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Wind Effects On The Cross Section of A Suspension Bridge by CFD Analysis
Wind Effects On The Cross Section of A Suspension Bridge by CFD Analysis
ABSTRACT: This work presents a brief contribution to the complex and important issue discussed by fluid dynamics that is the
interaction fluid structure, which in the example treated by this work is the interaction between wind flow and the cross section
of a suspended bridge deck. The aerodynamic behavior is investigated for the Great Belt East Bridge and when the fluid flow
across the bridge deck, it gives rise to wind loads. One of the most important parameter for this type of load is the aerodynamic
forces for drag, lift and torsional moment. Related to these forces, the aerodynamic coefficients dimensionless for drag, lift and
moment were obtained for different wind flow angles of incidence. The vortex shedding was also analyzed in this fluid structure
interaction and the Strouhal number was calculated. This dimensionless parameter is dependent on the geometry of the cross
section of the bridge and the Reynolds number. The technique used in this study for evaluating the fluid structure interaction is
the numerical simulation that is aided by the use digital computers and called Computational Fluid Dynamics (CFD). The CFD
study allows analyzing the moving air behavior in the contour of the cross section of the bridge. The basic features of the fluid
flow for this computational simulation are incompressible and transient. The turbulence model adopted in this work is the k-ε
model. The results of aerodynamic coefficients obtained in this study were compared with the experimental and numerical data
existing in the literature and the results proved to be consistent.
KEY WORDS: Wind Effects; Suspension Bridges; Computational Fluid Dynamics; Aerodynamic Coefficients; Strouhal
Number, Vortex Shedding.
1 INTRODUCTION
The knowledge about the interaction phenomenon caused by the wind in bridges with slender features and flexible structural
model raises studies in wind engineering field with a view to producing reliable information on the aerodynamic and aeroelastic
behavior of this type of structure. It is the case of suspension and cable-stayed bridges.
The aerodynamic forces, which are caused by the interaction between the wind loads on structures, can lead to catastrophic
events or even total collapse of a building. RASMUSSEN (2011) indicated that strong winds may cause great destruction
through powerful forces but more subtle phenomena may lead to structural failure even at relatively low wind speeds.
According BRAUN (2007) apud SIMIU and SCANLAN (1996) these phenomena of interaction between wind actions and
structures present the main task of this area known as wind engineering, that is to provide information about the structural
performance and environmental conditions in the contours of structures subjected to wind loads.
The study of wind effects on civil engineering structures began to receive relevant highlight from 1940, with the event which
caused the collapse of the Tacoma Narrows Bridge located on United States. It was destroyed after undergoing wind flows
around the speed of 70 km/h (LIMAS, 2007), presenting divergent oscillations and with significantly large amplitudes, as shown
in Figure 1 and Figure 2.
In lightweight and long constructions, the dynamic wind effects should be considered, especially those with low natural
vibration frequencies (f < 1.0 Hz). The primary concern in the long span suspension bridges project is the action of wind,
however the study of wind behavior in bridges still need more extensive studies and research. The analysis of a dynamic
instabilities demand attention in the design process of a suspension bridge and the designer should spend a lot of time to
research (PFEIL, 1993). Over the years, science has developed physical experiments to increase knowledge and understanding
of a particular phenomenon. HALLAK (2002) points out that with the growing advancement of computational tools used in the
projects there is a tendency to build more and more light and slender structures. Although the experimental tests in the wind
tunnel has become the most important method for determining the wind actions on structures, in recent years, the Computational
Fluid Dynamics (CFD) has been established as an alternative and complement to the laboratory tests.
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The CFD is represented by the tests in the wind tunnel, consolidated and widely regarded as an important and reliable tool for
obtaining data from wind structure interaction. It has made significant advances in the fields of digital computing and
programming and its methodology complements analytical approaches and experimental tests. The purpose of CFD is to
minimize the need for experimental tests and research events cannot be studied in the laboratory because of cost, time and
complexity of assembly or even a more detailed characterization of the actual element structure (HIRSCH, 1988; FOX e
MCDONALD, 1995).
