Vertical Vortex-induced Vibration Research Articles

Identification of amplitude-dependent aerodynamic damping from free vibration data using iterative unscented kalman filter

This study presents an innovative approach employing an iterative Unscented Kalman Filter (IUKF) for the identification of amplitude-dependent nonlinear aerodynamic damping using wind tunnel free vibration data. The wind-structure interaction system is represented as a single-degree-of-freedom system, with the amplitude-dependent aerodynamic damping modeled as a polynomial function of structural displacement and velocity. The augmented state variables, encompassing structural vibration frequency and polynomial coefficients for aerodynamic damping, are concurrently estimated from free vibration data using the UKF technique. To enhance the robustness of the identification results against variations in initial conditions, the UKF is applied iteratively by assigning the estimated polynomial coefficients as new initial values for the state variables. Validation of the IUKF-based method is performed through a numerical example featuring a typical bridge deck sectional model, as well as experimental data from two spring-suspended sectional models experiencing vertical vortex-induced vibration (VIV) and torsional post-flutter limit cycle oscillation. The feasibility of identifying amplitude-dependent aerodynamic damping for amplitude range not covered by the displacement signal is examined.

Online Collaborative Perception of Full Bridge Deck Driving Visual of Far Blind Area on Suspension Bridge during Vortex-Induced Vibration.

During a vertical vortex-induced vibration (VVIV), an undulating bridge deck will affect drivers' sightlines, causing the phenomenon of drifting and changes in the far blind area, thus presenting a potential threat to driving safety. Consequently, to ensure the safety of driving on a suspension bridge deck under VVIV, it is necessary to perceive the far blind spot caused by the occlusion of the driving sightlines under this condition, and to establish an online perception and evaluation mechanism for driving safety. With a long-span suspension bridge experiencing VVIV as the engineering background, this paper utilizes the acceleration integration algorithm and the sine function fitting method to achieve the online perception of real-time dynamic configurations of the main girder. Then, based on the configurations, the maximum height of the driver's far blind area and effective sight distance are calculated accordingly, and the impact of different driving conditions on them is discussed. The proposed technical framework for driving safety perception in far blind spots is feasible, as it can achieve real-time estimation of the maximum height and effective distance of the far blind area, thereby providing technical support for bridge-vehicle-human collaborative perception and traffic control during vortex-induced vibration.

Study on VIV performance of streamlined steel box girder of a sea-crossing cable-stayed bridge

The frequent occurrence of vortex-induced vibrations (VIVs) poses significant challenges for the operations of large-span sea-crossing bridges subjected to wind loads. A wind tunnel test device for large-scale section models is developed for a sea-crossing bridge to investigate the VIV performance of a streamlined box girder. A new type of aerodynamic countermeasure combining horizontal stabilizers and deflectors is proposed to address vertical and torsional VIV mitigation. To achieve optimal control effects, adjustments are made to the layout of deflectors and the width of horizontal stabilizers. The effects of varying structural damping ratios and low turbulence on vertical VIVs are also thoroughly examined. The VIV triggering mechanism of the girder by maintenance rails is revealed through numerical simulations using the Shear Stress Transport (SST) k−ω model. Finally, the suppression mechanism of the countermeasures is elucidated. The instantaneous vorticity distribution indicates that implementing the countermeasures effectively reduces the size of alternating shedding vortices on the trailing edge of the main girder. This research provides valuable insights into the VIV mitigation of streamlined box girders.

Study on vortex-induced vibration mitigation of parallel bridges by multi-tuned mass damper inerter

This study proposes a novel Multi-Tuned Mass Damper Inerter (MTMDI) system for mitigating the vortex-induced vibration (VIV) responses of parallel bridges. In the proposed system, two individual bridges are linked using two Tuned Mass Damper Inerters (TMDIs). A model of parallel bridges with MTMDI under vortex-induced force is constructed, and two additional schemes wherein each bridge is equipped with a TMDI and a Tuned Mass Damper (TMD) separately are considered. The VIV responses of the parallel bridges are estimated through full bridge aeroelastic model wind tunnel tests. The performance of the MTMDI system with the optimal parameters obtained by the multi-objective optimization technique is compared with the performance of the other aforementioned two schemes. The results indicate that the optimal MTMDI system with smaller attached mass and inertance effectively mitigates the vertical VIV responses when applied to the parallel bridges. The frequency response functions and displacement time histories further demonstrate the effectiveness of the MTMDI system as an attractive alternative to the other schemes. Finally, the sensitivity of performance against variations in each parameter in the MTMDI system is discussed.

