Bridge windbreak attached to crash barrier and method of configuring same

Abstract

This invention discloses a bridge windbreak attached to a crash barrier and its configuration method, relating to the field of windbreaks. The bridge windbreak of this invention comprises multiple windbreak modules sequentially spliced ​​along the longitudinal direction of the bridge. Each windbreak module includes a support mechanism, transverse windbreak strips made of transparent material, and vertical windbreak strips. Multiple transverse windbreaks are spaced apart along the height direction of the windbreak module; multiple vertical windbreaks are spaced apart along the length direction of the windbreak module; the windbreak module is divided into multiple zones along the height direction, and the zone length, number of vertical windbreak strips, spacing of transverse windbreak strips, and / or local ventilation area ratio of each zone can be adjusted; the longitudinal length of the windbreak modules located at different positions on the bridge is different to achieve continuous arrangement of the windbreak modules along the length direction of the bridge. This invention can meet the high wind reduction rate requirements of wide-span bridges with multiple lanes, control the adverse effects of windbreaks on the wind load and wind resistance stability of the main beam, and also has high transparency, reducing the feeling of oppression for drivers.

Description

Technical Field

[0001] This invention relates to the field of bridge wind barrier technology, and in particular to a bridge wind barrier attached to a crash barrier and its configuration method. Background Technology

[0002] Long-span bridges across the sea are often located in open, windy areas. Strong lateral winds on the bridge deck can significantly reduce vehicle stability, and in severe cases, can cause accidents such as skidding and rollover. To ensure traffic safety on the bridge deck, windbreak structures are usually installed on both sides of the bridge deck or in key protection sections. These structures reduce the lateral wind speed within the vehicle's travel height range by blocking, guiding, and dissipating airflow energy.

[0003] Existing bridge wind barriers mostly employ simple structural forms such as transverse slats, perforated panels, louvers, or single-layer grids, relying on unidirectional wind-blocking components to achieve basic wind reduction. However, they lack sufficient transparency and can easily create a sense of oppression for road users. For conventional bridges with narrow decks, this type of structure can generally meet the wind reduction needs of the lanes near the wind barrier. However, for large, multi-lane bridges such as wide-span sea-crossing bridges, existing technologies suffer from the following insurmountable drawbacks: (1) Insufficient wind reduction rate. Wide bridge decks have a large number of lanes, and lanes far from the wind barrier may still have a large residual wind speed. Conventional single transverse grilles or ordinary perforated plates are difficult to meet the wind reduction requirements of multiple lanes and multiple heights at the same time.

[0004] (2) There is a contradiction between high wind reduction rate and main beam stress. If the wind reduction rate is increased by increasing the height of the windbreak, reducing the wind permeability or increasing the shielding area, the windbreak and its attached components will significantly increase the windward area of ​​the main beam, which will increase the lateral wind load, drag coefficient and aerodynamic torque of the main beam, and may have an adverse effect on vortex vibration, flutter and overall wind resistance stability.

[0005] (3) Conventional wind barriers with equal spacing and equal permeability are difficult to adapt to complex bridge deck layouts. For bridges with structures such as motor vehicle lanes, non-motor vehicle lanes, maintenance passages, pipeline areas, crash barriers, light poles, signs, and expansion joints on the bridge deck, wind barrier modules of uniform length and uniform structure are difficult to arrange continuously, which can easily lead to interruptions in wind reduction, sudden changes in wind speed, or installation conflicts in some areas.

[0006] (4) Inconvenient maintenance and replacement. In the marine environment, wind barriers are subjected to wind vibration, salt spray corrosion and vehicle loads for a long time. If the structure is not disassembled or the damaged sections cannot be replaced individually, it will increase maintenance costs and operational risks.

[0007] (5) Insufficient transparency.

[0008] Therefore, there is an urgent need to design a technical solution that can meet the requirements of high wind reduction rate for wide bridge decks with multiple lanes, control the adverse effects of wind barriers on the wind load and wind resistance stability of the main beam, and also have high transparency. Summary of the Invention

[0009] The purpose of this invention is to provide a bridge wind barrier attached to a crash barrier and its configuration method to solve the problems existing in the prior art. It can not only meet the requirements of high wind reduction rate for wide bridge decks with multiple lanes, but also control the adverse effects of the wind barrier on the wind load and wind resistance stability of the main beam, and also have high transparency.

