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WO1993016232A1 - Systeme et procede pour contrecarrer les oscillations induites par le vent dans une travee de pont - Google Patents

Systeme et procede pour contrecarrer les oscillations induites par le vent dans une travee de pont Download PDF

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Publication number
WO1993016232A1
WO1993016232A1 PCT/DK1993/000058 DK9300058W WO9316232A1 WO 1993016232 A1 WO1993016232 A1 WO 1993016232A1 DK 9300058 W DK9300058 W DK 9300058W WO 9316232 A1 WO9316232 A1 WO 9316232A1
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WO
WIPO (PCT)
Prior art keywords
control
bridge
bridge girder
detectors
response
Prior art date
Application number
PCT/DK1993/000058
Other languages
English (en)
Inventor
Klaus H. Ostenfeld
Original Assignee
Cowiconsult Rådgivende Ingeniører A/S
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Cowiconsult Rådgivende Ingeniører A/S filed Critical Cowiconsult Rådgivende Ingeniører A/S
Priority to EP93905216A priority Critical patent/EP0627031B1/fr
Priority to DE69303160T priority patent/DE69303160D1/de
Publication of WO1993016232A1 publication Critical patent/WO1993016232A1/fr

Links

Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D11/00—Suspension or cable-stayed bridges
    • E01D11/02—Suspension bridges
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01D—CONSTRUCTION OF BRIDGES, ELEVATED ROADWAYS OR VIADUCTS; ASSEMBLY OF BRIDGES
    • E01D11/00—Suspension or cable-stayed bridges
    • E01D11/04—Cable-stayed bridges