Influence of non-uniform grid plates on the vortex-induced vibration performance of twin-box girder section

The wind resistance design of long-span bridges necessitates addressing the issue of vortex-induced vibration (VIV) and implementing appropriate counter measures to mitigate it. The present study focused on the examination and comprehensive analysis of a self-anchored suspension bridge. Wind tunnel tests were conducted on sectional models to analyze the effect of wind attack angles on the VIV performance of the girder. Moreover, the investigation examined the impact of opening slot ratio and the configuration of grid plates on the trigger mechanism and performance of VIV. From the results, it is observed that the main girder displays vertical VIV when the damping ratio reaches 0.25%. At wind attack angle of − 3°, 0°, and + 3°, the dimensionless maximum amplitude of the vertical VIV normalized by the height of the girder section, represented as ymax/D, is measured to be 0.032, 0.033, and 0.023 correspondingly. When the opening slot ratio of the grid plates reaches 50%, and the grid plates are non-uniformly arranged on the opening slot, that is the sides of the opening slot position, the vertical VIV becomes non-existent. Furthermore, it is observed that when the grid plates are arranged uniformly with the same opening slot ratio, the suppression effect on VIV is relatively worse and the dimensionless maximum amplitude of the vertical VIV is reduced to 0.013 from 0.032. The flow structure mechanism is that the upside airflow is separated at the windward edge of the girder section, leading to the formation of a large upper vortex. The upper vortices interact with the airflow passing through the upper and lower portions of the central slot, colliding with the top and bottom surfaces of the downstream section. Eventually, the vortices are shifted towards the tail side of the girder section and eventually shed, causing VIV. After implementing grid plates, vortices with a certain size still form at the gap. The grid plate effectively separates the vortices from the upper and lower sections of the girder, reducing their impact on the downstream section and optimizing the VIV performance of the main girder. These research findings could serve as a guide for designing the two-box girder section.

Numerical investigation on vertical vortex-induced vibrations of triple-box girders with curved and linear-type webs

This article presents a numerical study of the vertical vortex-induced vibration (VIV) of bare triple-box girders with both curved and linear-type webs. The simulation was carried out at Scruton number of Sc = 4πmζ/ρBD = 3.34 with the Reynold number from 1.35 × 105 to 8.09 × 105. The CFD simulation model is verified with data from wind tunnel tests. VIV occurs for both sections at low reduced wind speed (0.3<U/fB < 0.4). The dynamic responses, pressure distribution, flow field, and aerodynamic work distribution during VIV for both sections are portrayed in detail. The results indicate that during the stable VIV stage for the linear-type-web section, the vortex structures around the tail of the middle box and the downstream gap exhibit differences between the two adjacent oscillation periods, resulting in the sub-harmonic components in the aerodynamic lift force. Additionally, the fluctuating pressure on the linear-type web section is greater than on the curved web section due to more separated points on the linear-type web section. For both web types, the primary excitation source for the VIV is the vortices that periodically impinge on the leading surface region on the top of the middle box, resulting in the main energy input.

Aerodynamic interference mechanism of vertical vortex-induced vibration of a ∏-shaped girder paralleled with a truss girder

In this study, the aerodynamic interference characteristics and mechanism of vertical vortex-induced vibration (VIV) of a ∏-shaped steel–concrete composite girder of a highway cable-stayed bridge and a steel truss girder of a railway cable-stayed bridge are investigated via experimental and numerical simulation methods, respectively. To this end, firstly, wind tunnel tests are conducted on section models with a geometry scale of 1:60, consisting of the ∏-shaped girder paralleled with truss girders to investigate their aerodynamic interference behaviors. Moreover, the fluid–structure interaction (FSI) approach based on dynamic mesh and user defined functions (UDF) is applied to study the wind-induced vibrations (WIV) of the single ∏-shaped girder and two parallel main decks for wind attack angle of 0°, respectively. Furthermore, the characteristics of vorticity, surface pressure, and vortex-induced force (VIF) distributions of the ∏-shaped girder and the truss girder are analyzed to investigate the aerodynamic interference mechanism. The results reveal that, the significant vertical vortex-induced vibrations (VIV) of the single ∏-shaped girder are observed, however, no obvious vertical VIV occurs for the single truss girder. Moreover, when the truss girder locates in the windward of the ∏-shaped girder, no obvious vertical VIV responses are observed. However, the ∏-shaped girder and the truss girder both exhibit significant vertical VIV responses for wind from the ∏-shaped girder side, and the maximum vertical VIV amplitude of the ∏-shaped girder is amplified by 32% compared with the single ∏-shaped girder. The vortices shed from the truss girder section disrupt the regular vortex shedding of the ∏-shaped girder section, thus suppressing the VIV of the ∏-shaped girder section. The WIV of the truss girder section is due to the forced vibration caused by the vortex impact of the dominant vortices shed from the ∏-shaped girder section. As the downstream flow field is blocked by the truss girder section, the scale and intensity of the dominant vortices is increased, leading to an amplification of the VIF and the VIV amplitude of the ∏-shaped girder section.