[0010] To achieve the above objectives, the present invention provides the following solution: This invention provides a bridge windbreak attached to a crash barrier, comprising multiple windbreak modules sequentially spliced ​​along the longitudinal direction of the bridge. Each windbreak module includes a support mechanism, high-transparency horizontal windbreak strips, and vertical windbreak strips. The horizontal and vertical windbreak strips are made of transparent material. The support mechanism is fixedly mounted on the crash barrier of the bridge, and both the horizontal and vertical windbreak strips are detachably connected to the support mechanism. The horizontal windbreak strips extend along the length of the windbreak module, and the multiple horizontal windbreaks extend along the height of the windbreak module. The windbreaks are arranged at directional intervals; the vertical windbreak strips extend along the height direction of the windbreak module, and multiple vertical windbreaks are spaced apart along the length direction of the windbreak module. The horizontal windbreak strips are arranged intersectingly with the vertical windbreak strips to form a horizontal and vertical composite grid. The windbreak module is divided into multiple zones along the height direction, and the zone length, number of vertical windbreak strips, spacing of horizontal windbreak strips, and / or local ventilation area ratio of each zone can be adjusted. The longitudinal length of the windbreak modules located at different positions on the bridge is different to achieve continuous arrangement of the windbreak modules along the length direction of the bridge.

[0011] In one embodiment, the windbreak module is divided into a central main wind reduction zone and an upper guide zone along the height direction; the central main wind reduction zone is simultaneously arranged with horizontal and vertical windbreak strips; the permeable area ratio of the upper guide zone is greater than that of the central main wind reduction zone.

[0012] In one embodiment, the cross-section of the transverse windbreak strip is any one of the following: arc-shaped, semi-circular, airfoil-shaped, folded plate, flat plate, or box-shaped.

[0013] In one embodiment, the vertical windbreak strip is a straight plate, an arc-shaped plate, a folded plate, a box-shaped plate, or a partially perforated plate, and the vertical windbreak strip is inclined at an angle relative to the vertical direction to adjust the local airflow direction.

[0014] In one embodiment, the vertical windbreak strip is disposed on the crossbeam of the support mechanism.

[0015] In one embodiment, the system further includes a connecting clamp, a back clamp, elastic pads, and bolt connectors; the ends of the horizontal windbreak strips and the ends of the vertical windbreak strips are respectively clamped and fixed by corresponding connecting clamps and back clamps, the elastic pads are provided on both sides of the ends of the horizontal windbreak strips and the ends of the vertical windbreak strips, and the bolt connectors fix the connecting clamps and back clamps to the support mechanism.

[0016] In one embodiment, the support mechanism includes windbreak columns and crossbeams. The windbreak columns are fixedly mounted on the crash barrier columns of the crash barrier, and the crossbeams are fixedly connected between two adjacent windbreak columns.

[0017] In one embodiment, a cable is also included, which is horizontally fixedly connected to the support mechanism to tighten the windbreak column of the support mechanism, so as to prevent the windbreak column of the support mechanism from deforming and causing the horizontal windbreak strip to fall off.

[0018] In one embodiment, the system further includes an anti-loosening limiting member, the top and bottom of which are fixedly connected to the support mechanism, and the portion between the top and bottom of the anti-loosening limiting member abutting against the side wall of the vertical windbreak strip.

[0019] The present invention also provides a method for configuring bridge wind barriers attached to crash barriers, comprising the following steps: Step 1: Obtain bridge foundation parameters and wind reduction control targets. Collect information on bridge cross-section, total bridge deck width, lane distribution, main beam height, wind barrier installation space, design reference wind speed, target wind speed for strong winds, and vehicle passage control height. Determine the wind speed residual rate control value based on the wind speed in the target area of ​​the bridge deck when no wind barriers are installed. Step 2: Establish candidate structural parameters for windbreaks, and preliminarily determine the windbreak height, overall wind permeability, number and spacing of horizontal windbreak strips, number and spacing of vertical windbreak strips, cross-sectional shape of horizontal windbreak strips, cross-sectional shape of vertical windbreak strips, column spacing, and longitudinal length of each windbreak module. Step 3: Zonal ventilation configuration. Divide the windbreaks along the height direction into a central wind reduction zone and an upper airflow guiding zone, and design corresponding bar spacing, bar density and ventilation area ratio for each zone. Step 4: Verify the wind reduction performance of the bridge deck. Obtain the wind speed field of the bridge deck after setting up candidate wind barriers through wind tunnel tests, numerical wind tunnel calculations, or a combination of both. Calculate the wind speed residual rate at each lane and each control height. If the wind speed residual rate of all protected areas is not greater than the wind speed residual rate control value, the wind reduction performance is deemed qualified. Step 5: Verify the wind resistance performance of the main beam. For windbreaks that meet the wind reduction performance requirements, verify the drag coefficient, lift coefficient, aerodynamic torque coefficient, lateral wind load, vortex vibration amplitude, and flutter critical wind speed of the main beam. If any indicator does not meet the specification requirements, adjust the height of the windbreak module, the overall air permeability, the zone air permeability, the cross-section of the windbreak strips, the spacing of the windbreak strips, or the vertical windbreak strip arrangement density, and repeat steps 3 to 5. Step 6: Determine the modular layout scheme for the entire bridge. Based on the structural discontinuities and locations of ancillary facilities along the bridge, divide the bridge into standard sections, adjustment sections, and end sections. Match the standard sections, adjustment sections, and end sections with wind barrier modules of corresponding lengths to ensure a continuous transition in the ventilation performance of adjacent wind barrier modules. Step 7: Output construction drawing design and installation control requirements, including the structural dimensions of each component of the windbreak module, detailed connection node drawings, anti-corrosion requirements, and installation procedures.

