检修车轨道位置与导流板对扁平箱梁涡振的影响

黄林; 董佳慧; 王骑; 廖海黎

doi:10.3969/j.issn.0258-2724.20210474

检修车轨道位置与导流板对扁平箱梁涡振的影响

doi: 10.3969/j.issn.0258-2724.20210474

黄林^{1, 2,},
董佳慧^{1, 2},
王骑^{1, 2, ,},
廖海黎^{1, 2}

1.
西南交通大学风工程试验研究中心，四川成都 610031
2.
西南交通大学土木工程学院，四川成都 610031

基金项目: 国家自然科学基金（51778547, 51678508）

详细信息

作者简介:
黄林（1994—），男，博士研究生，研究方向为桥梁与隧道工程，E-mail：huanglin@my.swjtu.edu.cn

通讯作者:
王骑（1980—），男，副教授，研究方向为大跨度桥梁抗风，E-mail：wangchee_wind@swjtu.edu.cn

中图分类号: U441.3
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- 文章访问数: 239
- HTML全文浏览量: 55
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- 被引次数: 0
出版历程
- 收稿日期: 2021-06-17
- 修回日期: 2021-09-23
- 网络出版日期: 2023-01-03
- 刊出日期: 2021-09-29

Influence of Maintenance Rail Position and Guide Vanes on Vortex-Induced Vibration Performance of Flat Box Girders

HUANG Lin^{1, 2
,},
DONG Jiahui^{1, 2},
WANG Qi^{1, 2
, ,},
LIAO Haili^{1, 2}

1.
Research Center for Wind Engineering, Southwest Jiaotong University, Chengdu 610031, China
2.
School of Civil Engineering, Southwest Jiaotong University, Chengdu 610031, China

摘要

摘要:
为研究检修车轨道位置与导流板对宽体扁平箱梁断面涡振性能的影响，以深中通道伶仃洋大桥（大跨度宽体扁平钢箱梁悬索桥）为背景，通过1∶25节段模型风洞试验测试了主梁的涡振响应，并采用计算流体动力学方法（CFD）对断面的二维流场进行了模拟. 结果表明：增大检修车轨道与主梁底板边缘之间距离l能够显著提高宽体扁平钢箱梁的涡振性能，当$l\geqslant {W}_{{\rm{b}}}/6$（${W}_{{\rm{b}}} $为主梁底部宽度）时，可完全消除宽体扁平箱梁在各风攻角下的涡激振动；在检修车轨道处设置17° 倾角的内侧或双侧导流板均能够显著抑制梁体的涡激振动，且抑制效果相同，当$l \geqslant {W}_{{\rm{b}}}/10$时，布置导流板可完全消除梁体的涡激振动；增大检修车轨道与主梁底板边缘之间距离以及设置导流板均是通过消除断面下游斜腹板处的尾流漩涡，从而降低梁体受到的周期性涡激力，达到抑制主梁涡振的效果.
- 宽体扁平钢箱梁 /
- 涡激振动 /
- 气动措施 /
- 检修车轨道 /
- 计算流体动力学（CFD） /
- 大比例尺节段模型
Abstract:
To study the influence of the maintenance rail position and the guide vanes on the vortex-induced vibration (VIV) performance of the wide flat box girder section, the Lingdingyang Bridge (a long-span suspension bridge with wide flat steel box girder) is taken as an example. The VIV of the main girder is studied using a 1∶25 scale section model wind tunnel test, and the two-dimensional flow field of the cross section is simulated using computational fluid dynamics. The test results show that increasing l (the distance between the maintenance rail and the bottom edge of the main girder) can significantly improve the VIV performance of a wide flat box girder. When $l\geqslant {W}_{{\rm{b}}}/6$ ($ {W}_{{\rm{b}}} $ is the bottom width of the main girder), the VIV of the girder can be completely eliminated under different wind attack angles. Installing a guide vane with a 17° angle inside or on both sides of the maintenance rail can significantly suppress the VIV of the girder, and the suppression effect is the same. When $l\geqslant {W}_{{\rm{b}}}/10$, the installation of the guide vane can completely eliminate the VIV of the girder. The numerical simulation results show that increasing the distance between the maintenance rail and the bottom edge of the girder and setting a guide vane can both significantly reduce the periodic vortex-induced force of the main girder by eliminating the wake vortex at the inclined web downstream of the section, thereby suppressing the VIV of the girder.
- wide flat steel box girder /
- vortex-induced vibration /
- aerodynamic countermeasures /
- maintenance rail /
- computational fluid dynamics (CFD) /
- large scale section model