Aerodynamic force distribution and vortex drifting pattern around a double-slotted box girder under vertical vortex-induced vibration

Double-slotted box girder is a novel type of main girder for long-span bridges. To investigate the vertical vortex induced vibration (VIV) performance and aerodynamic effect of double-slotted box girder, wind tunnel tests were conducted on a spring-suspended sectional model. The results showed that the aerodynamic forces on the upper and lower surfaces of upstream box, the upper surface of middle box, and the rear regions of upper and lower surfaces of downstream box contribute positively to the VIV, becoming the main excitation source. Compared with streamlined closed-box and central-slotted box girders, the regions with obvious contribution values on double-slotted box girder surface significantly increase. This indicates that double slots allow the aerodynamic forces acting on larger areas of girder surface to participate in VEF generation and potentially affect the VIV performance. A vortex-related flow pattern around the double-slotted box girder was described by combining the vortex drifting theory and simplified vortex model, which provide insight into the mechanism of vertical VIV. Periodic vortex drifting exists on the upper surface of downstream box. The aerodynamic forces from the windward side to the front area of the lower surface of middle box appear to be significantly affected by vortices in windward slot.

Research on Mechanism of Vortex-Induced Vibration Railing Effect of Double-Deck Large-Span Suspension Bridge

Large-span suspension bridges are susceptible to wind loads. Therefore, a more precise analysis of their wind-induced vibration response is necessary to ensure the structure’s absolute safety. This investigation conducted wind tunnel tests for the construction and completion stages to reveal the vortex-induced vibration (VIV) phenomenon of a double-deck suspension bridge. The results showed that no VIV occurred during the construction stage. However, the inclusion of railings significantly deteriorated the aerodynamic performance of the suspension bridge, leading to significant VIV at +3° and +5° wind angles of attack. Additionally, reducing the railing ventilation rate can significantly suppress the VIV amplitude. A new analysis method based on computational fluid dynamics (CFD) simulation is proposed to investigate the VIV mechanism of the double-deck truss girder. Twenty-nine measurement points were used to explore the vortex that causes VIV. The numerical simulations found that the area above and aft of the upper deck dominated the vertical VIV, while the aft of the lower deck dominated the torsional VIV. Furthermore, the intensity of the vortex in these areas was significantly lower during the construction stage. Moreover, reducing the railing ventilation rate significantly suppresses the torsional VIV by reducing the intensity of the vortex in the region behind the lower deck.

Vortex-induced vibration performance and mechanism of long-span railway bridge streamlined box girder

To investigate the vortex-induced vibration (VIV) characteristics of a narrow-streamlined railway box girder and optimize its VIV performance, a long-span railway cable-stayed bridge was analyzed. Based on sectional model wind tunnel tests, the influence of the wind attack angle and the damping ratio on the VIV performance of the girder was investigated. The main inducing factors of the VIV of the narrow railway box girder were explored and a series of corresponding optimization schemes was put forward. The results show that there is no VIV when the wind attack angles are −5°, −3° and 0°, and the damping ratio is 0.2%. The non-dimensional maximum amplitudes 1000 y/ D of the girder at wind attack angles of +3° and +5° are 14.4 and 19.4, respectively. The maximum amplitudes decrease with the increase of the damping ratios. The railing base is the influence factor that induces the vertical VIV, because the separation vortices between the railing base and ballast wall, as well as behind the railings, cause the VIV of the railway steel box girder. Compared with that of the girder section with the ballastless track board, the non-dimensional maximum vertical VIV amplitude of the girder without the ballastless track board greatly increases from 19.4 to 63.5, which could effectively suppress the VIV of the main girder. Lastly, in the construction state, vertical VIV occurs for girder sections I and II, which have respective aspect ratios of 4.3 and 4.6, at wind attack angles of +3° and +5°. Girder section III, which has a 6.7 aspect ratio and is more streamlined, does not have a VIV. The greater the aspect ratio of the bridge girder, the better the VIV performance. The relevant results could serve as a guide for wind resistance design of railway streamlined box girders.