[0020] The present invention achieves the following technical effects compared to the prior art: This invention utilizes the coordinated action of transverse and vertical wind barriers and a zoned ventilation structure to create a low-wind-speed zone within the vehicle's travel height. Simultaneously, it preserves necessary ventilation channels, avoiding the use of excessively low permeability or solid barriers in pursuit of high wind reduction rates. This reduces the adverse amplification of the wind barriers' impact on the main beam's transverse wind load, drag coefficient, and aerodynamic torque, thereby improving wind resistance stability. For wide-span cross-sea bridges, a single lateral blocking structure can easily lead to significant differences in wind reduction effects between lanes near and far from the wind barrier. This invention, through layered flow guidance with transverse barriers, segmented diffusion with vertical barriers, and zoned ventilation at different heights, ensures that the residual wind speed in multiple lanes and at different control heights is controlled, reducing localized strong wind zones and areas of sudden wind speed changes. This meets the high wind reduction rate requirements for multi-lane wide bridge decks. The transverse and vertical wind barriers are made of transparent material, providing high visibility and reducing the feeling of confinement for drivers. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of a first partial structure of a bridge windbreak attached to a crash barrier in one or more embodiments of the present invention. Figure 2 This is a partial cross-sectional schematic diagram of a bridge windbreak attached to a crash barrier in one or more embodiments of the present invention. Figure 3 For the present invention Figure 1 Enlarged view of point A; Figure 4 for Figure 2 Enlarged view of point B; Figure 5 for Figure 2 Enlarged view of point C; Figure 6 for Figure 2 Enlarged diagram of point D; Figure 7 for Figure 2 Enlarged view of point E; Figure 8 for Figure 1 Enlarged schematic diagram at point F; Figure 9 for Figure 6 A cross-sectional view at point CC; Figure 10 This is a schematic diagram of the anti-loosening limiting component structure in one or more embodiments of the present invention; Figure 11 This is a schematic diagram of the elastic pad structure in one or more embodiments of the present invention; Figure 12 This is a schematic diagram of a second partial structure of a bridge windbreak attached to a crash barrier in one or more embodiments of the present invention. Figure 13 This is a schematic diagram of a third partial structure of a bridge windbreak attached to a crash barrier in one or more embodiments of the present invention.

[0023] In the diagram: 1-Wind barrier post, 2-Horizontal beam, 3-Horizontal wind barrier strip, 4-Vertical wind barrier strip, 5-Connecting clamp, 6-Back clamp, 7-Elastic pad, 8-Cable, 9-Anti-loosening limiter, 10-Bare strip limiter plate, 11-Connecting sleeve, 12-Connector head, 13-Nut, 14-Anti-collision guardrail beam. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] The purpose of this invention is to provide a bridge wind barrier and its configuration method to solve the problems existing in the prior art. It can meet the requirements of high wind reduction rate for wide bridge decks with multiple lanes, and control the adverse effects of the wind barrier on the wind load and wind resistance stability of the main beam.