Definitions

  • the invention concerns a system and a method of counter- acting wind induced oscillations in bridge girders on long cable supported bridges, wherein a plurality of control faces arranged substantially symmetrically about the lon ⁇ gitudinal axis of the bridge utilize the energy of the wind in response to the movement of the bridge girder to reduce said movement.
  • oscillations may occur because of aerodynamic instability. At worst, these oscillations may be fatal and cause the bridges to collapse.
  • the oscilla ⁇ tions may also be termed flutter. They may be torsional oscillations or vertical oscillations or a combination of these. For example, it was torsional oscillations which caused the Tacoma bridge in the USA to fail in 1940, which was the longest suspension bridge in the world at that time.
  • Aerodynamic instability occurs when the aerodynamic forces reduce the torsional stiffness of the bridge girder, or the total damping (structural as well as aerodynamic) becomes negative, which means that the bridge receives more energy than is absorbed in the oscillatory motion.
  • the wind velocity at which aerodynamic instability occurs is called the flutter wind velocity or the critical wind velocity, and it decreases with decreasing structural stiffness and damping.
  • the problem is solved by e.g. increasing the stiffness of the bridge girder or by mounting mecha- nical damper devices.
  • For a given cross-section of the bridge girder its torsional stiffness decreases with in ⁇ creasing span.
  • the span is increased, it is therefore necessary also to increase the bridge cross-section to establish the sufficient torsional stiffness.
  • the increased bridge cross-section gives rise to greater wind loads, which in turn involves increased demands on the structural stength of the bridge girder and thus adds to the costs of construction.
  • owing to the de ⁇ sired appearance of the bridge there is of course a limit to the increase in the bridge girder cross-section.
  • the described system is a harmonic control attached to a specific oscillation frequency. This is inexpedient, be ⁇ cause the oscillations in a cable supported bridge preced ⁇ ing an instability situation are a superposition of seve ⁇ ral modes of oscillations each having its own oscillation frequency. The combination of these oscillations are not of a harmonic nature, and the described control thus has no general utility.
  • the control wings are mounted above the bridge, and this means that they will be positioned in an area where the
  • control of the control faces depends on the direction of the wind with respect to the bridge girder. Reversing of the wind direction re ⁇ quires the opposite movement of the control faces for the
  • the invention provides a system which makes it possible to utilize the energy of the wind much better than the system described in the above-mentioned article for creating sta-
  • con ⁇ trol faces which are divided into sections in the longitu- dinal direction of the bridge. Furthermore, a plurality of detectors are provided for measuring the movements of the bridge girder, and each control face section is associated with a local control unit adapted to control the control face section concerned in response to information from one or more detectors.
  • the detectors are distributed in the longitudinal direction of the bridge while each local control unit controls the associated control face section in response to information from the nearest detec ⁇ tor or detectors, the ability of the system to allow for local oscillation conditions is additionally improved.
  • the detectors as well as the control faces are arranged substantially symmetrically about the longitudinal axis of the bridge so that there is a detector for each local con ⁇ trol unit, and said unit controls the associated control face section in response to information from the associ- ated detector.
  • the system When, as stated in claim 4, the system is provided with a main control unit capable of receiving information from several detectors distributed in the longitudinal direc- tion of the bridge and transmitting control signals back to the local control units, the system can moreover allow for the total oscillation picture for the entire bridge.
  • the local control units control the associated control face section in response to the control signal received from the main control unit.
  • An embodiment, which is described in claim 6, includes at least two main control units.
  • each main control unit receives information from some of the detectors and cor ⁇ respondingly transmits control signals to some of the local control units distributed in the longitudinal direction of the bridge, additional security is obtained in case of errors on one of the control units. In that case, the detectors and the local control units belonging to the other control units can still operate.
  • the control face sections are divided into groups, each of which is distributed over the length of the bridge, and an error in a control unit will only make the associated group inoperative, thus significantly improving the security for the entire bridge.
  • the system is moreover pro ⁇ vided with a plurality of sensors capable of measuring the direction of the wind, and the local control units or main control units, respectively, utilize the resulting infor ⁇ mation on the wind direction, a system capable of adjust ⁇ ing the control faces in consideration of the wind direc ⁇ tion is obtained.
  • the con ⁇ trol faces are arranged below the bridge girder and at a distance from it where the air flow is almost undisturbed by the bridge girder. This provides a system which is not affacted by the turbulent air flows which are present in particular on the top side of the bridge.
  • Claim 10 des- cribes a special embodiment where the control faces are secured to the bridge girder by means of pylons on the underside of the bridge girder.
  • control faces are formed by segments of the sur ⁇ face of the actual bridge girder, the outermost portions of the bridge girder in the transverse direction of the bridge being capable of moving in a manner such that the cross-section of the bridge girder and thus its aerody- namic properties are changed. This provides an aestheti ⁇ cally nicer appearance of the bridge girder, since the control faces are not readily visible.
  • control faces are di- vided into sections in the longitudinal direction of the bridge.
  • a plurality of detectors measures the movements of the bridge girder, and then a local control unit at each control face section controls it in response to informa ⁇ tion from one or more detectors.
