, the first ventilation hole being located at the position corresponding to the through hole.

[0014] As a further improvement to the above technical solution, a second reinforcing plate is provided on the side of the web away from the other web. The second reinforcing plate has a second ventilation hole corresponding to the through hole position. The second ventilation hole corresponds to the first ventilation hole. A connecting member is provided between the first reinforcing plate and the second reinforcing plate in the web.

[0015] As a further improvement to the above technical solution, the first reinforcing plate is provided with a plurality of connecting rods, which are connected to the first reinforcing plate and arranged circumferentially along the outer periphery of the first ventilation hole. The end of the connecting rod away from the first reinforcing plate is connected to the main beam. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly explained below. Obviously, the described drawings are only a part of the embodiments of the present invention, and not all of them. Those skilled in the art can obtain other design schemes and drawings based on these drawings without creative effort.

[0017] Figure 1 This is a schematic cross-sectional view of the overall bridge structure of the present invention; Figure 2 yes Figure 1 Enlarged view of A in the middle; Figure 3 This is a side view of the I-beam body and the first reinforcing plate of the present invention; Figure 4 This is a schematic diagram showing the positions of the through holes and ribs on the I-beam body of the present invention; Figure 5 This is a graph showing the relationship between wind speed and vertical amplitude of a bridge under a traditional structure when subjected to external wind forces. Figure 6 This is a graph showing the relationship between wind speed and torsional amplitude of a bridge under a traditional structure when subjected to external wind forces. Figure 7 This is a graph showing the relationship between wind speed and vertical amplitude of the bridge when subjected to external wind forces after adopting this scheme; Figure 8 This is a graph showing the relationship between wind speed and the bridge's torsional amplitude when subjected to external wind forces after adopting this scheme.

[0018] Attached icon number 1. Main beam; 2. I-beam body; 21. Web plate; 22. Upper flange plate; 23. Lower flange plate; 24. Through hole; 3. Rib plate; 4. First reinforcing plate; 41. First ventilation hole; 5. Second reinforcing plate; 6. Connector; 7. Connecting rod. Detailed Implementation

[0019] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0020] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0021] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0022] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0023] See attached document Figure 1-4 A double-sided I-beam bridge with a vortex-induced vibration suppression structure is proposed. The core of this structure is to break the periodic vortex shedding pattern by opening corresponding through holes 24 in the web plate 21 of the I-beam body 2. This suppresses vortex-induced resonance from the root, while taking into account structural strength and ease of construction. It is applicable to various double-sided I-beam bridge projects such as highways and railways, and solves the problems of complex structure and difficult implementation of existing aerodynamic optimization measures.

[0024] The main body of the bridge consists of a main girder 1 and I-beam bodies 2. The main girder 1 is a box girder or I-beam cross-section structure and serves as the core load-bearing component of the bridge. Its length is designed according to the span requirements, and it is made of high-strength alloy steel to ensure overall load-bearing capacity. I-beam bodies 2 are symmetrically arranged at the bottom of both sides of the main girder 1 along its length. The two I-beam bodies 2 and the main girder 1 together form a stable load-bearing system, significantly improving the overall stiffness and deformation resistance of the bridge.

[0025] The I-beam body 2 includes a web 21, an upper flange 22, and a lower flange 23, all of which are integrally formed using high-strength steel and welding processes, ensuring the robustness and strength of the structural connection. One end of the upper flange 22 is fixedly welded to the top of the web 21, and the other end is fixed to the bottom of the main beam 1 by bolts to embedded steel, achieving a reliable connection between the I-beam body 2 and the main beam 1. The lower flange 23 is horizontally welded to the bottom of the web 21, effectively increasing the bottom support area of ​​the I-beam body 2, improving the structure's anti-overturning capacity, and ensuring the stability of the bridge under stress.

