• International Journal of Naval Architecture and Ocean Engineering
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• v.7 no.2
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• pp.301-314
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• 2015

Aiming at accurately distinguishing modeless component and natural vibration mode terms from data series of nonlinear and non-stationary processes, such as Vortex-Induced Vibration (VIV), a new empirical mode decomposition method has been developed in this paper. The key innovation related to this technique concerns the method to decompose modeless component from non-stationary process, characterized by a predetermined 'maximum intrinsic time window' and cubic spline. The introduction of conceptual modeless component eliminates the requirement of using spurious harmonics to represent nonlinear and non-stationary signals and then makes subsequent modal identification more accurate and meaningful. It neither slacks the vibration power of natural modes nor aggrandizes spurious energy of modeless component. The scale of the maximum intrinsic time window has been well designed, avoiding energy aliasing in data processing. Finally, it has been applied to analyze data series of vortex-induced vibration processes. Taking advantage of this newly introduced empirical decomposition method and mode identification technique, the vibration analysis about vortex-induced vibration becomes more meaningful.

• International Journal of Naval Architecture and Ocean Engineering
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• v.11 no.2
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• pp.923-938
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• 2019

Surge motion of top-end platform induced by periodic wave makes marine flexible riser encounter equivalent sheared-oscillatory flow, under which the Vortex-induced Vibration (VIV) response will be more complicated than pure sheared flow or oscillatory flow cases. Based on a time domain force-decomposition model, the VIV response characteristics under sheared-oscillatory flows are investigated numerically in this paper. Firstly, the adopted numerical model is validated well against laboratory experiments under sheared flow and oscillatory flow. Then, 20 sheared-oscillatory flow cases with different oscillation periods and top maximum current velocities are designed and simulated. Under long and short oscillation period cases, the structural response presents several similar features owing to the instantaneous sheared flow profile at each moment, but it also has some different patterns because of the differently varying flow field. Finally, the effects and essential mechanism of oscillation period and top maximum current velocity on VIV response are discussed systematically.

• International Journal of Naval Architecture and Ocean Engineering
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• v.11 no.2
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• pp.875-882
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• 2019

The effects of Triangle Groove Strips (TGS) on Vortex-induced Vibration (VIV) suppression of marine riser are numerically investigated using Computational Fluid Dynamics (CFD) method. The range of Reynolds number in simulations is 4.0 × 10⁴ < Re < 1.2 × 10⁵. The two-dimensional unsteady Reynolds-Averaged Navier-Stokes (RANS) equations and Shear Stress Transport (SST) k-ω turbulence model are used to calculate the flow around marine riser. The Newmark-β method is employed for evaluating the structure dynamics of marine riser. The effect of the height ratio (ε) of TGS on VIV suppression is evaluated. The amplitude responses, frequency responses, vortex patterns and the flow around the structures are discussed in detail. With the increase of the height ratio of TGS, the suppression effect of TGS on VIV suppression is improved firstly and then weakened. When ε=0.04, the suppression effect of TGS is the best. Compared with the VIV responses of smooth marine riser, the amplitude ratio is reduced by 38.9%, the peak of the lift coefficient is reduced by 69% and the peak of the drag coefficient is reduced by 40% when Re=6.0 × 10⁴. With the increase of Reynolds number, the suppression effect of TGS on VIV suppression is improved firstly and then weakened. When the Reynolds number is 7.0 × 10⁴, the amplitude ratio can be reduced by 40.1%. As to the large-amplitude vibration cases, the TGS show nice suppression effect on VIV.