Experiment study on vortex-induced vibration of a twin-box girder with large cantilever plates

Due to their good aerodynamic stability performance, twin-box girders are frequently adopted in long-span cable-supported bridges. However, they are also susceptible to vortex-induced vibration (VIV) since the central slot changes the flow patterns around a bridge girder. In this paper, the VIV performance of a twin-box girder with large cantilever plates was investigated through wind tunnel tests of sectional models with 1:75 and 1:30 scale ratios. Furthermore, the effects of increasing the damping ratio and installing various conventional aerodynamic countermeasures such as guide vanes, grid plates, and central stabilizers on VIV suppression of the twin-box girder were investigated. A new type of aerodynamic countermeasure named the L-shaped windshield was proposed to suppress the VIV response of the twin-box girder to an acceptable level. The results indicated that significant vertical VIV occurred for the twin-box girder, and increasing the damping ratio and installing conventional aerodynamic countermeasures could not suppress the VIV response of the twin-box girder effectively. The attachments obviously worsened the vertical VIV performance of the twin-box girder, and the attachments on the upper surface showed a more significant effect. It was further demonstrated that the L-shaped windshield is an effective countermeasure that can completely suppress the vertical VIV of the twin-box girder by greatly reducing the motion-induced vortexes in the central slot with the help of low turbulence in the turbulent flow field.

Investigation of Vortex-Induced Vibration of Double-Deck Truss Girder with Aerodynamic Mitigation Measures

The long-span double-deck truss girder bridge has become a recommend structural form because of its good performance on traffic capacity. However, the vortex-induced vibration (VIV) characteristics for double-deck truss girders are more complicated and there is a lack of related research. In this research, wind tunnel tests were utilized to investigate the VIV characteristics of a large-span double-deck truss girder bridge. Meanwhile, the VIV suppression effect of the aerodynamic mitigation measures was measured. Furthermore, the VIV suppression mechanism was studied from the perspective of vortex shedding characteristics. The results indicated that the double-deck truss girder had a significant VIV when the wind attack angles were +3° and +5°. The aerodynamic mitigation measures had an influence on the VIV response of the double-deck truss girder. The upper chord fairing and lower chord inverted L-shaped deflector plate played a crucial role in suppressing VIV. Numerical analysis indicated that vortex shedding above the upper deck or in the wake region may dominate vertical VIV, while vortex shedding in the wake region of the lower deck may dominate torsional VIV. The upper chord fairing and lower chord inverted L-shaped deflector plate disrupted the original vortex shedding pattern in both regions, thereby suppressing VIV. This research can provide a foundation for bridge design and vibration suppression measures for large-span double-deck truss girder bridges.

Effects of gap configuration on vortex-induced vibration of twin-box girder and countermeasure study

To investigate the effect of the gap configuration on the vortex-induced vibration (VIV) of a twin-box girder, spring-supported sectional model wind tunnel tests of twin-box girders with different gap configurations are conducted. The gap ratio (B/D, where B is the gap width of the twin-box girder and D is the central height of the girder) is fixed at 2.74. All the tested models undergo evident vertical VIV. The wind tunnel test results show that the gap configuration significantly affects the VIV response. Two-dimensional (2D) computational fluid dynamics (CFD) simulations are performed to study the VIV mechanism of a twin-box girder. The flow characteristics of the twin-box girder are studied, and the results of the fluid-structure interaction are obtained using CFD simulations. To explore the mitigation devices for VIV, seven schemes are employed for the same scaled sectional model. The results indicate that the proposed flow splitter plate device efficiently suppresses the VIV of the twin-box girder.

Online Intelligent Perception of Front Blind Area of Vehicles on a Full Bridge Based on Dynamic Configuration Monitoring of Main Girders.