[0026] Multiple through holes 24 are evenly arranged along the length of the main beam 1 in the web plate 21. The through holes 24 penetrate both side walls of the web plate 21, and the central axis of the through holes 24 extends along the width of the main beam 1. The through holes 24 on the two I-beam bodies 2 correspond one-to-one, and the central axes of the corresponding two through holes 24 are located on the same straight line, forming an airflow channel that runs through the two I-beam bodies 2. When air flows across the bridge, some airflow can pass through the through holes 24 through the web plate 21, reducing the pressure difference between the windward and leeward sides of the web plate 21, breaking the complex flow field originally formed on the outside of the web plate 21, disrupting the backflow zone between the upstream and downstream web plates 21, interfering with the generation and shedding rhythm of periodic vortices, and suppressing the occurrence of vortex-induced resonance. At the same time, the reverse force generated when the airflow passes through the through holes 24 can further offset some of the vortex vibration energy and improve the suppression effect.

[0027] For steel structures, openings are typical stress concentration areas. Under alternating stress caused by vehicles, trains, and wind loads, these areas are potential sources of fatigue cracks. Therefore, for better structural considerations, the cross-sectional shape of the through hole 24 is set to be circular, which results in lower stress concentration than other opening shapes and is more conducive to maintaining the load-bearing capacity of the beam.

[0028] Furthermore, assuming the diameter of the through hole 24 is D, the distance between two adjacent through holes 24 on the same I-beam body 2 is not less than 3D. This design ensures that the airflow interference of each through hole 24 does not overlap, and also avoids the reduction of the structural strength of the web 21 due to excessively small spacing. The distance between the through hole 24 at the end and the side of the I-beam body 2 is not less than 1 / 2D, which can effectively prevent edge stress concentration, ensure the stability of the edge structure of the web 21, and extend the service life.

[0029] Multiple ribs 3 are evenly arranged along the height direction on the I-beam body 2. The ribs 3 are rectangular steel plates that extend along the length direction of the main beam 1 and are located on the side of the web 21 away from the other I-beam body 2. The ribs 3 are fixed to the web 21 by welding, which enhances the rigidity of the I-beam body 2, disperses the force on the web 21, and prevents the web 21 from having insufficient local strength due to the opening of the through hole 24.

[0030] The through holes 24 of the same I-beam body 2 are all located on one side of the rib plate 3, specifically between the uppermost rib plate 3 and the upper flange 22. Because the upper flange plate 22 is close to the main beam 1, the through holes 24 are placed between the upper flange plate 22 and the rib plate 3 closest to the upper flange plate 22, so that the web plate 21 at the through hole 24 can maintain structural stability under the action of the upper main beam 1 and the side rib plate 3.

[0031] The distance between the through hole 24 and the two adjacent ribs 3 is 1 / 2D, which ensures the structural strength between the through hole 24 and the ribs 3, and avoids the ribs 3 from blocking the airflow channel of the through hole 24, thus ensuring smooth airflow. The distance between the two adjacent ribs 3 on the same I-beam body 2 is 2D, which ensures that the strengthening effect of the ribs 3 is evenly distributed, while reserving sufficient space for the reasonable arrangement of the through holes 24, so as to realize the coordinated design of aerodynamic optimization and structural strengthening.

[0032] Each web 21 has a first reinforcing plate 4 on one side near the other web 21. The first reinforcing plate 4 is a rectangular steel plate that fits against the web 21 and is made of the same material as the web 21. It is fixed to the web 21 by welding and is used to compensate for the local strength loss of the web 21 after the through hole 24 is opened, ensuring that the overall load-bearing capacity of the web 21 is not affected. A first ventilation hole 41 is opened on the first reinforcing plate 4 at the position corresponding to the through hole 24. The diameter of the first ventilation hole 41 is the same as that of the through hole 24 and the central axis is coincident, ensuring that the airflow can pass smoothly without affecting the vortex-induced vibration suppression effect. At the same time, the first reinforcing plate 4 can also reinforce the opening of the through hole 24 to prevent the opening from deforming due to airflow impact or stress concentration.

[0033] In other embodiments, a second reinforcing plate 5 is provided on the side of the web 21 away from the other web 21. The second reinforcing plate 5 is also fixed to the web 21 by welding, forming a double-sided clamping and reinforcing structure for the web 21 together with the first reinforcing plate 4. This further enhances the structural strength and deformation resistance of the web 21, ensuring that the bridge is not prone to structural damage during long-term use. A second ventilation hole is provided on the second reinforcing plate 5 at the position corresponding to the through hole 24. The second ventilation hole corresponds to the first ventilation hole 41, and the central axes of the three coincide, ensuring unobstructed airflow and not affecting the aerodynamic optimization effect.

