XC
X. Chen
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The influence of surface roughness and shape on the submerged floating tunnel is investigated in wave and current conditions. The hydraulic forces caused by varying tunnel shapes and roughness designs are measured and analyzed.
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The influence of surface roughness and shape on the submerged floating tunnel is investigated in wave and current conditions. The hydraulic forces caused by varying tunnel shapes and roughness designs are measured and analyzed.
This thesis aims to gain insight into the global dynamic fluid-structure interaction response of a submerged floating tunnel (SFT) under the wave and current loading to enhance the design. To this end, the tunnel tube is modelled as a Euler-Bernoulli beam deformed in three directions (horizontal displacement, vertical displacement, rotational angle), the discrete anchoring system as a continuous elastic foundation considering geometrical nonlinearity. Then, the Morison equation is used to model the combined current and wave loading and the oblique wave loading. A simplified wake oscillator and a non-simplified wake oscillator are used to model the vortex-induced vibration (VIV) under current loading. Subsequently, the modal superposition method and Runge-Kutta method are applied to obtain the response of the SFT in the time domain. The Fourier transform and the wavelet transform are applied to the time domain signal to perform a frequency domain analysis. Finally, a test on a scaled SFT model is used for a case study. A parametric study is carried out based on the results to study the influence of the geometrical and structural design parameters. The results show that the motions in the horizontal direction and the rotational direction are significantly coupled together. Geometrical nonlinearity introduces the second-order effect to the system leading to a complicated vertical motion with a considerably larger displacement compared with the linear case. The amplitude of the VIV on the tunnel tube of the scaled model is very small based on the non-simplified wake oscillator. Moreover, it is found that, basically, increase of the BWR, increase of the stiffness in the cables, increase of the distribution of the net buoyancy in inclined cable, decrease of the tunnel length or decrease of the inclination of the inclined cables can reduce the maximum response of the SFT. Based on the above findings, it is concluded that a global dynamic analysis is suggested when a SFT is expected to be subjected to oblique wave loadings. Geometrical nonlinearity is necessary to be considered for an accurate analysis especially for the response in the vertical direction. It is also necessary to be considered when the influence of the BWR is of interest. The VIV on the tunnel tube is negligible base on the scaled model.
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This thesis aims to gain insight into the global dynamic fluid-structure interaction response of a submerged floating tunnel (SFT) under the wave and current loading to enhance the design. To this end, the tunnel tube is modelled as a Euler-Bernoulli beam deformed in three directions (horizontal displacement, vertical displacement, rotational angle), the discrete anchoring system as a continuous elastic foundation considering geometrical nonlinearity. Then, the Morison equation is used to model the combined current and wave loading and the oblique wave loading. A simplified wake oscillator and a non-simplified wake oscillator are used to model the vortex-induced vibration (VIV) under current loading. Subsequently, the modal superposition method and Runge-Kutta method are applied to obtain the response of the SFT in the time domain. The Fourier transform and the wavelet transform are applied to the time domain signal to perform a frequency domain analysis. Finally, a test on a scaled SFT model is used for a case study. A parametric study is carried out based on the results to study the influence of the geometrical and structural design parameters. The results show that the motions in the horizontal direction and the rotational direction are significantly coupled together. Geometrical nonlinearity introduces the second-order effect to the system leading to a complicated vertical motion with a considerably larger displacement compared with the linear case. The amplitude of the VIV on the tunnel tube of the scaled model is very small based on the non-simplified wake oscillator. Moreover, it is found that, basically, increase of the BWR, increase of the stiffness in the cables, increase of the distribution of the net buoyancy in inclined cable, decrease of the tunnel length or decrease of the inclination of the inclined cables can reduce the maximum response of the SFT. Based on the above findings, it is concluded that a global dynamic analysis is suggested when a SFT is expected to be subjected to oblique wave loadings. Geometrical nonlinearity is necessary to be considered for an accurate analysis especially for the response in the vertical direction. It is also necessary to be considered when the influence of the BWR is of interest. The VIV on the tunnel tube is negligible base on the scaled model.
