Vortex-induced Vibration Of Bridge Research Articles

Simulation and prediction of vortex-induced vibration of a long suspension bridge using SHM-based digital twin technology

Although wind tunnel tests have already become a design basis for improving the stability of long-span bridges under the action of wind loads, vortex-induced vibration (VIV) events of in-service long-span bridges have still been frequently reported in recent years. The reasons behind this could be attributed to the limitations and uncertainties involved in wind tunnel tests as well as the changes and degradations of in-service bridges. In consideration that most long-span bridges have now been equipped with long-term structural health monitoring (SHM) systems and that digital twins could provide a new solution for simulating and predicting the reality, this study aims at developing a digital twin for VIV of a long suspension bridge to simulate and predict its VIV. The design document-based finite element (FE) model of the bridge is first updated using the measured dynamic characteristics. The numerical model for VIV of the bridge is then established using the vortex-induced force (VIF) model established based on wind tunnel test results. The numerical model together with the VIF model are finally updated against the measured vortex-induced responses (VIR) to produce a digital twin for VIV of the bridge. The relationships between the parameters in the VIF model and wind characteristics are further investigated to enable the digital twin to predict future VIV events. The accuracy of the digital twin for predicting the future VIV and the influence of the VIF parameters obtained from wind tunnel tests on the prediction accuracy both are confirmed through comparisons between the predicted and measured results.

Turbulence Effects on Vortex-Induced Dynamic Response of a Twin-Box Bridge and Ride Comfort of the Vehicle

The rapid growth of suspension bridges’ span makes vortex-induced vibration (VIV) appears more and more frequently, and once it occurs the closure of the bridge results in considerable economic losses. Investigating the dynamic behavior of the bridge experiencing VIV and the vehicles running on it is thus imperative for providing a reliable guidance for the managers to make operation decisions. Nevertheless, most of the existing studies focus on VIV of bridges subjected to smooth winds, but a certain level of turbulence always exists in reality. The effects of turbulence on vortex-induced dynamic response of the bridge and ride comfort of the vehicles are not clear. This study thus develops a coupled vortex-vehicle-bridge system applicable to the multi-mode lock-in regions of a twin-box deck subjected to both vortex-induced forces and buffeting forces in a turbulent flow. The system is then applied to a real long suspension bridge with three types of vehicles subjected to either smooth or turbulent winds. The results from the case study show that the increasing turbulence mitigates vortex-induced responses of both the bridge and the vehicles and reasonably improves the vehicles’ ride comfort. However, the buffeting forces induced by turbulent wind component should not be ignored when turbulence intensity becomes high.

A novel multi-objective optimization of mass dampers for controlling the vortex-induced vibration in bridges

This paper investigates an optimization framework of the four mass dampers for controlling the vortex-induced vibration (VIV) in long-span bridges, including the tuned mass damper (TMD), the series double tuned mass dampers (DTMD) and the inerter-equipped tuned mass damper (ITMD). The equations of motion of the bridge-damper system subjected to the vortex-induced force are established. The vortex-induced amplitude of the girder is analytically given. Furthermore, the optimal design is implemented by taking the vortex-induced amplitude as the constraint condition. Introducing two optimization objectives, the stroke index and the robustness index, a novel bi-objective optimization framework with constraints is proposed and then solved by multiple objective particle swarm optimization (MOPSO). A comparative analysis of the four mass dampers with varying total mass ratios is performed. The results show that the vortex-induced amplitude of the girder is greatly reduced to satisfy the requirement after installing the four optimized mass dampers. Both performances of the two optimization objectives are improved with the increase of the total mass ratio. The inertial device parallel to the spring and dashpot provides no advantage in controlling the VIV in bridges. The DTMD has dramatic robustness to changes in the bridge natural frequency and cannot strongly amplify its stroke, especially under the condition of a small mass ratio. The framework provides an excellent balance between control effect and stability in the VIV of bridges for the optimal design of the mass dampers.

Reduced-order modeling and calculation of vortex-induced vibration for large-span bridges

The Volterra theory-based reduced-order modeling (ROM) technique is utilized for simulating fluid-structure interactions of bridge decks during vortex-induced vibration (VIV). To improve the order of nonlinearity adopted in the Volterra series, sparse form kernels are adopted in this study. To illustrate and validate the performance of ROM in simulating fluid-structure interactions of VIV, a real bridge deck is used as a case study. The kernels in the Volterra series are identified using least squares with input–output pairs obtained from a CFD approach. Results indicate that ROM can well reproduce the inherent nature of nonlinearities existing in fluid-structure interactions described by the CFD approach. A method for calculating the VIV of bridges by combining ROM with the structural finite element model is also proposed. The VIV performance of a real bridge is obtained through the proposed method and is compared with field measurements.

An overview of vortex-induced vibration (VIV) of bridge decks

A brief overview of vortex-induced vibration (VIV) of circular cylinders is first given as most of VIV studies have been focused on this particular bluff cross-section. A critical literature review of VIV of bridge decks that highlights physical mechanisms central to VIV from a renewed perspective is provided. The discussion focuses on VIV of bridge decks from wind-tunnel experiments, full-scale observations, semi-empirical models and computational fluids dynamics (CFD) perspectives. Finally, a recently developed reduced order model (ROM) based on truncated Volterra series is introduced to model VIV of long-span bridges. This model captures successfully salient features of VIVat “lockin” and unlike most phenomenological models offers physical significance of the model kernels.

Wind tunnel test for vortex-induced vibration of vehicle-bridge system section model

Vortex-induced vibration of bridges happens at a relatively low wind speed and while vehicles often run on a bridge at that wind speed. Thus, it is necessary to study how the vehicles influence vortex-induced vibration of vehicle-bridge systems. Based on the project of Shanghai Bridge over Yangtse River, the wind tunnel test for vortex-induced vibrations of vehicle-bridge system of a 1:60 model is presented. The wind tunnel test is introduced in detail including the equipments, test procedures and discussion of results. The results show that the vehicles have much influence on vortex-induced vibration of vehicle-bridge system for the Shanghai Bridge over Yangtse River. With speed increasing, the displacement of the bridge with vehicles fluctuates larger than that of the bridge without vehicles. The frequencies of vibration could be divided into three stages, vertical vibration frequency for the first stage, torsional vibration frequency for the second stage, and suspension system vibration frequency for the third stage. For the bridge with vehicles, vertical vortex-induced vibration was accompanied with torsional vibration and the frequencies of the two vibrations are equal. The displacement of vortex-induced vibration for the bridge with vehicles was larger than that of vortex-induced vibration for the bridge without vehicles. Due to the disturbance of vehicles, the lock-in wind speed region of the vortex-induced vibration appears ahead.