  • An improved method is achieved, as described in claim 13, when one or more main control units receive information from a plurality of detectors and transmit control signals to a plurality of local control units, it being thus pos- sible to take the total oscillation picture of the bridge into consideration.
  • An additional improvement of the method is achieved, as mentioned in claim 14, by measuring the direction of the wind by a plurality of sensors and transmitting signals on this to the local control units or main control units and utilizing these signals in the control of the control faces.
  • fig. 1 shows a section of a suspension bridge to which the invention can be applied
  • fig. 2 shows a section of a cable-stayed bridge having central inclined stays to which the invention can be applied
  • fig. 3 shows a section of a bridge having a first embodi- ment of controlled control faces positioned in the free flow below the bridge girder
  • fig. 4 is a detailed view of a cross-section of the bridge of fig. 3,
  • fig. 5 is a cross-section of the bridge from fig. 3,
  • fig. 6 shows how detectors and local control units can be connected with a main control unit
  • fig. 7 shows an alternative mode of connection which in ⁇ corporates two main control units
  • fig. 8 shows a section of a bridge having a second embodi- ment of controlled control faces integrated in the edge of the bridge girder
  • fig. 9 is a detailed view of a cross-section of the bridge of fig. 8.
  • Figs. 1 and 2 show examples of bridges to which the inven ⁇ tion can be applied.
  • Fig. 1 shows a suspension bridge.
  • a bridge girder 1 is carried by cables 2 and vertical or inclined hangers 3 secured thereto.
  • the carrying cables 2 are in turn carried by a bridge tower 4.
  • Bridges of this type typically have two towers, and the spacing between these towers is called the span of the bridge.
  • the bridge girder 1 is thus car ⁇ ried by the carrying cables 2 and the hangers 3 over the entire extent between the two towers 4.
  • oscillations may occur in the bridge girder.
  • the oscillations may be of various types. In case of vertical oscillations the deflection of the bridge girder will take place in a vertical direction, while, correspondingly in case of horizontal oscillations, deflection will occur in the horizontal direction.
  • the oscillations may also be torsional oscillations, the en ⁇ tire bridge girder "twisting" about the longitudinal axis of the bridge. Furthermore, combinations of these types of oscillations may occur. It may e.g. be mentioned that the longest suspension bridge in the world at that time, the
  • Tacoma bridge in the USA was destroyed in 1940 because of torsional oscillations.
  • Fig. 2 shows another bridge type, viz. a so-called cable- stayed bridge, in which the oscillation phenomenon can occur, and the invention thus be applied.
  • a bridge girder 5 is carried by a plurality of so-called inclined stays 6 which are in turn carried by a bridge tower 7.
  • One or two bridge towers are also used in this bridge type, and the span of the bridge is the distance between two supports of the bridge girder.
  • the oscillation conditions described for the suspension bridge of fig. 1 also apply to this bridge type.
  • Fig. 3 is a perspective view of a section of a suspension bridge of the same type as shown in fig. 1.
  • This figure too shows carrying cables 8, 9 to which a plurality of hangers carrying the bridge girder 11 are secured.
  • the top side of the bridge girder is provided with roadways 12, and various guard rails and crash fences 13 are provided.
  • the bridge is here provided with a plura ⁇ lity of control face sections 14, 15, 16, 17.
  • Each section is mounted on two aerodynamically shaped pylons 18, and, as will be described more fully below, they can be con ⁇ trolled individually. Control face sections are provided on both sides of the bridge girder.
  • control face sections When these control face sections are subjected to the im ⁇ pacts of the wind, they will affect the bridge girder with a force in an upward or downward direction depending upon their positions. Both the direction of the force and its size can be changed by changing the position of the con- trol face section. In case of a wind direction toward the sections 14, 15, 16 the control face section 14 will thus apply an upward force to the bridge girder, while corres ⁇ pondingly the section 16 provides a downward force. In this manner it is thus possible to counteract oscillations that might be about to be generated in the bridge. If at a given point the bridge girder is thus about to oscillate upwardly, the bridge girder can be affected at this point by a downwardly directed force by adjusting the corres- ponding control face section, thus damping the oscilla ⁇ tion.
  • control faces are mounted on the underside of the bridge, because the air flow here is relatively undis- turbed by the presence of the bridge.
  • the flow is more turbulent on the top side, e.g. because of cables, han ⁇ gers, guard rails, crash fences and windscreens as well as the traffic on the bridge.
  • a plurality of detectors are arranged in the bridge girder in order to measure the movements occurring in the bridge. These detectors are e.g. of accelerometers.
  • the control face sections are controlled on the basis of the measure ⁇ ments from these detectors in a manner such that oscilla- tions are counteracted.
  • Fig. 4 shows a detailed segment of a cross-section of a cable supported bridge.
  • the figure shows the bridge girder 11 on which a roadway 12 and a guard rail/crash fence 13 are provided.
  • the bridge girder is suspended from hangers or inclined stays 10, and a control face section 17 is mounted on a pylon 18.
  • a detector 19 measures the movements or accelerations of the bridge at the point concerned and transmits a signal to a control unit 20.
  • This control unit may e.g. be a computer.
  • the control unit 20 On the basis of a control algorithm the control unit 20 than applies a signal to a servo pump 21 which controls a hy ⁇ draulic cylinder 22.
  • the hydraulic cylinder 22 can then rotate the control face section 17 by means of a trans ⁇ mission plate 23 and a control rod 24.
  • the control face section 14 can be adjusted continuously in this manner in response to the movements of the bridge girder at the point in question, as measured by the detector 19.
  • the control unit 20 may be connected to the corresponding control unit 25 at the opposite side of the bridge girder.
  • the system at this side corresponds completely to the system just described.