Establishing an online perception mechanism for a driver’s front blind area on a full bridge under vertical vortex-induced vibration (VVIV) is essential for ensuring road safety and traffic control on bridge decks under specific conditions. Based on accelerations of vibration monitoring of the main girders, this paper uses a real-time acceleration integration algorithm to obtain real-time displacements of measurement points; realizes the real-time estimation of the dynamic configurations of a main girder through parametric function fitting; and then can perceive the front blind area for vehicles driving on bridges experiencing VVIV in real time. On this basis, taking a long-span suspension bridge suffering from VVIV as an engineering example, the influence of different driving conditions on the front blind area is examined. Then, the applicability of the intelligent perception technology framework of the front blind area is verified. The results indicate that, during VVIV, the driver’s front blind area changes periodically and the vehicle model has the most significant impact on the front blind area; in contrast, the vehicle’s speed and the times of the vehicle entering the bridge have minimal impact on it. Meanwhile, it is shown that the framework can accurately perceive front blind areas of vehicles driving on the bridge, and identify different vehicle models, speeds and times of vehicle bridge entries in real time.

Experimental and numerical studies on the two “lock-in” regions characteristic of vertical vortex-induced vibration of Π-shaped composite bridge deck

The Π-shaped bridge deck may easily occur vertical vortex-induced vibration, due to the bluff body aerodynamic configuration, which may cause the uncomforting of vehicles and pedestrians on the bridges. The present study mainly focused on the two “lock-in” regions characteristics of vertical vortex-induced vibration (VIV) of Π-shaped bridge deck, which can reveal the aerodynamic mechanism of vibration mitigation countermeasures. The vertical VIV response of original Π-shaped deck and those with different countermeasures are experimentally investigated detailly. Computational fluid dynamics (CFD) method is employed to numerically simulate the surrounding flow field of original girder section and those with different aerodynamic countermeasures. The numerical method is firstly verified through the comparison with the results of corresponding experimental results obtained in wind tunnel test. Afterwards, the flow pattern and vortex structure around the girder section simulated by CFD are utilized to interpret the effects of the mitigation countermeasures. The numerical results show that: (a)The vibration mitigation effect in the first vortex “lock-in” region is not sensitive to the position of the aerodynamic countermeasures, while the vibration mitigation effect in the second “lock-in” region is more sensitive to the position of the aerodynamic countermeasures; (b) The phase of aerodynamic lift and displacement response is close to synchronization in the ascending section of the VIV amplitude, greater than 90° in the descending section, and close to 180° outside the vortex-induced resonance range. The first vertical VIV region is related to the “Karman vortex street” at the trailing edge of the section, while the second vertical VIV region is related to the vortex shedding at the lower edge of the front end of the section and the secondary vortices on the upper surface.

Multiple-order vertical vortex-induced vibration mechanism of a typical streamlined closed-box girder

Multiple-order vertical vortex-induced vibrations (VIVs) have been frequently observed in prototype bridges as well as tested models in wind tunnels, but VIV excitation and VIV suppression mechanisms need further investigation. In this study, a simplified vortex model (SVM) derived from the spatial distribution characteristics of the wind pressure around the girder surface was developed to elucidate the multiple-order vertical VIV phenomena of a typical streamlined closed-box girder with additional attachments. The results showed that there are three potential lock-in ranges of vertical VIVs. The 1st lock-in range is excited and sustained by the separated vortex formation at the trailing edge, which is referred to as trailing-edge-vortex-dominated VIV. In the 2nd and 3rd lock-in ranges, the contribution of local aerodynamic forces to the general vortex-excited forces (VEFs) over the upper surface varies with the local positions in the form of simple harmonic curves. Therefore, the local aerodynamic force can be simplified by a concentrated force with an approximately constant loading amplitude and drift velocity, which is illustrated as a simplified moving vortex; based on this, an SVM can be established and utilized to associate the vortex-drift pattern with multiple vertical VIVs in terms of Strouhal number of the separated vortex. With the help of the SVM, the 2nd and 3rd lock-in ranges are excited and sustained by the separated vortex formation at the leading edge and then by a regular vortex drift pattern over the upper surface of the bridge girder, referred to as impinging-edge-vortex-dominated VIVs. Spoilers installed on the handrails can effectively suppress the separated vortex formation both at the trailing edge and leading edge; thus, vertical VIVs in all lock-in ranges can be mitigated.

Effect of vertical vortex-induced vibration of bridge on railway vehicle’s running performance

The long-span bridge consisting of separated box steel girders is prone to vertical vortex-induced vibration (VIV) within the operating a wind speed range of the train. Based on the wind-train-track-bridge (WTTB) dynamic model, this study presents an analysis method considering VIV effects and investigates the effects of vertical VIVs on the dynamic responses of the train-track-bridge system under crosswinds. It is found that the vertical VIV mainly affects the derailment factor, the offload factor, the vertical car-body acceleration, the vertical car-body Sperling index, and the vertical acceleration of bridge decks, and has less impact on other indexes. The vertical dynamic response of vehicles and bridges increases with the vertical VIV modal order, amplitude and frequency. Furthermore, the impact of the high-order vertical VIV modal is outstandingly more significant than that of the low-order vertical VIV modal.