[0034] A connector 6 is provided between the first reinforcing plate 4 and the second reinforcing plate 5 in the web plate 21. The connector 6 is a connecting bolt. The central axis of the first reinforcing plate 4 at the first ventilation hole 41 and the central axis of the second reinforcing plate 5 at the second ventilation hole coincide with the central axis of the through hole 24. The cross-sectional area and shape of the first ventilation hole 41 and the second ventilation hole are consistent. The cross-sectional area of ​​the first ventilation hole 41 and the second ventilation hole is smaller than the cross-sectional area of ​​the through hole 24, so that the first reinforcing plate 4 and the second reinforcing plate 5 form a connecting part at the through hole 24. The connecting bolt passes through the connecting part of the second reinforcing plate 5 and the connecting part of the first reinforcing plate 4 in sequence and is locked with a nut to firmly connect the three into one. This significantly improves the stability and synergistic stress performance of the reinforcing structure. There is no need to open holes in the web plate 21. The connection strength between the first reinforcing plate 4 and the second reinforcing plate 5 and the web plate 21 is improved by clamping and welding the web plate 21 with the first reinforcing plate 4 and the second reinforcing plate 5.

[0035] Multiple connecting rods 7 are also provided on the first reinforcing plate 4. The connecting rods 7 are cylindrical steel rods made of high-strength alloy steel and are evenly arranged circumferentially along the outer periphery of the first ventilation hole 41. One end of each rod is fixedly connected to the first reinforcing plate 4 by welding, and the other end is fixedly connected to the main beam 1 by pre-embedding steel plates. The connecting rods 7 can further transfer the force of the I-beam body 2 to the main beam 1, realizing the distributed transmission of force. At the same time, they enhance the connection stability between the first reinforcing plate 4 and the main beam 1, improve the overall structural performance of coordinated stress, and ensure that the components of the bridge are subjected to uniform stress when bearing loads.

[0036] The working principle of this double-sided H-beam bridge with vortex-induced vibration suppression structure is as follows: When air flows across the bridge, vortices periodically detach from the outer side of the web 21 of a traditional double-sided H-beam bridge. The periodic excitation force generated by these vortices can induce vortex-induced resonance in the bridge. However, this bridge, by opening corresponding through holes 24 on the web 21 of the H-beam bodies 2 on both sides, allows some airflow to pass through the through holes 24 to form a through flow, breaking the originally stable flow field structure, interfering with the generation and detachment rhythm of vortices, reducing the periodicity and intensity of vortex detachment, thereby suppressing vortex-induced vibration at its source. At the same time, by rationally designing the spacing and position of the through holes 24 and setting up reinforcing structures such as reinforcing plates, ribs 3, and connecting rods 7, the bridge is ensured to maintain sufficient structural strength and stiffness while possessing vortex-induced vibration suppression capabilities, meeting the requirements of various loads.

[0037] Reference Figure 5 and Figure 6 Under traditional design, after simulation experiments, the vertical vortex-induced vibration amplitude of the original cross-section of the double-sided I-beam main girder 1 was measured. The extreme values ​​of the vertical amplitude of the double-sided I-beam main girder 1, after being converted to the actual bridge, reached 231.6 mm, 258.5 mm, and 349 mm at wind attack angles of -3°, 0°, and 3°, respectively, all far exceeding the standard limits. Figure 5 The torsional vortex-induced vibration amplitude of the original cross-section of the double-sided I-beam main girder 1 on the actual bridge shows that although the torsional amplitude of the original design main girder 1 cross-section is within the limit of the specification under various wind attack angles, there is an obvious vortex-induced vibration range, and the vortex-induced vibration amplitude fluctuates to some extent with the increase of wind speed.