[0026] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0027] Example 1 This embodiment provides a bridge windbreak attached to a crash barrier, see reference. Figures 1-13 As shown, the system includes multiple windbreak modules sequentially spliced ​​along the longitudinal direction of the bridge. Each windbreak module includes a support mechanism, horizontal windbreak strips 3, and vertical windbreak strips 4. The horizontal and vertical windbreak strips 3 and 4 are made of transparent materials, such as transparent acrylic sheets or transparent plastic sheets, providing high transparency and reducing the feeling of confinement for drivers. The support mechanism is fixed to the bridge's crash barrier, and both the horizontal and vertical windbreak strips 3 and 4 are detachably connected to the support mechanism. The horizontal windbreak strips 3 extend along the length of the windbreak module, and multiple horizontal windbreaks are spaced apart along the height of the windbreak module. The vertical windbreaks... Strip 4 extends along the height of the windbreak module, and multiple vertical windbreaks are spaced apart along the length of the windbreak module. Horizontal windbreak strips 3 and vertical windbreak strips 4 are arranged intersectingly to form a composite horizontal and vertical grid. The windbreak module is divided into multiple zones along its height, and the zone length, number of vertical strips, spacing of horizontal strips, and / or local ventilation area ratio of each zone can be adjusted. The longitudinal length of the windbreak modules located at different positions on the bridge is different to achieve continuous arrangement of the windbreak modules along the bridge's length. In this embodiment, multiple windbreak modules are divided into standard modules, adjustment modules, and end modules according to their different longitudinal lengths, such as... Figure 1 , Figure 12 and Figure 13 As shown, three different lengths of windbreak modules are illustrated. The standard modules in this embodiment are all the same length and are used for installation in regular sections of the bridge. Adjustable modules can be flexibly designed according to their location and are used for installation at bridge expansion joints, inspection openings, avoidance of ancillary facilities, changes in bridge deck alignment, or changes in column spacing. The end modules are shorter and are used at the start and end points of the windbreak, or near bridge towers or piers. Adjustable modules are used to avoid expansion joints, light poles, signs, inspection openings, drainage holes, local changes in crash barriers, or main beam ancillary structures; end modules are used for the end points of the windbreak. The different module lengths are not for a single purpose, but rather to ensure continuous windbreak arrangement along the entire bridge, facilitate transportation and installation, reduce on-site cutting, and avoid local interruptions in wind reduction. For different modules, the arrangement density of the transverse windbreak strips 3 and the vertical windbreak strips 4 can be kept consistent or adjusted according to local wind conditions and structural space.

[0028] This embodiment utilizes the coordinated operation of transverse wind barriers 3, vertical wind barriers 4, and zoned ventilation structures to create a low-wind-speed zone within the vehicle passage height range. Simultaneously, necessary ventilation channels are preserved, avoiding the use of excessively low ventilation rates or solid barriers in pursuit of high wind reduction rates. This reduces the adverse amplification of the wind barriers on the lateral wind load, drag coefficient, and aerodynamic torque of the main beam, thereby improving wind resistance stability. For wide-span cross-sea bridges, a single lateral blocking structure can easily lead to significant differences in wind reduction effects between lanes near and far from the wind barriers. This invention, through layered flow guidance with transverse barriers, segmented diffusion with vertical barriers, and zoned ventilation at different heights, ensures that the residual wind speed in multiple lanes and at different control heights is controlled, reducing localized strong wind zones and areas of sudden wind speed changes, thus meeting the high wind reduction rate requirements for multi-lane wide bridge decks.

[0029] The support mechanism in this embodiment includes windbreak columns 1 and crossbeams 2. The windbreak columns 1 are spaced apart along the longitudinal direction of the bridge and fixed to the crash barrier. The crash barrier includes crash barrier columns and crash barrier crossbeams 14. In this embodiment, the windbreak columns 1 are fixed to the corresponding crash barrier columns at their respective positions to bear the forces transmitted from the transverse windbreak strips 3, vertical windbreak strips 4, crossbeams 2, clamps, and wind loads. In other embodiments, the support mechanism can also be fixed to the bridge deck, steel structure supports, or pre-embedded connecting seats according to the actual bridge structure. The windbreak columns 1 can be welded steel plate components, box-shaped steel components, or composite components with stiffening ribs. The crossbeam 2 is connected to the adjacent windbreak column 1 by bolts or screws. The crossbeam 2 is set along the length of the windbreak module to improve the overall rigidity of the module and provide connection support for the horizontal windbreak strip 3 and the vertical windbreak strip 4. The crossbeam 2 can be arranged at intervals from top to bottom. In one embodiment, the crossbeam 2 can also be set at the upper, middle and lower parts of the windbreak module.