This work presents a computational analysis of the wind action on the cross section of a suspension bridge, in order to
investigate its behavior under wind action. The objective was to determine the aerodynamic coefficients of drag, lift and
moment of the model subjected to a wind flow with a given speed and different values of wind’s angle of attack. The Strouhal
number was also obtained and the vortex shedding in the wake of flow was analyzed.
The present computational simulation was performed using the Fluent® software, developed by ANSYS Inc., and the
sectional model analyzed in this simulation is similar to the Great Belt East Bridge, located on Denmark.
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(1)
in wich D is a reference body dimension, U is the undisturbed velocity, is the kinematic viscosity, is the specific mass and
is the dynamic viscosity of the fluid. This concept was developed by Osborne Reynolds in 1883 and the Reynolds numbers
frequently arise when performing scaling of fluid dynamics problems, and as such can be used to determine dynamic similitude
between two different cases of fluid flow.
(2)
where D is a reference body dimension and is the undisturbed velocity. The Strouhal number is dependent on the body
geometry and Reynolds number and is typically about 0.2 for bridge deck (RIGHI, 2003). Also according to RIGHI (2003), an
analytical study concerning the stability of the vortex patterns in a wake of a stationary cylindrical body was carried out by Von
Kármán and Rubach in 1911. Based on two-dimensional potential flow theory and assuming that the fluid is irrotational except
in concentrated vortices, it was shown, that the vortex pattern is stable, if the vortices are organized in unsymmetrical double
row pattern, showed on Figure 3.
Figure 3. A sketch of unsymmetrical double row pattern of vortices known as the von Kármán vortex trail.
Source: RIGHI (2003).
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̅
(4)
̅
(5)
in which , and are the coefficients of drag, lift and moment, respectively. ̅ and ̅ are the mean drag and lift force,
respectively and ̅ is the mean torsional moment, is the specific mass, is the mean wind speed in the oncoming flow at the
deck elevation and is the width of the cross-section bridge deck.
(a)
(b)
(c)
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(d)
Figure 4. Flow past a bluff body at: (a) , (b) , (c) and (d) .
Source: SIMIU and SCANLAN (1996).
As mentioned above, vortex shedding occurs at a certain frequency, which is called as vortex shedding frequency ( ). This
frequency normalized with the flow velocity and is a reference dimension, can basically be seen as a function of the
Reynolds number (ASYIKIN, 2012).
Conservation of Momentum
(7)
where is the velocity vector, t is time, is the fluid density, P is the pressure, is the viscosity coefficient, is the external
force.
( ) (( ) ) (8)
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and the equation of the dissipation rate of turbulent kinetic energy is:
( ) (( ) ) (9)
where is the turbulent viscosity, is the term of turbulent kinetic average energy production, and are the turbulent
diffusion coefficients, and e are empirical constants. The turbulent viscosity is calculated as follows:
(10)
3 SIMULATION METHODOLOGY
The complete east bridge has 2.7 kilometers with a central span of 1624 meters (Figure 6). The pylons from which the main
span is suspended will rise to a height of 254 meters. Actually, the Great Belt East Bridge has the third longest main span in the
world, staying behind only to the Xihoumen Bridge in China, which central span has 1650 meters and the Akashi-Kaikyo Bridge
in Japan, with the longest central span of any suspension bridge of the world, at 1991 meters.
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Figure 7. Elevation and cross section of the Great Belt East Bridge.
Source: WEIGHT (2009).
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width of the bridge deck is 31 meters, so the computational domain length is 279 meters and the height is 62 meters. The
position of the bridge deck within the domain is also a function of its width, as shown in Figure 8.
Figure 8. Schematic illustration of the solution domain similar at the reference model.
Source: authors.
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The Reynolds number adopted in this work is 3x105 and the time step is . Both values were extracted from
work of BRAUN and AWRUCH (2002). The analysis was developed in transient flow and total simulation time of 50 seconds.