Vortex-induced vibration characteristics of two open girders: A comparison of experimental and numerical investigation

Open girder sections are vulnerable to vortex-induced vibrations (VIV) because of their bluff aerodynamic characteristics. A comparative investigation was conducted by wind tunnel tests and numerical simulation. Firstly, based on sectional model wind tunnel tests, the VIV performance of semi-open girder and separated edge-boxes open girder was studied with consideration of the influence of the equivalent mass, wind attack angle and damping ratio. The aerodynamic parameters Scruton number ( S c) and Strouhal number ( S t) of two girders were analyzed contrastively. In addition, VIV amplitudes corresponding to the real bridge girders were calculated by the linear and nonlinear theories. Then, flow fields around two semi-open girder sections were investigated on the basis of computational fluid dynamics. The results show that vertical and torsional VIVs of two open girders are observed, at +3°and +5° wind attack angles. There were two vertical VIV regions and the maximum amplitude in the second vertical VIV region is significantly larger than that in the first one. For the semi-open girder and separated edged-box open girder, the vertical VIV amplitudes at +5° wind attack angle is 115% and 75% larger than at +3° wind attack angle, respectively. The damping ratio could obviously mitigate the VIV of two girders and VIV amplitudes are decreased linearly with the S C number increases. There are vortexes above the girder deck at the opening position of the semi-open girder and the separated edge-boxes open girder. The oblique web and wind faring may break the large vortex into several smaller vortexes at the opening position, thus optimizing the vortex vibration performance of the girder. A thicker shear layer is formed at separated open-girder during the development of airflow towards backward of bridge deck, due to the effect of railings and the blunt boxes on the lower surface.

Experimental study on characteristics of vortex-induced vibration of a twin-box girder and damping effects

To investigate the characteristics of vortex-induced vibration (VIV) of the twin-box girder, we carried out the VIV wind tunnel tests. The VIV of the twin-box girder occurs in the range of 4.680≤Ur≤6.113, with the maximum dimensionless VIV displacement RMS(y)/D=0.03308 at reduced velocity at Ur=5.949. It is interesting that the VIV suddenly disappears at Ur=6.276 at the loading stage, and the large amplitude VIV does not occur at the unloading stage, which indicates that the vibration trajectory with the variation of reduced wind velocity shows significant asymmetry characteristic. In the lock-in region, as the aerodynamic lift force increases, both the phase lag and the VIV displacement show an increasing tendency with the reduced velocity. Flow visualization results show that strong alternately shedding vortex generates around the gap during the VIV. Under the effects of the vortex in the gap, the size of the separation bubble increases with the increase of vibration amplitude, and the wake width becomes wider. As the damping ratio increases, the amplitude of VIV displacement shows a decreasing tendency, the lock-in region becomes narrower and the reduced velocity corresponding to the max VIV displacement decreases. Moreover, the maximum RMS displacement of vertical VIV decays exponentially as the damping ratio increases.

Wind-induced vibrations and suppression measures of the Hong Kong-Zhuhai-Macao Bridge

A series of wind tunnel tests, including 1:50 sectional model tests, 1:50 free-standing bridge tower tests and 1:70 full-bridge aeroelastic model tests were carried out to systematically investigate the aerodynamic performance of the Hong Kong-Zhuhai-Macao Bridge (HZMB). The test result indicates that there are three wind-resistant safety issues the HZMB encounters, including unacceptable low flutter critical wind speed, vertical vortex-induced vibration (VIV) of the main girder and galloping of the bridge tower in across-wind direction. Wind-induced vibration of HZMB can be effectively suppressed by the application of aerodynamic and mechanical measures. Acceptable flutter critical wind speed is achieved by optimizing the main girder form (before: large cantilever steel box girder, after: streamlined steel box girder) and cable type (before: central cable, after: double cable); The installations of wind fairing, guide plates and increasing structural damping are proved to be useful in suppressing the VIV of the HZMB; The galloping can be effectively suppressed by optimizing the interior angle on the windward side of the bridge tower. The present works provide scientific basis and guidance for wind resistance design of the HZMB.