  • the two control units 20, 25 can exchange informa- tion, provision can be made better for the mode of oscil ⁇ lation which is possibly about to occur at the point in question. If both detectors 19, 26 e.g. detect an upward movement, an initial vertical oscillation will be in ⁇ volved, and both control face sections 14, 17 will there- fore be adjusted such that they cause a downward force.
  • the detector 19 measures an upward movement, while the detector 26 measures a downward move ⁇ ment, a torsional oscillation is involved, and the control face section 17 will therefore be adjusted to give a down- ward force, while the section 14 is adjusted to give an upward force so as to counteract the torsional oscilla ⁇ tion.
  • fig. 5 also shows a wind sensor 27 capable of providing the control units with information on the direction of the wind.
  • the sensor 27 may also be adapted such as to give information on the actual wind velocity.
  • the wind sensor 27 is connected to the control unit 20 in the figure.
  • each of the control units 20, 25 has its own wind sensor.
  • the sensor 27 can be mounted on the underside of the bridge as shown, since the air flow here is most undis ⁇ turbed by the bridge, but other positions are possible.
  • the detectors 19, 26 can be replaced by a common detector which can be utilized by both control units 20, 25, and the common detector must then just also be capable of measuring angular rotations of the bridge about the longitudinal axis of the bridge girder.
  • the control faces are divided into sections in the longitudinal direction of the bridge, and figs. 4 and 5 show the structure of such a section.
  • Each of these sections can operate independently, as just des ⁇ cribed; but improved control can be obtained if all the sections are moveover connected to a common main control unit.
  • Fig. 6 shows an example of how the local control units and the detectors can be connected to a main control unit 28.
  • the complete information obtained by considering all sections simultaneously is important in that it shows the mode of oscillation (or combination of several ones) in which the bridge moves. This information can be used for optimizing the total control of the overall system of control faces.
  • the main control unit 28 can provide the local control units with this information, and these can then allow for this in their control of the control face sections in question.
  • the main control unit 28 takes over the entire control, since the main control unit itself collects information from all detectors and then directly controls the control face sections.
  • the wind sensors are not shown in fig. 6, but these can be connected in the same manner as the mo ⁇ tion detectors.
  • the number of detectors does not have to be the same as the number of control face sections.
  • a minor number of detectors evenly distributed in the longitudinal direction of the bridge can give the main control unit 28 sufficient information on the instantaneous state of oscillation of the bridge, while the control face sections must be mounted with a smaller spacing to provide optimum control. For mechanical reasons too there may be a limit to the length of the control face sections it is desired to use.
  • FIG. 7 shows an example in which two main control units 28 and 29 are provided. To give the greatest possible security if one of the units 28, 29 fails, every other section is connected to the main control section 28, while the remaining ones are connected to the main control unit 29. Thus, each main control unit is connected to a group of sections. It is shown in fig. 7 that the sections 30, 32 are connected to the main control unit 28, while the sections 31, 33 are connected to the main control unit 29. Of course, the distribution of sections between the two control units can also be effected according to other criteria. If more than two main control units are used, the sections are distributed correspondingly between the control units. The overall security of the total system is increased by the number of main control units and thus the number of independent sections.
  • control face sections each of which is controlled by a local control unit 20, 26.
  • embo- diments are also conceivable in which a long, continuous control face is employed on each side of the bridge. This control face may then be made of a flexible material so that the local control units can move a section of the control face.
  • Fig. 8 shows an alternative embodiment of the invention.
  • the faces are here integrated in the actual bridge girder.
  • the outermost edge of the actual bridge girder is divided into sections capable of moving in a vertical direction and thereby changing the geometry of the bridge.
  • these faces utilize the energy of the wind for sub ⁇ jecting the bridge girder to the action of a force in an upward or downward direction.
  • the figure shows the sec ⁇ tions 34, 35, 36, the section 34 being adjusted to change the forces on the bridge girder in a downward direction, while the section 36 is adjusted to change the forces on the bridge girder in an upward direction with the wind directed toward the shown sections.
  • the sections are adapted to rotate about an axis of rota ⁇ tion 37, and the mode of operation appears more clearly from fig. 9. It will be seen from this figure that the outermost part 34 can rotate about the axis of rotation
  • the movement of the section is controlled by means of a hydraulic cylinder 40 and a control rod 41.
  • the hydrau- lie cylinder 40 is controlled by a servo pump, which is in turn controlled by a local control unit. Otherwise, the control corresponds to the one described before.
  • This embodiment obviates the additional control faces which are suspended below the bridge. This is important in terms of costs and also gives the bridge an aesthetically nicer appearance.
  • the control algorithm used in the local control units and the main control units, respectively, depends on the ac ⁇ tual bridge concept, provision being made for many condi ⁇ tions, such as e.g. the span of the bridge and the dimen ⁇ sions of the bridge girder.
  • the control algorithms are based on the necessity that the control faces are con- stantly to deliver forces which are oppositely directed to the movements of the bridge edge. In case of torsional movements of the bridge girder this can be done in prin ⁇ ciple e.g. by allowing the control faces to move with the same frequency as the torsional movement of the bridge girder, but merely phase shifted with respect thereto. Phase shift will typically be of 60 to 90°. Also the actual shape of the control faces depends on the bridge concept in question.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Bridges Or Land Bridges (AREA)