• Wind and Structures
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• v.34 no.1
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• pp.81-90
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• 2022

To better understand the vortex-induced vibration (VIV) characteristics of a 5:1 rectangular cylinder, the distribution of aerodynamic force and the non-dimensional power spectral density (PSD) of fluctuating pressure on the side surface were studied in different VIV development stages, and their differences in the stationary state and vibration stages were analyzed. The spanwise and streamwise correlations of surface pressures were studied, and the flow field structure partitions on the side surface were defined based on the streamwise correlation analysis. The results show that the variation tendencies of mean and root mean square (RMS) pressure coefficients are similar in different VIV development stages. The RMS values during amplitude growth are larger than those at peak amplitude, and the smallest RMS values are observed in the stationary state. The spanwise correlation coefficients of aerodynamic lifts increase with increase of the peak amplitude. However, for the lock-in region, the maximum spanwise correlation coefficient for aerodynamic lifts occurs in the VIV rising stage rather than in the peak amplitude stage, probably due to the interaction of vortex shedding force (VSF) and self-excited force (SEF). The streamwise correlation results show that the demarcation point positions between the recirculation region and the main vortex region remain almost constant in different VIV development stages, and the reattachment points gradually move to the tailing edge with increasing amplitude. This study provides a reference to estimate the demarcation point and reattachment point positions through streamwise correlation and phase angle analysis from wind tunnel tests.

• Wind and Structures
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• v.20 no.5
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• pp.643-660
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• 2015

The wind tunnel test of large-scale sectional model and computational fluid dynamics (CFD) are employed for the purpose of studying the aerodynamic appendices and mechanism on suppression for the vortex-induced vibration (VIV). This paper takes the HongKong-Zhuhai-Macao Bridge as an example to conduct the wind tunnel test of large-scale sectional model. The results of wind tunnel test show that it is the crash barrier that induces the vertical VIV. CFD numerical simulation results show that the distance between the curb and crash barrier is not long enough to accelerate the flow velocity between them, resulting in an approximate stagnation region forming behind those two, where the continuous vortex-shedding occurs, giving rise to the vertical VIV in the end. According to the above, 3 types of wind fairing (trapezoidal, airfoil and smaller airfoil) are proposed to accelerate the flow velocity between the crash barrier and curb in order to avoid the continuous vortex-shedding. Both of the CFD numerical simulation and the velocity field measurement show that the flow velocity of all the measuring points in case of the section with airfoil wind fairing, can be increased greatly compared to the results of original section, and the energy is reduced considerably at the natural frequency, indicating that the wind fairing do accelerate the flow velocity behind the crash barrier. Wind tunnel tests in case of the sections with three different countermeasures mentioned above are conducted and the results compared with the original section show that all the three different countermeasures can be used to control VIV to varying degrees.

• Wind and Structures
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• v.28 no.2
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• pp.99-110
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• 2019

Vortex-Induced-Vibration (VIV) is one kind of the wind-induced vibrations, which may occur in the construction and operation period of bridges. This phenomenon can bring negative effects to the traffic safety or can cause bridge fatigue damage and should be eliminated or controlled within safe amplitudes.In the current VIV studies, one available mitigation countermeasure, the horizontal flow-isolating plate, shows satisfactory performance particularly in PI shaped bridge deck type. Details of the wind tunnel test are firstly presented to give an overall description of this appendage and its control effect. Then, the computational-fluid-dynamics(CFD) method is introduced to investigate the control mechanism, using two-dimensional Large-Eddy-Simulation to reproduce the VIV process. The Reynolds number of the cases involved in this paper ranges from $1{\times}10^5$ to $3{\times}10^5$, using the width of bridge deck as reference length. A field-filter technique and detailed analysis on wall pressure are used to give an intuitive demonstration of the changes brought by the horizontal flow-isolating plate. Results show that this aerodynamic appendage is equally effective in suppressing vertical and torsional VIV, indicating inspiring application prospect in similar PI shaped bridge decks.

• Structural Monitoring and Maintenance
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• v.6 no.4
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• pp.365-387
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• 2019

