Field measurement of wind shielding effect of bridge tower for wind-vehicle-bridge system. Issue 10 (July 2022)

• Record Type: Journal Article
• Authors: Xiang, Huoyue; Zhang, Botao; Li, Zeteng; Li, Yongle; Zhang, Mingjin; Zhu, Jin; Li, Longan
• Is Part Of: Advances in structural engineering. Volume 25:Issue 10(2022)
• Page Start: 2076
• Page End: 2088
• Publication Date: 2022-07
• Subjects: wind-vehicle-bridge system -- field measurement -- wind shielding effect -- bridge tower -- wind barrier; Structural engineering -- Periodicals; Construction, Technique de la; Structural engineering; Periodicals; 624.1
• DOI: 10.1177/13694332221086699
• Languages: English
• ISSNs: 1369-4332

Abstract

Although the wind barrier was set near the bridge tower, more than 10 traffic accidents under crosswinds happen in the bridge tower area within 1 month of the opening operation of a cross-sea bridge. To investigate the wind shielding effect of the bridge tower, a field measurement scheme of wind-vehicle-bridge system, which is a step-by-step test method, was presented and performed on a long span cable-stayed bridge. Firstly, the horizontal profile of wind speed of bridge deck near bridge tower was obtained through the anemometers. Then, the dynamic response of the bridge was measured under the action of normal operating vehicle when the natural wind speed is low. Finally, the response of the moving car was measured when passing through bridge tower, and the wind speed was recorded simultaneously. The results show that the wind-vehicle-bridge system can be tested by step-by-step test method to understand the wind shielding effect of bridge tower. The displacement response of the bridge is still very small when two large trucks meet, and the coupling effect between the vehicle and the bridge is insignificant when a single car passes through the bridge tower. Due to a large porosity of the anti-collision guardrail, the wind speed at the height of 1 m from the bridge deck has changed dramatically when the car leaves the bridge tower on the windward and entering or leaving the bridge tower on the leeward. Among them, the leeward side change is more obvious, and the response of the leeward side vehicle is also greater. The suitable decrease of the anti-collision guardrail porosity in the bridge tower region will improve the running safety of vehicles.