Abstract

Un système destiné à contrecarrer les oscillations induites par le vent dans une travée de pont (11) soutenue par des câbles longs comporte une pluralité de faces de contrôle (14, 15, 16, 17, 34, 35, 36) qui sont agencées d'une manière sensiblement symétrique par rapport à l'axe longitudinal du pont. Les faces de contrôle sont agencées pour utiliser l'énergie du vent en réponse au mouvement de la travée du pont afin de diminuer ledit mouvement. Les faces de contrôle sont divisées en sections suivant la direction longitudinale du pont et une pluralité de détecteurs (19, 26) est prévue pour mesurer les mouvements de la travée du pont. Une unité de contrôle locale (20, 25) associée à chaque section de face de contrôle est agencée pour contrôler la section de face de contrôle en réponse à une information d'un ou plusieurs desdits détecteurs. Dans une méthode selon l'invention, les faces de contrôle (14, 15, 16, 17, 34, 35, 36) sont divisées en sections dans la direction longitudinale du pont et une pluralité de détecteurs (19, 26) mesurent les mouvements de la travée du pont, après quoi une unité de contrôle locale (20, 25) associée à chaque section de face de contrôle, contrôle la section de face de contrôle en question en réponse à l'information venant d'un ou de plusieurs desdits détecteurs.
PCT/DK1993/000058 1992-02-18 1993-02-17 Systeme et procede pour contrecarrer les oscillations induites par le vent dans une travee de pont WO1993016232A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP93905216A EP0627031B1 (fr) 1992-02-18 1993-02-17 Systeme et procede pour contrecarrer les oscillations induites par le vent dans une travee de pont
DE69303160T DE69303160D1 (de) 1992-02-18 1993-02-17 System und verfahren zur kompensierung windinduzierter schwingungen in einem brückenträger

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DK0209/92 1992-02-18
DK20992A DK169444B1 (da) 1992-02-18 1992-02-18 System og fremgangsmåde til modvirkning af vindinducerede svingninger i en brodrager