Dynamic Fluid-Structure-Vehicle-Interaction Analysis for Submerged Floating Tunnels
A Comfort Assessment
Master thesis
(2019)
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Davide La Zara, Karel van Dalen, Andrei Metrikine, Dirk Jan Peters, Xuexue Chen, Lambert Houben
Crossing waterways is crucial to improve transport connections.
In particular, new crossing methods are needed when the distance to be covered increases. Submerged Floating Tunnels (SFT) have been recently emerging as a cost-effective feasible crossing technique to connect fjords in Norway. However, only very little research has addressed the vehicle-structure interaction, with attention to the passengers, so far. In the current thesis, an algorithm was developed to study the Fluid-Structure-Vehicle-Interaction (FSVI), where the tunnel has been modelled as a Euler Bernoulli beam, the train car as a 6DOFs system, the supporting cables as linear springs, and the fluid by the Morison's hydrodynamic force expression. The Sperling ride quality and comfort indices were used to address human comfort while crossing the tunnel. It is found that, due to the low-frequency hydrodynamic environment, the influence of the FSVI on the Sperling's indices is limited, i.e. "just noticeable" from the classification table. Low-frequency flow field may cause motion sickness rather than cause comfort/discomfort during the ride. The illness rating, which is the indicator of the motion sickness, gave positive outcomes due to the small amplitude of the accelerations, and therefore no illness is expected to be felt by passengers. This study shows that displacement and acceleration can be controlled and kept inside the proposed boundaries under storm sea states, and the comfort while crossing can be guaranteed. The approach here used can be applied to other sea states with higher frequency content to address the comfort in a storm with smaller return period, which may also be important to address the fatigue resistance of the structure. ...
In particular, new crossing methods are needed when the distance to be covered increases. Submerged Floating Tunnels (SFT) have been recently emerging as a cost-effective feasible crossing technique to connect fjords in Norway. However, only very little research has addressed the vehicle-structure interaction, with attention to the passengers, so far. In the current thesis, an algorithm was developed to study the Fluid-Structure-Vehicle-Interaction (FSVI), where the tunnel has been modelled as a Euler Bernoulli beam, the train car as a 6DOFs system, the supporting cables as linear springs, and the fluid by the Morison's hydrodynamic force expression. The Sperling ride quality and comfort indices were used to address human comfort while crossing the tunnel. It is found that, due to the low-frequency hydrodynamic environment, the influence of the FSVI on the Sperling's indices is limited, i.e. "just noticeable" from the classification table. Low-frequency flow field may cause motion sickness rather than cause comfort/discomfort during the ride. The illness rating, which is the indicator of the motion sickness, gave positive outcomes due to the small amplitude of the accelerations, and therefore no illness is expected to be felt by passengers. This study shows that displacement and acceleration can be controlled and kept inside the proposed boundaries under storm sea states, and the comfort while crossing can be guaranteed. The approach here used can be applied to other sea states with higher frequency content to address the comfort in a storm with smaller return period, which may also be important to address the fatigue resistance of the structure. ...
Crossing waterways is crucial to improve transport connections.