3.3.4 Initial and Boundary Conditions
As indicated in Figure 8 (section 3.3.1), the boundary conditions for this simulation were made in accordance with the terms of
reference work. In the solution domain, that it was represented by a rectangular box shape, the vertical left edge is the inlet and
the initial velocity is 40 m/s. The inlet were established in four different inclinations to the wind’s angle of attack ( ): -10°, -5°,
0°, and +5°. The vertical right edge is the outlet, where the fluid flow out of the solution domain. The conditions assumed for
this boundary is the atmospheric pressure, setting the pressure 0 (zero) in the software.
The horizontal edges (top and bottom) of the rectangular box shape are characterized as wall boundary condition, however it
was established no slip and an initial speed condition for this walls, in relation to initial velocity and the wind angle of attack.
The free-slip boundary condition was used to correctly model the flow at the cross section of the bridge deck walls.
4 NUMERICAL RESULTS
The numerical results obtained in the simulations are visualized in the post-processing step from de ANSYS Fluent®, where
the results of some parameters are obtained, as well as graphics and illustrations on simulated phenomena.
Table 3. Comparison of aerodynamic coefficients with the reference results for = -10º.
Test CD CL CM
Present simulation 0.76 -0.60 -0.10
BRAUN and AWRUCH (2002) 0.74 -0.62 -0.11
REINHOLD et al. (1992) 0.74 -0.71 -0.19
KURODA (1997) 0.80 -1.16 -0.19
Table 4. Comparison of aerodynamic coefficients with the reference results for = -5º.
Test CD CL CM
Present simulation 0.67 -0.42 -0.06
BRAUN and AWRUCH (2002) 0.65 -0.43 -0.07
REINHOLD et al. (1992) 0.58 -0.42 -0.09
KURODA (1997) 0.86 -0.86 -0.07
Table 5. Comparison of aerodynamic coefficients with the reference results for = 0º.
Test CD CL CM
Present simulation 0.63 0.05 0.04
BRAUN and AWRUCH (2002) 0.63 0.05 0.05
REINHOLD et al. (1992) 0.58 0.05 0.05
KURODA (1997) 0.49 -0.17 0.05
Table 6. Comparison of aerodynamic coefficients with the reference results for = +5º.
Test CD CL CM
Present simulation 0.67 0.31 0.11
BRAUN and AWRUCH (2002) 0.68 0.32 0.12
REINHOLD et al. (1992) 0.65 0.35 0.12
KURODA (1997) 0.60 0.47 0.16
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One of this parameters is the aerodynamic coefficient for drag, lift and torsional momente, which were obtained for wind’s
angles of attack ( ): -10 °, -5 °, 0 and +5º. Tables 3 to 6 show comparisons of the results obtained with the results of BRAUN
and AWRUCH (2002), REINHOLD et al. (1992) and KURODA (1997).
Table 7 shows comparison between the present numerical simulation and numerical simulation reference of BRAUN and
AWRUCH (2002), as well as the relative percentage error. It is observed in this table, the numerical values of this simulation are
in good agreement with the values, with relative errors in general small (around 3%) for drag and lift coefficients. For the
coefficient torsional momente, the relative error was around 15% ( ). Only for , the error was around
20%.
CD CL CM
Present simulation 0.67 -0.42 -0.06
BRAUN and AWRUCH (2002) 0.65 -0.43 -0.07
Relative error (%) 3.07 2.33 14.3
CD CL CM
Present simulation 0.63 0.05 0.04
BRAUN and AWRUCH (2002) 0.63 0.05 0.05
Relative error (%) 0 0 20.0
CD CL CM
Present simulation 0.67 0.31 0.11
BRAUN and AWRUCH (2002) 0.68 0.32 0.12
Relative error (%) 1.47 3.13 8.33
The results obtained in the post processing tool Workbench Platform from ANSYS Fluent® are presented below. In Figure 11
it is presented the computed velocity flow field corresponding to the instant of time 50 seconds. It can clearly show the
formation of the alternating vortex shedding flow in the wake upstream of the bridge deck.
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Figure 12 shows the pressure contours around the cross-section of the bridge deck for the flow developed in the time 50
seconds.
