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Assessment of wind-induced response and drivability of the Confederation Bridge.

机译：评估联邦大桥的风响应和可驾驶性。

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摘要

The Confederation Bridge is a 13 km long precast concrete structure, constructed between 1993 and 1997, comprised of 43 – 250 m spans in an alternating rigid frame/cantilevered drop-in span arrangement. Wind studies were conducted in the early '90s at the Boundary Layer Wind Tunnel Laboratory to predict the design wind speed and associated design wind loads for the bridge. The dynamic wind loads were developed using full-aeroelastic model test data for the first time. The bridge owners implemented a comprehensive bridge monitoring programme to document the interaction of the bridge with its environment by installing a complex instrumentation system along a one kilometre section of the bridge in 1998. The research reported in this thesis analyses this dataset, augmenting it as necessary with data from other instrumentation on the bridge, to determine the accuracy of the original design wind speeds and wind loads predicted in 1994. Based on ten years of wind records it is shown that the design ten-minute mean wind speed with a 100-year return period is within 1.5% of the 1994 design value, and that the bridge has been subjected to this design event once during the November 7, 2001 storm. The dynamic load effects predicted using the 1994 loads adjusted for the actual damping of the prototype are 6% and 28-58% greater than those determined from the on-site monitoring data for the transverse and vertical effects, respectively. The research therefore validates the aerodynamic model-based methodology developed in 1994 which can be used to derive wind loads using on-site monitoring or full-aeroelastic model test data. A second research topic is the challenge of driving high lightly loaded vehicles across the bridge during wind storms. Data are presented from an instrumented bus and truck-trailer that were driven repeatedly across the bridge during a severe windstorm. The drivers' perceptions of the severity of the wind effect on the control of the vehicle are strongly correlated to the transverse accelerations that they are subjected to, which increase with increasing vehicle speed. Current operating procedures that restrict high-sided vehicles from crossing the bridge when the wind speed exceeds 70 km/h in any direction were not perceived to be unsafe by either participating driver. The response of a bus and a truck-trailer crossing the bridge under wind conditions are different: the truck-trailer seems to be much more susceptible to roll-over than the bus.;Keywords: Aerodynamic damping, dynamic wind loads, equivalent static loads, full-aeroelastic model, on-site monitoring, wind-induced vehicle roll-over.
机译：联邦大桥是一座长13公里的预制混凝土结构，建于1993年至1997年之间，跨度为43 – 250 m，采用交替的刚性框架/悬臂式跨距布置。在90年代初，在边界层风洞实验室进行了风研究，以预测桥梁的设计风速和相关的设计风荷载。首次使用全气动弹性模型测试数据开发了动态风荷载。桥梁所有者于1998年在桥梁的一公里处安装了一套复杂的仪器系统，从而实施了一项全面的桥梁监测程序，以记录桥梁与周围环境的相互作用。本文报道的研究分析了此数据集，并在必要时进行了补充根据桥梁上其他仪器的数据，确定1994年预测的原始设计风速和风荷载的准确性。根据十年的风记录，可以看出设计的十分钟平均风速为100年回收期在1994年设计值的1.5％以内，并且该桥在2001年11月7日的暴风雨中曾遭受过一次设计事件。使用1994年载荷进行了预测，以对原型的实际阻尼进行调整，所得出的动载荷效果分别比根据现场监测数据得出的横向和垂直效果大6％和28-58％。因此，这项研究验证了1994年开发的基于空气动力学模型的方法，该方法可用于使用现场监测或全气动弹性模型测试数据得出风荷载。第二个研究主题是在暴风雨期间驾驶高轻载车辆过桥的挑战。数据来自仪表化的公共汽车和卡车拖车，在暴风雨期间，这些公共汽车和卡车拖车在桥上反复行驶。驾驶员对风在车辆控制方面的严重性的感知与他们所承受的横向加速度密切相关，横向加速度随着车辆速度的提高而增加。当风速在任何方向上超过70 km / h时，目前限制高边车辆过桥的现行操作程序都没有被任何一名参与驾驶员认为是不安全的。公交车和卡车拖车在风中过桥的响应是不同的：卡车拖车似乎比公共汽车更容易侧翻;关键词：空气动力阻尼，动态风载荷，等效静载荷，全气动弹性模型，现场监控，风致车辆侧翻。

著录项

  • 作者

    Bakht, Bilal.;

  • 作者单位

    The University of Western Ontario (Canada).;

  • 授予单位 The University of Western Ontario (Canada).;
  • 学科 Engineering Civil.
  • 学位 Ph.D.
  • 年度 2011
  • 页码 297 p.
  • 总页数 297
  • 原文格式 PDF
  • 正文语种 eng
  • 中图分类
  • 关键词

  • 入库时间 2022-08-17 11:44:48

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