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图 1 伶仃洋大桥桥型布置（单位：m）

Figure 1. Layout of Lingdingyang bridge （unit：m）

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图 2 伶仃洋大桥主梁（单位：m）

Figure 2. Lingdingyang bridge girder （unit：m）

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图 3 节段模型

Figure 3. Section model in wind tunnel

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图 4 原设计断面主梁涡振响应

Figure 4. Vortex-induced vibration displacement of the original section

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图 5 检修车轨道位置示意

Figure 5. Diagram of maintenance rail position

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图 6 计算断面

Figure 6. Calculated cross-section

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图 7 CFD计算域

Figure 7. CFD computational domain

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图 8 1/19位置工况断面${C}_{{\rm{L}}}\left(t\right)$频谱

Figure 8. ${C}_{{\rm{L}}}\left(t\right)$ spectrum of section with maintenance rail on the 1/19 position

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图 9 检修车轨道各位置工况断面涡量与迹线图

Figure 9. Vorticity magnitude and trace diagram around the section with different maintenance rail positions

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图 10 数值模拟静力三分力时程图

Figure 10. Time-history diagram of the static coefficients in numerical simulation

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图 11 检修车轨道导流板示意

Figure 11. Diagram of the maintenance rail guide vane

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图 12 计算断面

Figure 12. Calculated cross-section

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图 13 各导流板工况断面涡量与迹线图

Figure 13. Vorticity magnitude and trace diagram around the section with different guide vanes

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图 14 全桥气弹模型

Figure 14. Full bridge aeroelastic model

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表 1 节段模型试验参数取值

Table 1. Section model test parameters

参数名称	实桥值	相似比	模型值
等效质量/（kg•m⁻¹）	42156	1/25²	67.45
等效质量惯性矩/ （kg•m²•m⁻¹）	10007344	1/25⁴	25.62
竖弯频率/Hz	0.101	13.960	1.410
扭转频率/Hz	0.220	10.500	2.310
竖弯阻尼比/%	0.30	—	0.24
扭转阻尼比/%	0.30	—	0.10

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表 2 检修车轨道各位置工况涡振幅值

Table 2. VIV displacement of each working condition with different maintenance rail positions

风攻角/（°）	竖弯涡振振幅/mm				扭转涡振振幅/（°）
风攻角/（°）	1/6 位置	1/8 位置	1/10 位置	1/19 位置	1/6 位置	1/8 位置	1/10 位置	1/19 位置
0	6.4	7.0	5.3	17.1	0.01	0.07	0.55	0.50
+3	6.9	7.9	6.4	18.1	0.02	0.01	0.02	0.04
+5	7.9	7.6	6.8	174.9	0.02	0.02	0.45	0.71
−3	6.5	7.7	7.5	8.5	0.01	0.21	0.02	0.15
−5	7.2	8.5	7.9	9.7	0.02	0.02	0.03	0.05

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表 3 数值模拟参数设置

Table 3. Parameters of the numerical simulation

参数	湍流长度尺度/m	湍流强度/%	时间步长	算法
取值	0.08	0.5	0.00002	SIMPLE

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表 4 各导流板工况涡振幅值

Table 4. VIV displacement of each working condition with different guide vanes

风攻角/（°）	竖弯涡振振幅/mm				扭转涡振振幅/（°）
风攻角/（°）	1/14 位置双侧导流板	1/10 位置双侧导流板	1/10 位置内侧导流板	1/10 位置无导流板	1/14 位置双侧导流板	1/10 位置双侧导流板	1/10 位置内侧导流板	1/10 位置无导流板
0	38.4	5.3	5.5	5.3	0.37	0.01	0.01	0.55
+3	6.9	6.4	6.3	6.4	0.02	0.01	0.02	0.02
+5	12.2	8.3	7.5	6.8	0.45	0.02	0.02	0.45
−3	5.9	8.4	8.6	7.5	0.02	0.01	0.01	0.02
−5	7.3	8.8	8.7	7.9	0.02	0.01	0.01	0.03

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表 5 全桥气弹模型试验参数取值

Table 5. Full bridge aeroelastic model test parameters

参数名称	实桥值	相似比	模型值
主梁长/m	1666	1/134	12.43
梁宽/m	49.7	1/134	0.371
梁高/m	4	1/134	0.030
单位长度质量/（kg•m⁻¹）	32496	1/134²	1.8098
单位长度质量惯性矩/ （kg•m²•m⁻¹）	5722181	1/134⁴	0.0177

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表 6 全桥气弹模型模态参数

Table 6. Modal testing parameters of full bridge aeroelastic model

振型	实桥频率/Hz	模型频率			阻尼比/%
振型	实桥频率/Hz	要求值/Hz	实测值/Hz	误差/%	阻尼比/%
V-S-1	0.1010	1.169	1.092	5.70	0.34
V-A-1	0.0960	1.112	1.121	1.10	0.32
T-S-1	0.2196	2.542	2.569	2.30	0.34
T-A-1	0.2263	2.62	2.6321	1.80	0.40
L-S-1	0.0564	0.661	0.6601	1.50	0.23
L-A-1	0.1345	1.557	1.5622	1.50	0.28

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