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Introduction
Nanjing 4th bridge of Yangtze river in Jiangsu Province of southeast of China is a
three span suspension bridge with main span 1418m. The original design of bridge deck is a
trapezoidal steel box girder with overall width of 37.7m and a height of 3.4m, see Fig.1.
According to the wind statistic data and the Chinese Code of Bridge Wind Resistance,
the flutter checking wind speed of the bridge is up to 60.8m/s, the aerodynamic stability
becomes a governing factor in the design. Unfortunately the flutter critical wind speed of the
original girder is less than 45m/s, which was found by intensive wind tunnel testing of section
model. Because of its intrinsic limit in the aspect of flutter instability, it is necessary to adopt
some countermeasures to improve aerodynamic performance to meet the requirements of
wind resistance code. Aerodynamic optimization of the deck configuration is hence definitely
required to ensure the safety of the bridge.
Through a 1:50 scale section model, more than 40 configuration cases of deck were
tested in order to establish the influence of the accessory components and the geometrical
modifications on the aerodynamic stability, such as the porosity of railing in the sideway, the
position of inspection rail, the guide wing, the edge configuration of the section, the steepness
of side wall slopes. Those countermeasures have been proved to be effective to improve the
aerodynamic performance particular flutter instability of bridge by other researchers and
engineering practices (A. Larsen, 1993; K. Wilde et al., 2001; B. Luca et al., 2002; Song
Jinzhong et al., 2002; T. Miyata, 2003; Liu Cijun et al., 2008; Yongxin Yang et al., 2008 ). In
The work described in this paper was supported by the grants from the National Natural Science Foundation of China
(Project No. 90815016)
The Seventh Asia-Pacific Conference on Wind Engineering, November 8-12, 2009, Taipei, Taiwan
this paper their sensitivity relative to aerodynamic stability were investigated through a series
of section model wind tunnel testing. The results has benefited for the final design of the
bridge, and other long span bridges.
Figure2: Vortex Movement of Tacoma Deck Figure3: Vortex Movement of Box Girder
The Seventh Asia-Pacific Conference on Wind Engineering, November 8-12, 2009, Taipei, Taiwan
Table 3: The Critical Wind Speed Varying With Different Guide Wings
Guide wing Flutter critical wind speed(m/s)
case
width obliquity 0° 3°
1 50cm +15 52.2 44.9
2 50cm 0 51.47 41.98
3 50cm -42 54.75 42.34
4 100cm +15 54.96 52.05
5 100cm 0 52.78 50.23
6 100cm -42 58.77 45.63
7 125cm +15 60.23 63.88
8 125cm 0 56.94 55.48
9 125cm -42 62.78 49.64
64 3m width
62
52 1.9m width
50
20 25 30 35 40 45 50 55 60
the acutance of rostra (degree)
The Influence of Steepness of Lower Inclined Web Slope on Flutter Critical Wind Speed
The wider and acuminate section rostra are more difficult to be fabricated and fixed,
implying more cost in design and construction, although it can strengthen the aerodynamic
stability of the girder distinctly. Alternate way is to decrease the steepness of side wall slope,
which can make the deck cross section more streamlined. When the slope decreases to 15°,
see fig6, the flutter critical wind speed is up to 67m/s, and it directly increases the flutter
performance by 10%, and the width of section rostra is only 2.4m. The detailed test results are
shown in table 5. The results also lead to an optimized section of girder: shorter rostra,
without guide wing, low porosity railing. It also satisfies different kinds of requirements: high
security, low cost, and more convenience.
Table 5: The Critical Wind Speed (Slope Is 15°)
Flutter critical wind speed(m/s)
case Section rostra
-3° -3° -3°
Similarly to a box section in the vortex shedding vibration status, in the flutter critical
status, two vortices with counter direction have also been observed at the both sides of the
nose tail line of Great Belt East Bridge section through the PIV (Particle Image Velocimetry)
technique(Zhang et al., 2009), which can give the girder enough momentum to increase its
amplitude in a shot time and finally make the girder instable. When the wind speed is low,
and under the flutter critical speed, the positive vortex blow the nose-tail line is more
powerful than the above negative one, the aerodynamic force is just a static lift force, see
figure 8. When the wind speed is increasing, and close to the flutter critical speed, the
negative vortex above the nose-tail line has been strengthen as powerful as the blow positive
one, and the aerodynamic force becomes to fluctuated force, see figure 9. If the frequency and
the phase of the fluctuated force are close to bridge’s, the flutter of girder will be occur soon.
In this paper, when the slope of the lower inclined web decreases to 15 deg(also less
than 16 deg), there is a smaller dead air wake region below the nose-tail and the flow along
the bottom plate will stay mainly attached the web, which making more difficult for formation
of a large vortex. When the wind speed is increasing to the original flutter critical wind speed
(former test girder with low critical wind speed), because the little room gives the restrain to
the forming of vortex, the counter vortices can’t give the girder powerful and efficient
The Seventh Asia-Pacific Conference on Wind Engineering, November 8-12, 2009, Taipei, Taiwan
excitation. When the wind speed increasing to a higher one, the equalization counter vortices
will form again at the similar position and the rhythmic excitation is be back, which bring on
aerodynamic instability to the girder again.
This explains can also be extended to interpret the results show in table4. When the
slope of the lower inclined web is less than 16 deg, varying with the increasing of rostra width,
there is a lager room for formation of a large vortex, which is not propitious to the girder
stability. In the tests, when the width of rostra exceeded 3m, there would be a larger room for
formation of a larger coherent vortex which made the flutter critical wind speed descend. Of
course, this explains are also applicable to the interpretation of results in table 5.
Needing to point out is that the explain about the mechanism is based on the Larsen’s
research on the vortex shedding vibration of Great Belt East Bridge, and Zhang’s research on
the flutter critical status of the same bridge by PIV technique, it only a assumption and a
deduction of aerodynamic improvement. Further more, it needs to be verified through the
further study by the wind tunnel tests and CFD method in the future researches.
Figure 8: Vortex Moment At The Low Wind Speed (Blow The Critical Speed)
Figure 9: Vortex Moment At The High Wind Speed (Closing To Critical Speed)
Conclusions
The girders with high porosity railings have higher flutter critical wind speed than the
ones with low porosity railings. The wider and acutance section rostra can strengthen the
aerodynamic stability of the girder, but width can’t exceed 3m. The flutter critical wind speed
is also sensitive to the steepness of blow inclined web slope. The lower is the slope, the higher
The Seventh Asia-Pacific Conference on Wind Engineering, November 8-12, 2009, Taipei, Taiwan
is wind speed. When the slope of lower inclined web is less than 16 deg, the flutter critical
wind speed wind will increasing dramatically.
Through the wind tunnel tests, the final section has a good aerodynamic stability, and
the flutter critical wind speed is up to 67.1m/s, and 79m/s in the later full scale aerodynamic
model tests. Of course, there is no vortex shedding vibration observed in the 1:50 and 1:20
section model testing.
References
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