Aerodynamic Interference Effects on Vortex-Induced Vibration of Two Parallel Railway– and Highway–Cable-Stayed Bridges with Triple-Separated Decks
Publication: Journal of Bridge Engineering
Volume 29, Issue 2
Abstract
In this study, wind tunnel tests were carried out to study the vortex-induced vibration (VIV) characteristics of two parallel long-span railway– and highway–cable-stayed bridges with triple-separated parallel decks. Furthermore, the effects of incoming wind direction, horizontal net distance, and vertical distance were considered. The maximum amplitude and lock-in interval wind velocity were analyzed to investigate the aerodynamic interference effects on the VIV of the main decks of the two parallel bridges. The results indicated that when the Quanzhou Bay railway bridge (QZRB) is located at the windward side (RW), the VIV occurs in both the main decks of the QZRB and the Quanzhou Bay highway bridge (QZHB). However, when the QZRB is located at the leeward side (RL), the VIV of the main decks of both the QZRB and the QZHB are suppressed. For RW cases, the maximum amplitude of the main deck of the QZRB is 114.1% higher than the case of the single main deck of the QZRB due to the aerodynamic interference effect, and the VIV of the main decks of the QZHB occurs both upstream and downstream. The maximum amplitude of the main decks of the QZRB and QZHB increases when the horizontal net distance is reduced. By changing the vertical distance, the maximum amplitude of the main deck of the QZRB increases. At the same time, the maximum amplitude of the main deck of QZHB-1 decreases, while QZHB-2 shows the opposite trend. For RL cases, the VIV of the main decks of the QZHB occurs only upstream (QZHB-2) and the main deck of the QZRB presents an obvious beat phenomenon. Increasing the horizontal net distance and changing vertical distance can weaken the beat phenomenon.
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Data Availability Statement
Some data that support the findings of this study are available from the corresponding author upon reasonable requests, such as the detailed information on the main deck models and experimental results.
Acknowledgments
This research was financially supported by the National Natural Science Foundation of China (Grant Numbers 52178475 and 51778225), the Scientific Research and Development Program of China National Railway Group Co., Ltd. (N2021G034), the Scientific Research Program of China Railway Construction Corporation Limited (2021-B17), and the Scientific and Technological Research and Development Project of China Railway Siyuan Survey and Design Group Co., Ltd. (2018K001 and 2021K015), for which the authors are grateful.
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Published In
Journal of Bridge Engineering
Volume 29 • Issue 2 • February 2024
Copyright
© 2023 American Society of Civil Engineers.
History
Received: Mar 20, 2023
Accepted: Sep 19, 2023
Published online: Dec 5, 2023
Published in print: Feb 1, 2024
Discussion open until: May 5, 2024
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