[0030] In one embodiment of this invention, the windbreak module is divided into a central main wind reduction zone and an upper guide zone along the height direction. Below the windbreak module is a crash barrier, and the arrangement density of multiple parallel crash barrier beams 14 is greater than the arrangement density of the transverse windbreak strips 3 in the upper guide zone. This is used to suppress crosswinds near the ground on the bridge deck to reduce the wind speed near the ground. The central main wind reduction zone is simultaneously arranged with transverse windbreak strips 3 and vertical windbreak strips 4. The transverse windbreak strips 3 and vertical windbreak strips 4 are arranged in an alternating manner to form a woven structure to control the vehicle's lateral wind sensitivity height. The transverse windbreak strips 3 and vertical windbreak strips 4 together form a horizontal and vertical composite grille. The incoming flow is first blocked and guided by the layered transverse windbreak strips 3, and then divided and turbulent by the transverse windbreak strips 4, forming multi-scale diversion, diffusion and energy dissipation. Compared to a single transverse strip wind barrier, this composite grille can improve the wind reduction effect within the vehicle's passage height range without significantly reducing the overall air permeability. Compared to a solid wind barrier with low air permeability, this composite grille retains necessary ventilation channels, which can reduce the amplification effect of the wind barrier on the lateral wind load and aerodynamic torque of the main beam. In this embodiment, the ventilation area ratio of the upper guide zone is greater than that of the middle main wind reduction zone. The ventilation area ratio of the upper guide zone is adjusted by setting larger ventilation channels or sparser transverse wind barrier strips 3 and vertical wind barrier strips 4 to reduce the adverse effects of wind resistance and shear layer at the top of the wind barrier module.

[0031] In one embodiment, the cross section of the transverse wind deflector 3 is any one of arc, semi-circular arc, airfoil, folded plate, flat plate or box shape, preferably a deflector with a circular arc guide surface to reduce the risk of local airflow separation and component wind vibration; the vertical wind deflector 4 is a straight plate, arc plate, folded plate, box plate or partially perforated plate, and the vertical wind deflector 4 is inclined at an angle relative to the vertical direction to adjust the local airflow direction. The vertical wind deflector 4 is arranged between adjacent transverse wind deflectors 3 or crosses and reciprocates with transverse wind deflectors 3, so that the incoming flow is further divided, diffused and dissipated by the vertical wind deflector 4 after passing through the layered channel formed by the transverse wind deflectors 3.

[0032] In one embodiment, a connecting clamp 5, a back clamp 6, an elastic pad 7, and bolted connectors are also designed. Both the connecting clamp 5 and the back clamp 6 are bolted to the support mechanism. The connecting clamp 5 connects the horizontal windbreak strip 3, the vertical windbreak strip 4, the ends of the horizontal windbreak strip 3, and the ends of the vertical windbreak strip 4 to the corresponding windbreak column 1 or beam 2. The back clamp 6 enhances the local connection rigidity of the strip ends or the windbreak column 1 and disperses the bolt clamping force. Specifically, the ends of the horizontal windbreak strip 3 and the ends of the vertical windbreak strip 4 are clamped and fixed by the corresponding connecting clamp 5 and back clamp 6, respectively. The cross-sections of the connecting plate 5 and the back plate 6 are adapted to the cross-sections of the corresponding horizontal wind deflector 3 or the corresponding vertical wind deflector 4. The ends of the horizontal wind deflector 3 and the ends of the vertical wind deflector 4 can be snapped onto the corresponding connecting plate 5 and fixed with bolts. The back plate 6 is fixed on the side of the deflector away from the connecting plate 5. Thus, the corresponding horizontal wind deflector 3 and vertical wind deflector 4 are clamped and fixed by the connecting plate 5 and the corresponding back plate 6. A deflector limiting plate 10 can also be set at the connecting plate 5 connecting the vertical wind deflector 4 to limit the end of the vertical wind deflector 4. In this embodiment, elastic pads 7 are respectively provided on both sides of the ends of the horizontal windbreak strip 3 and the vertical windbreak strip 4, which serve to protect the strips and prevent them from being directly contacted by the connecting clamp 5 and the back clamp 6. The elastic pads 7 in this embodiment are made of rubber, which can absorb installation deviations, isolate direct collisions between metal components, reduce wind-induced vibrations, and reduce the risk of bolt loosening. The bolted connectors include bolts, nuts, and other structures, which can fix the connecting clamp 5 and the back clamp 6 to the support mechanism, thereby realizing the detachable connection of the strips. On-site assembly can be carried out using bolts, which facilitates the replacement of individual strips or individual modules. In one embodiment, in order to increase the connection strength, corresponding connecting clamp 5 and back clamp 6 structures can also be provided at the middle position of the horizontal windbreak strip 3 and the middle position of the vertical windbreak strip 4 for connection.