[0038] Under the same test conditions, the segmental model was subjected to vortex-induced vibration tests using the web 21 opening scheme described in this application, with reference to... Figure 7 and Figure 8 The images show the vertical and torsional vortex-induced vibration amplitudes of a real bridge at section 1 of the double-sided I-beam main girder with a 21-hole web design. Figure 5 , Figure 6The comparison shows that within the test wind speed, the double-sided H-beam main beam 1 with 21 openings in the web plate basically achieved the effect of suppressing vertical and torsional vortex-induced vibration at various wind attack angles. Compared with the original design main beam 1, the amplitude variation curve with wind speed tends to be flatter, effectively reducing the vortex-induced vibration amplitude of the main beam 1, indicating that the vortex-induced vibration performance of the double-sided H-beam main beam 1 with 21 openings in the web plate has been significantly improved.

[0039] Through the above structural design, this bridge does not require a complex aerodynamic optimization structure. It can achieve efficient vortex-induced vibration suppression simply by opening through holes 24 in the web plate 21. The construction process is simple, the cost is low, and it is easy to promote and apply on a large scale. Wind tunnel tests have verified that this structure can reduce the amplitude of vortex-induced vibration of the bridge and increase the critical wind speed for vortex-induced vibration, effectively ensuring the normal use and safety of the bridge. At the same time, the scientific setting of the reinforcement structure ensures that the load-bearing capacity of the bridge is no less than that of traditional structures. It is suitable for double-sided I-beam bridges of various spans and has broad engineering application prospects.

[0040] The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A double-sided H-beam bridge with a vortex-induced vibration suppression structure, characterized in that, include: Main beam; The main beam has I-beam bodies on both sides along its length. Each I-beam body includes a web, an upper flange, and a lower flange. One end of the upper flange is connected to the top of the web, and the other end is connected to the main beam. The lower flange is connected to the bottom of the web. The web has multiple through holes arranged along the length of the main beam. The through holes on two I-beam bodies correspond one-to-one, and the central axes of the two corresponding through holes are on the same straight line.

2. A double-sided H-beam bridge with a vortex-induced vibration suppression structure according to claim 1, characterized in that, The cross-sectional shape of the through hole is circular. Let the diameter of the through hole be D. The distance between two adjacent through holes on the same I-beam body is not less than 3D.

3. A double-sided H-beam bridge with a vortex-induced vibration suppression structure according to claim 2, characterized in that, In the same H-beam body, the distance between the through hole at the end and the side of the H-beam body is not less than 1 / 2D.

4. A double-sided H-beam bridge with a vortex-induced vibration suppression structure according to claim 2, characterized in that, Multiple ribs are arranged along the height direction on the I-beam, and the ribs extend along the length direction of the main beam. The through holes of the same I-beam body are all located on one side of the ribs.

5. A double-sided H-beam bridge with a vortex-induced vibration suppression structure according to claim 4, characterized in that, The through hole of the same I-beam body is located between the uppermost rib and the upper flange.

6. A double-sided H-beam bridge with a vortex-induced vibration suppression structure according to claim 4, characterized in that, The distance between the through hole and the two adjacent ribs is 1 / 2D.

7. A double-sided H-beam bridge with a vortex-induced vibration suppression structure according to claim 4, characterized in that, The spacing between two adjacent ribs on the same I-beam body is at least 2D.

8. A double-sided H-beam bridge with a vortex-induced vibration suppression structure according to claim 6, characterized in that, Each of the web plates is provided with a first reinforcing plate on the side closest to the other web plate. The first reinforcing plate is provided with a first ventilation hole, which is located at the position corresponding to the through hole.

9. A double-sided H-beam bridge with a vortex-induced vibration suppression structure according to claim 8, characterized in that, The web plate has a second reinforcing plate on the side away from the other web plate. The second reinforcing plate has a second ventilation hole corresponding to the through hole position. The second ventilation hole corresponds to the first ventilation hole. The web plate has a connector between the first reinforcing plate and the second reinforcing plate.

10. A double-sided H-beam bridge with a vortex-induced vibration suppression structure according to claim 8, characterized in that, The first reinforcing plate is provided with a plurality of connecting rods, which are connected to the first reinforcing plate and arranged circumferentially along the outer periphery of the first ventilation hole. The end of the connecting rod away from the first reinforcing plate is connected to the main beam.

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