Publications (1)

Publication Number Publication Date
WO1993016232A1 true WO1993016232A1 (fr) 1993-08-19

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PCT/DK1993/000058 WO1993016232A1 (fr) 1992-02-18 1993-02-17 Systeme et procede pour contrecarrer les oscillations induites par le vent dans une travee de pont

Country Status (7)

Country Link
EP (1) EP0627031B1 (fr)
AU (1) AU3626693A (fr)
DE (1) DE69303160D1 (fr)
DK (1) DK169444B1 (fr)
ES (1) ES2090976T3 (fr)
MA (1) MA22804A1 (fr)
WO (1) WO1993016232A1 (fr)

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2313612A (en) * 1996-05-29 1997-12-03 Marconi Gec Ltd Bridge stabilisation
EP1270490A1 (fr) * 2001-06-29 2003-01-02 Inventio Ag Construction d'un escalier ou d'un trottoir roulant de grande longueur
US6685001B2 (en) 2001-06-29 2004-02-03 Inventio Ag Escalator or moving walkway with overhead support
WO2006050802A1 (fr) * 2004-11-09 2006-05-18 Tutech Innovation Gmbh Dispositif pour amortir des mouvements d'oscillations dans un edifice
WO2006106370A3 (fr) * 2005-04-06 2006-11-23 Darko Horvat Protection de ponts contre le bora et d'autres agressions exterieures
EP1767699A4 (fr) * 2004-06-09 2008-09-17 Inc Administrative Agency Publ Pont suspendu à haubans utilisant de façon combinée des poutres à un caisson et à deux caissons
USRE43653E1 (en) 2003-09-08 2012-09-11 Renscience Ip Holdings Inc. Aerodynamic suction ventilator
WO2016162059A1 (fr) * 2015-04-08 2016-10-13 Technische Universität Hamburg-Harburg Dispositif pour amortir des vibrations d'un pont
CN106958192A (zh) * 2017-04-13 2017-07-18 华北水利水电大学 一种抑制桥梁颤振的控制结构及方法
CN108035237A (zh) * 2017-12-31 2018-05-15 西南交通大学 一种抑制桥梁颤振及涡振的翼板系统及其控制方法
CN111101436A (zh) * 2020-01-14 2020-05-05 中铁二院工程集团有限责任公司 一种桥梁风屏障装置及其使用方法
CN111119031A (zh) * 2020-01-14 2020-05-08 中铁二院工程集团有限责任公司 一种抑制桥梁颤振的装置及其使用方法
CN111305042A (zh) * 2020-02-29 2020-06-19 东北林业大学 一种自适应摆动襟翼的大跨桥梁风振控制方法
CN112048985A (zh) * 2020-09-25 2020-12-08 四川交投建设工程股份有限公司 用于抑制涡振的桥梁应力控制系统

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CN104715149B (zh) * 2015-03-16 2017-08-25 东南大学 悬索桥施工过程中加劲梁测量坐标修正方法

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EP0057052A1 (fr) * 1981-01-08 1982-08-04 NMI Limited Ponts à grande portée
US4454620A (en) * 1982-01-06 1984-06-19 Barkdull Jr Howard L Span construction
US4741063A (en) * 1986-02-05 1988-05-03 Stretto di Messina, S.P.A. Suspension bridge structure with flutter damping means

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US2380183A (en) * 1941-03-06 1945-07-10 George A Maney Bridge and hanger system
US4098034A (en) * 1976-05-06 1978-07-04 Howell Wallace E Building sway control
EP0057052A1 (fr) * 1981-01-08 1982-08-04 NMI Limited Ponts à grande portée
US4454620A (en) * 1982-01-06 1984-06-19 Barkdull Jr Howard L Span construction
US4741063A (en) * 1986-02-05 1988-05-03 Stretto di Messina, S.P.A. Suspension bridge structure with flutter damping means

Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2313612A (en) * 1996-05-29 1997-12-03 Marconi Gec Ltd Bridge stabilisation
WO1997045593A1 (fr) * 1996-05-29 1997-12-04 Gec-Marconi Limited Stabilisation de pont
AU717668B2 (en) * 1996-05-29 2000-03-30 Ericsson Ab Bridge stabilisation
GB2313612B (en) * 1996-05-29 2000-06-07 Marconi Gec Ltd Bridge stabilisation
US6154910A (en) * 1996-05-29 2000-12-05 Gec-Marconi Limited Bridge stabilization
EP1270490A1 (fr) * 2001-06-29 2003-01-02 Inventio Ag Construction d'un escalier ou d'un trottoir roulant de grande longueur
US6685001B2 (en) 2001-06-29 2004-02-03 Inventio Ag Escalator or moving walkway with overhead support
USRE43653E1 (en) 2003-09-08 2012-09-11 Renscience Ip Holdings Inc. Aerodynamic suction ventilator
EP1767699A4 (fr) * 2004-06-09 2008-09-17 Inc Administrative Agency Publ Pont suspendu à haubans utilisant de façon combinée des poutres à un caisson et à deux caissons
US7743444B2 (en) * 2004-06-09 2010-06-29 Incorporated Administrative Agency Public Works Research Institute Cable stayed suspension bridge making combined use of one-box and two-box girders
WO2006050802A1 (fr) * 2004-11-09 2006-05-18 Tutech Innovation Gmbh Dispositif pour amortir des mouvements d'oscillations dans un edifice
WO2006106370A3 (fr) * 2005-04-06 2006-11-23 Darko Horvat Protection de ponts contre le bora et d'autres agressions exterieures
WO2016162059A1 (fr) * 2015-04-08 2016-10-13 Technische Universität Hamburg-Harburg Dispositif pour amortir des vibrations d'un pont
CN107873066A (zh) * 2015-04-08 2018-04-03 汉堡-哈尔堡工业大学 用于阻尼桥梁的振动的装置
US10196785B2 (en) 2015-04-08 2019-02-05 Tutech Innovation Gmbh Device for damping vibrations of a bridge
CN107873066B (zh) * 2015-04-08 2021-08-10 汉堡-哈尔堡工业大学 用于阻尼桥梁的振动的装置
CN106958192A (zh) * 2017-04-13 2017-07-18 华北水利水电大学 一种抑制桥梁颤振的控制结构及方法
CN106958192B (zh) * 2017-04-13 2018-12-18 华北水利水电大学 一种抑制桥梁颤振的控制结构及方法
CN108035237A (zh) * 2017-12-31 2018-05-15 西南交通大学 一种抑制桥梁颤振及涡振的翼板系统及其控制方法
CN111101436A (zh) * 2020-01-14 2020-05-05 中铁二院工程集团有限责任公司 一种桥梁风屏障装置及其使用方法
CN111119031A (zh) * 2020-01-14 2020-05-08 中铁二院工程集团有限责任公司 一种抑制桥梁颤振的装置及其使用方法
CN111305042A (zh) * 2020-02-29 2020-06-19 东北林业大学 一种自适应摆动襟翼的大跨桥梁风振控制方法
CN111305042B (zh) * 2020-02-29 2021-08-03 东北林业大学 一种自适应摆动襟翼的大跨桥梁风振控制方法
CN112048985A (zh) * 2020-09-25 2020-12-08 四川交投建设工程股份有限公司 用于抑制涡振的桥梁应力控制系统

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DK20992A (da) 1993-08-19
DK20992D0 (da) 1992-02-18
MA22804A1 (fr) 1993-10-01
DE69303160D1 (de) 1996-07-18
EP0627031B1 (fr) 1996-06-12
AU3626693A (en) 1993-09-03
ES2090976T3 (es) 1996-10-16
EP0627031A1 (fr) 1994-12-07
DK169444B1 (da) 1994-10-31

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