[0033] In one embodiment, a cable 8 and an anti-loosening limiting component 9 are also designed. The cable 8 is horizontally fixedly connected to the windbreak column 1 of the support mechanism. The cable 8 is used to tighten the windbreak column 1 of the support mechanism to prevent the windbreak column 1 of the support mechanism from deforming and causing the transverse windbreak strip 3 to fall off. The cable 8 can be made of stainless steel wire or corrosion-resistant high-strength cable material. A connector 12 is fixedly provided at its end. A nut 13 and a connecting sleeve 11 are fixedly provided on the windbreak column 1. The connector 12 can be threadedly fixedly connected to the nut 13, or it can be threaded through the connecting sleeve 11, thereby realizing the sequential fixing of multiple cables 8 at the same height in the length direction. The connection is detachable; the anti-loosening limiting component 9 adopts a plate-shaped or rod-shaped structure, and its top and bottom are fixed to the support mechanism with bolts. The part between the top and bottom of the anti-loosening limiting component 9 abuts against the side wall of the vertical windbreak strip 4. The cable 8 and the anti-loosening limiting component 9 can reduce the risk of vibration, collision and connection loosening. In other embodiments, the vertical windbreak strip 4, the horizontal windbreak strip 3 and the column or beam 2 can also be connected by welding, pin connection, slot connection or other combination connection. The rubber block can be replaced with other elastic pads 7, damping pads or weather-resistant polymer pads. The cable 8 can be replaced with rigid limiting rods, diagonal braces or anti-loosening fasteners. In this embodiment, the windbreak column 1, beam 2, connecting clamp 5, back clamp 6 and windbreak strip can be made of Q355C or steel with strength and weather resistance not lower than it, or aluminum alloy, stainless steel, fiber reinforced composite material or other corrosion-resistant materials. Components exposed to marine atmospheric environments should undergo hot-dip galvanizing, painting, metal spraying, or composite anti-corrosion treatment. Bolt holes, contact surfaces of connecting plates 5, contact surfaces of back plates 6, and areas prone to water accumulation should be treated with anti-corrosion sealing.

[0034] Example 2 This embodiment provides a method for configuring bridge wind barriers attached to crash barriers, including the following steps: Step 1: Obtain bridge foundation parameters and wind reduction control targets. This involves obtaining the bridge cross-section, total bridge deck width, location of motor vehicle and non-motor vehicle lanes, location of guardrails and maintenance access, main girder height, available space for windbreaks, design reference wind speed, target wind speed for strong winds, and vehicle passage height range using design equipment or by designers. The vehicle passage height range can be selected at control heights of 1.5m, 3.0m, and 4.5m above the bridge deck. Based on the wind speed in the target area of ​​the bridge deck without windbreaks, determine the wind speed residual rate control value K0. Step 2: Establish candidate structural parameters for the wind barrier. To address the strong wind traffic requirements of the wide bridge deck, the following parameters are preliminarily determined: wind barrier module height H, overall air permeability β, number of horizontal wind barrier strips 3 n1, spacing of horizontal wind barrier strips 3 s1, number of vertical wind barrier strips 4 n2, spacing of vertical wind barrier strips 4 s2, strip cross-sectional shape, spacing of wind barrier columns 1 L, standard segment length La, adjustment segment length Lb, and end segment length Lc. The horizontal wind barrier strips 3 extend along the length of the wind barrier module and are arranged in layers along the height direction; the vertical wind barrier strips 4 are arranged along the height direction of the wind barrier and spaced apart along the length of the wind barrier module. Step 3: Zonal ventilation configuration. Divide the windbreak into multiple zones along the height direction, and design corresponding bar spacing, bar density, and ventilation area ratio for each zone. For example, the windbreak can be divided into a central main wind reduction zone and an upper guide zone along the height direction, and / or into a standard zone, adjustment zone, and end zone along the longitudinal direction of the bridge. Each zone can use the same or different bar spacing, bar cross-section, vertical bar density, and ventilation area ratio. The central main wind reduction zone is primarily designed for the height of vehicles sensitive to lateral wind, the lower wind reduction zone is used to suppress crosswinds near the ground level on the bridge deck, and the upper guide zone is used to reduce the wind resistance increase of the shear layer at the top of the windbreak and the main beam ancillary facilities. Step four: Verification of bridge deck wind reduction performance. Wind speed fields on the bridge deck are obtained using wind tunnel tests, numerical wind tunnel calculations, or a combination of both, with and without wind barriers. The residual wind speed ratio K = Vb / V0 is calculated for each lane, each control height, and each typical wind angle of attack, where V0 is the average wind speed in the control area without wind barriers, and Vb is the average wind speed in the corresponding area after wind barriers are installed. If K is not greater than K0 within the control height of each motor vehicle lane and the non-motor vehicle lane requiring protection, the candidate structure is considered to meet the wind reduction requirements. Step 5: Verify the wind resistance performance of the main beam. For candidate structures that meet the wind reduction requirements, further verify the main beam's drag coefficient, lift coefficient, aerodynamic torque coefficient, lateral wind load, vortex-induced vibration amplitude, flutter critical wind speed, or relevant standard control indicators. If windbreak obstruction causes the main beam's stress or wind resistance stability performance to fail to meet the requirements, adjust the windbreak height H, overall permeability β, zoned permeability, windbreak cross-section, windbreak spacing, or vertical windbreak density, and repeat steps 3 to 5. Step Six: Determine the modular layout scheme for the entire bridge. Based on the structural discontinuities and locations of ancillary facilities along the bridge, divide the bridge into standard sections, adjustment sections, and end sections. Standard sections are generally used for the bridge span; adjustment sections or end sections are used at expansion joints, bearing areas, light poles, signs, inspection ports, changes in bridge deck alignment, or end termination points. The longitudinal length of the adjustment section differs from that of the standard section, but the ventilation performance of its horizontal and vertical composite grids transitions continuously with that of adjacent standard sections to avoid sudden changes in local wind speed. Standard sections, adjustment sections, and end sections are each matched with wind barrier modules of corresponding lengths; that is, standard modules are set at standard sections, adjustment modules are set at adjustment sections, and end modules are set at end sections, ensuring a continuous transition in the ventilation performance of adjacent wind barrier modules. Step 7: Output the construction drawing design and installation control requirements. Output the structural dimensions, connection details, corrosion protection requirements, and installation procedures for each component of the windbreak module. Based on the module layout determined in Step 6, output the structural dimensions, connection relationships, and corrosion protection requirements for the columns, beams 2, horizontal windbreak strips 3, vertical windbreak strips 4, clamps, back clamps 6, rubber blocks, bolts, and cables 8 or anti-loosening limiting components 9. During installation, first fix the columns and beams 2, then install the horizontal windbreak strips 3 and vertical windbreak strips 4, and finally install the clamps, rubber blocks, cables 8, and anti-loosening connectors to form a continuous bridge windbreak.