The Strouhal number was obtained through the application of the FFT method (Fast Fourier Transform). The FFT was applied
from each speed range in the wake of the flow, which is the same region where BRAUN and AWRUCH (2002) got the Strouhal
number. The values of the Strouhal number for a wind’s angle of attack ( 0°) are showed in Table 8 and compared with
reference works. One can see from this table that the value of the Strouhal number is consistent with the reference results.
Table 8. Comparison of the Strouhal number for the Great Belt East Bridge.
Reference St
Present simulation 0,189
BRAUN and AWRUCH (2002) 0.180
Numerical approach by LARSEN et al. (1998) 0.170
Wind tunnel tests by LARSEN et al. (1998) 0.160
Also, it were obtained the configuration of the streamlines for the fluid flow with wind’s angles of attack ( ) 10°, -5°, 0° and
+5° and compared with reference results, respectively, as showed in Figures 13 to 18.
Figure 13. Great Belt East Bridge streamlines for = -10° by Figure 14. Great Belt East Bridge reference results for
ANSYS Fluent®. streamlines ( = -10°).
Source: authors. Source: BRAUN and AWRUCH. (2002).
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Figure 13. Great Belt East Bridge streamlines for = -5° by Figure 14. Great Belt East Bridge reference results for
ANSYS Fluent®. streamlines ( = -5°).
Source: authors. Source: BRAUN and AWRUCH. (2002).
Figure 13. Great Belt East Bridge streamlines for = 0° by Figure 14. Great Belt East Bridge reference results for
ANSYS Fluent®. streamlines ( = 0°).
Source: authors. Source: BRAUN and AWRUCH. (2002).
Figure 13. Great Belt East Bridge streamlines for = 5° by Figure 14. Great Belt East Bridge reference results for
ANSYS Fluent®. streamlines ( = 5°).
Source: authors. Source: BRAUN and AWRUCH. (2002).
5 GENERAL CONCLUSIONS
The phenomenon of interaction between wind flow and the cross section of suspension bridge was simulated successfully in
Ansys Fluent® software. It was possible to clearly see through the responses in the velocity field the characteristic alternate
vortex shedding, assigned to the parameters of the flow and the turbulence model adopted. The comparison of this response with
the reference model of vortex shedding presented wake of von Kármán (RIGHI, 2003), validates the computer simulation.
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The values obtained for the aerodynamic coefficients, presented in Tables 3 to 6, show small deviations from the reference
results, presented in the work of BRAUN and AWRUCH (2002). These deviations, which are summarized as shown in Table 7
above show that there adherence on the results obtained in this computer simulation results with numerical simulation from the
reference work. However, improvements can be achieved in the responses with mesh refinement in the contours of the bridge
deck section or even the adoption of a turbulence model that features more accurately the wall call functions, as in this work the
boundary conditions at the board the bridge is established as without slipping. Measurements of elastic center and center of mass
of the cross section of the bridge deck should be reviewed in the equation for best accuracy the moment coefficient.
Likewise, the analysis of the Strouhal number ( ) showed values close to the reference results, validating the numerical method
applied in this simulation work.
The streamlines obtained by ANSYS Fluent® software showed in Figures 13, 15, 17 and 19, demonstrate slight difference
compared to the result of reference, indicating that to approach the vortex shedding of the reference model. However, the
simulation results can be improved by adopting the measures already presented above, as a larger mesh refinement, in both the
contour of the deck of the bridge and in the wake of the flow, that are best captured the streamlines. Other turbulence models
can also be tested, as a model that captures the least scales of turbulence.
Finally, it is understood that computer simulation was featured in an appropriate and similar to the numerical approach tests
presented in the results of reference. Therefore the validation of this modeling computed by ANSYS Fluent® allows
incorporating new studies of the phenomenon of fluid structure interaction, such as torsional and vertical displacements of the
cross-section of the bridge deck, self-excited aeroelastic efforts, such as flutter and buffeting, or even the oscillations originated
by vortices induced vibrations.
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14th International Conference on Wind Engineering – Porto Alegre, Brazil – June 21-26, 2015