This study aims to provide useful information on the fatigue assessment of a top-tensioned riser (TTR) subjected to vortex-induced vibration (VIV) by performing parametric study. The effects of principal design parameters, i.e., riser diameter, wall thickness, water depth (related to riser length), top tension, current velocity, and shear rate (or shear profile of current) are investigated. To prepare the base model of TTR for parametric studies, three (3) riser modelling techniques in the OrcaFlex were investigated and validated against a reference model by Knardahl (2012). The selected riser model was used to perform parametric studies to investigate the effects of design parameters on the VIV fatigue damage of TTR. From the obtained comparison results of VIV analysis, it was demonstrated that a model with a single line model ending at the lower flex joint (LFJ) and pinned connection with finite rotation stiffness to simulate the LFJ properties at the bottom end of the line model produced acceptable prediction. Moreover, it was suitable for VIV analysis purposes. Findings from parametric studies showed that VIV fatigue damage increased with increasing current velocity, riser outer diameter and water depth, and decreased with increasing shear rate and top tension of riser. With regard to the effects of wall thickness, it was not significant to VIV fatigue damage of TTR. The detailed outcomes were documented with parametric study results.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.2
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• pp.377-384
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• 2022

Vortex-induced vibration (VIV) occurs owing to the vortex generated from the back side of the appendages of ships and submarines during operation. Recently, the importance of high-order modes (HOMs) vibration and fatigue failure has become increasingly emphasized by increasing the speed of ships and the size of structures. In addition, predicting the vibration of HOMs is significantly necessary as the VIV becomes stronger in the fast flow speed condition than in the low flow speed condition. This study introduces a methodology according to HOMs hybrid Fluid Structure Interaction (FSI) for predicting the HOMs VIV on the hydrofoils. The HOMs FSI system is verified by comparing the VIV results from the FSI simulation with the experimental results. Finally, the effectiveness of the HOMs FSI is determined by applying the maximum von-Mises stress obtained from the VIV on the hydrofoil to the S-N curve released from Det Norske Veritas (DNV). VIV results from the HOMs FSI include the lock-in characteristics as well as a significant increase of more than 10 times compared with that of low-order modes (LOMs) FSI. In the future works, advanced studies will be required for improving cantilever boundary conditions and the shape of hydrofoils.

• Structural Engineering and Mechanics
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• v.78 no.1
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• pp.87-102
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• 2021

Long span cross-rope suspension structure is an innovative structural system evolved from typical Cross-Rope Suspension (CRS) guyed tower, a type of supporting system with short span suspension cable supporting overhead power transmission lines. In mountainous areas, the span length of suspension cable was designed to be extended to hundreds or over one thousand meters, which is applicable for crossing deep valleys. Vortex Induced Vibration (VIV) of overhead power transmission lines was considered to be one of the major factors of its fatigue and service life. In this paper, VIV and its controlling by Stockbridge damper for long span CRS was discussed. Firstly, energy balance method and finite element method for assessing VIV of CRS were presented. An approach of establishing FE model of long span CRS structure with dampers was introduced. The effect of Stockbridge damper for overall vibration of CRS was compared in both theoretical and numerical approaches. Results indicated that vibration characteristics of conductor in long span CRS compared with traditional tower-line system. Secondly, analysis on long span CRS including Stockbridge damper showed additional dampers installed were essential for controlling maximum dynamic bending stresses of conductors at both ends. Moreover, factors, including configuration and mass of Stockbridge damper, span length of suspension cable and conductor and number of spans of conductor, were assessed for further discussion on VIV controlling of long span CRS.

• Journal of Ocean Engineering and Technology
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• v.34 no.5
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• pp.325-333
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• 2020

As regulations concerning ship vibration and noise are becoming stricter, considerable attention is being drawn to prediction technologies for ship vibration and noise. In particular, the resonance and lock-in phenomena caused by vortex-induced vibration (VIV) have become considerably important with increases in the speed and the size of ships and ocean structures, which are known to cause structural problems. This study extends the fluid-structure interaction (FSI) analysis method to predict resonances and lock-in phenomena of high modes and VIV of ship rudders. Numerical stability is secured in underwater conditions by implementing added mass, added damping, and added stiffness by applying the potential theory to structural analysis. An expanded governing equation is developed by implementing displacements and twist angles of high modes. The lock-in velocity range and resonant frequencies of ship rudders obtained using the developed FSI method agree well with the experimental results and the analytic solution. A comparison with local vibration guidelines published by Lloyd's Register shows that predictions of resonances and lock-in phenomena of high modes are necessary in the shipbuilding industry due to the possible risks like fatigue failure.