[0035] The residual wind speed ratio and the wind resistance performance of the main girder can be determined through mature and existing wind tunnel tests, computational fluid dynamics simulations, field measurements, fitting to existing wind tunnel databases, or a combination of the above methods. As long as the method simultaneously considers the bridge deck wind reduction index and the main girder wind resistance stress index, the purpose of this invention can be achieved. In one specific embodiment, the wind barrier module is approximately 4.0m high, with an overall air permeability of approximately 40%. Large-scale segmental model wind tunnel test results show that after setting the wind barrier structure in this embodiment, the wind speed influence coefficient of each motor vehicle lane is approximately 20%–40%, less than the control requirement of approximately 53.8%, which meets the vehicle passage target under strong wind conditions. Simultaneously, the main girder segmental model did not exhibit adverse vortex-induced vibration under different wind attack angles and different incoming flow directions, indicating that this invention does not cause unacceptable vortex-induced vibration problems while meeting the wind reduction target.

[0036] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A bridge wind barrier attached to a crash barrier, characterized in that: The system comprises multiple windbreak modules sequentially spliced ​​along the longitudinal direction of the bridge. Each windbreak module includes a support mechanism, horizontal windbreak strips, and vertical windbreak strips. The horizontal and vertical windbreak strips are made of transparent material. The support mechanism is fixed to the bridge's crash barrier, and both the horizontal and vertical windbreak strips are detachably connected to the support mechanism. The horizontal windbreak strips extend along the length of the windbreak module, and multiple horizontal windbreaks are spaced apart along the height of the windbreak module. The vertical windbreak strips also extend along the height of the windbreak module, and multiple vertical windbreaks are spaced apart along the length of the windbreak module. The windbreak module is divided into multiple zones along the height direction, and the zone length, number of vertical windbreak strips, spacing of horizontal windbreak strips, and / or local ventilation area ratio of each zone can be adjusted. The longitudinal length of the windbreak modules located at different positions on the bridge is different to achieve continuous arrangement of the windbreak modules along the length of the bridge.

2. The bridge windbreak attached to the crash barrier according to claim 1, characterized in that: The windbreak module is divided into a central main wind reduction zone and an upper guide zone along the height direction; the central main wind reduction zone is simultaneously arranged with horizontal and vertical windbreak strips; the permeable area ratio of the upper guide zone is greater than that of the central main wind reduction zone.

3. The bridge windbreak attached to the crash barrier according to claim 1, characterized in that: The cross-section of the transverse windbreak strip can be any one of the following: arc-shaped, semi-circular, airfoil-shaped, folded plate, flat plate, or box-shaped.

4. The bridge windbreak attached to the crash barrier according to claim 1, characterized in that: The vertical windbreak strip is a straight plate, an arc-shaped plate, a folded plate, a box-shaped plate, or a partially perforated plate. The vertical windbreak strip is inclined at an angle relative to the vertical direction to adjust the local airflow direction.

5. The bridge wind barrier attached to the crash barrier according to claim 1, characterized in that: The vertical windbreak strips are mounted on the crossbeams of the support mechanism.

6. The bridge wind barrier attached to the crash barrier according to claim 1, characterized in that: It also includes connecting clamps, back clamps, elastic pads, and bolt connectors; the ends of the horizontal wind deflector strips and the ends of the vertical wind deflector strips are respectively clamped and fixed by corresponding connecting clamps and back clamps, the elastic pads are provided on both sides of the ends of the horizontal wind deflector strips and the ends of the vertical wind deflector strips, and the bolt connectors fix the connecting clamps and back clamps to the support mechanism.

7. The bridge wind barrier attached to the crash barrier according to claim 1, characterized in that: The support mechanism includes windbreak columns and crossbeams. The windbreak columns are fixedly installed on the crash barrier columns of the crash barrier, and the crossbeams are fixedly connected between two adjacent windbreak columns.

8. The bridge wind barrier attached to the crash barrier according to claim 7, characterized in that: It also includes a cable, which is horizontally fixed to the support mechanism and is used to tighten the windbreak column of the support mechanism to prevent the windbreak column of the support mechanism from deforming and causing the horizontal windbreak strip to fall off.

9. The bridge wind barrier according to claim 1, characterized in that: It also includes an anti-loosening limiting component, the top and bottom of which are fixedly connected to the support mechanism, and the portion between the top and bottom of the anti-loosening limiting component abuts against the side wall of the vertical windbreak strip.

10. A method for configuring bridge wind barriers attached to crash barriers, characterized in that: Includes the following steps: Step 1: Obtain bridge foundation parameters and wind reduction control targets. Collect information on bridge cross-section, total bridge deck width, lane distribution, main beam height, wind barrier installation space, design reference wind speed, target wind speed for strong winds, and vehicle passage control height. Determine the wind speed residual rate control value based on the wind speed in the target area of ​​the bridge deck when no wind barriers are installed. Step 2: Establish candidate structural parameters for windbreaks, and preliminarily determine the windbreak height, overall wind permeability, number and spacing of horizontal windbreak strips, number and spacing of vertical windbreak strips, cross-sectional shape of horizontal windbreak strips, cross-sectional shape of vertical windbreak strips, column spacing, and longitudinal length of each windbreak module. Step 3: Zonal ventilation configuration. Divide the windbreaks along the height direction into a central wind reduction zone and an upper airflow guiding zone, and design corresponding bar spacing, bar density and ventilation area ratio for each zone. Step 4: Verify the wind reduction performance of the bridge deck. Obtain the wind speed field of the bridge deck after setting up candidate wind barriers through wind tunnel tests, numerical wind tunnel calculations, or a combination of both. Calculate the wind speed residual rate at each lane and each control height. If the wind speed residual rate of all protected areas is not greater than the wind speed residual rate control value, the wind reduction performance is deemed qualified. Step 5: Verify the wind resistance performance of the main beam. For windbreaks that meet the wind reduction performance requirements, verify the drag coefficient, lift coefficient, aerodynamic torque coefficient, lateral wind load, vortex vibration amplitude, and flutter critical wind speed of the main beam. If any indicator does not meet the specification requirements, adjust the height of the windbreak module, the overall air permeability, the zone air permeability, the cross-section of the windbreak strips, the spacing of the windbreak strips, or the vertical windbreak strip arrangement density, and repeat steps 3 to 5. Step 6: Determine the modular layout scheme for the entire bridge. Based on the structural discontinuities and locations of ancillary facilities along the bridge, divide the bridge into standard sections, adjustment sections, and end sections. Match the standard sections, adjustment sections, and end sections with wind barrier modules of corresponding lengths to ensure a continuous transition in the ventilation performance of adjacent wind barrier modules. Step 7: Output construction drawing design and installation control requirements, including the structural dimensions of each component of the windbreak module, detailed connection node drawings, anti-corrosion requirements, and installation procedures.

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