In particular, new crossing methods are needed when the distance to be covered increases. Submerged Floating Tunnels (SFT) have been recently emerging as a cost-effective feasible crossing technique to connect fjords in Norway. However, only very little research has addressed the vehicle-structure interaction, with attention to the passengers, so far. In the current thesis, an algorithm was developed to study the Fluid-Structure-Vehicle-Interaction (FSVI), where the tunnel has been modelled as a Euler Bernoulli beam, the train car as a 6DOFs system, the supporting cables as linear springs, and the fluid by the Morison's hydrodynamic force expression. The Sperling ride quality and comfort indices were used to address human comfort while crossing the tunnel. It is found that, due to the low-frequency hydrodynamic environment, the influence of the FSVI on the Sperling's indices is limited, i.e. "just noticeable" from the classification table. Low-frequency flow field may cause motion sickness rather than cause comfort/discomfort during the ride. The illness rating, which is the indicator of the motion sickness, gave positive outcomes due to the small amplitude of the accelerations, and therefore no illness is expected to be felt by passengers. This study shows that displacement and acceleration can be controlled and kept inside the proposed boundaries under storm sea states, and the comfort while crossing can be guaranteed. The approach here used can be applied to other sea states with higher frequency content to address the comfort in a storm with smaller return period, which may also be important to address the fatigue resistance of the structure.
In particular, new crossing methods are needed when the distance to be covered increases. Submerged Floating Tunnels (SFT) have been recently emerging as a cost-effective feasible crossing technique to connect fjords in Norway. However, only very little research has addressed the vehicle-structure interaction, with attention to the passengers, so far. In the current thesis, an algorithm was developed to study the Fluid-Structure-Vehicle-Interaction (FSVI), where the tunnel has been modelled as a Euler Bernoulli beam, the train car as a 6DOFs system, the supporting cables as linear springs, and the fluid by the Morison's hydrodynamic force expression. The Sperling ride quality and comfort indices were used to address human comfort while crossing the tunnel. It is found that, due to the low-frequency hydrodynamic environment, the influence of the FSVI on the Sperling's indices is limited, i.e. "just noticeable" from the classification table. Low-frequency flow field may cause motion sickness rather than cause comfort/discomfort during the ride. The illness rating, which is the indicator of the motion sickness, gave positive outcomes due to the small amplitude of the accelerations, and therefore no illness is expected to be felt by passengers. This study shows that displacement and acceleration can be controlled and kept inside the proposed boundaries under storm sea states, and the comfort while crossing can be guaranteed. The approach here used can be applied to other sea states with higher frequency content to address the comfort in a storm with smaller return period, which may also be important to address the fatigue resistance of the structure.
The Submerged Floating Tunnel
An experimental study on the hydrodynamics and kinematics of a submerged rectangular cylinder in a wave-current environment
Master thesis
(2019)
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Lisanne Drost, Wim Uijttewaal, Xuexue Chen, Dirk Jan Peters, Kristina Reinders
This study presents the results of small scale flume experiments on a submerged rectangular cylinder subjected to a current, regular wave and combined wave-current environment. The objective of the study is to gain more knowledge about the hydrodynamics around and the kinematics of a submerged structure, to give a contribute to the research field of the submerged floating tunnel. For this study a rectangular cylinder with an aspect ratio (breadth-depth) of 2.5 is used. Two relative submergence depths (flume depth/model submergence) of 2.75 and 1.63 are tested. For all tests a still water depth of 0.7 m is applied. Waves resulting in very low KC numbers of <1 for regular waves and KC[1+U_c/U_m ]<2 for combined waves-current are generated. To create a combined wave-current environment, a current is created in the flume, to which waves are added by the wave generator. The water velocity is measured in front of the model. To approximate the water velocity at the model, a time/phase shift is added to the velocity signal. Linear wave theory is applied to approximate the amplitudes of the orbital velocities at the depth of the model. For the first part of the study, on the hydrodynamic forces, the cylinder is rigidly fixed in the flume. Due to the inertia dominance for low KC numbers, the relationship between the wave parameters and the hydrodynamic forces is well described by the relationship between the wave parameters and the water particle accelerations. The vertical hydrodynamic forces are found to be larger than the horizontal hydrodynamic forces. The force coefficients from this study are compared to coefficient found in previous studies. The drag coefficients for the only current tests agree well with the results from (Courchesne & Laneville, 1979), (Bearman & Trueman, 1972), (Nakaguchi, 1968) and (Venugopal, 2006). For the regular wave and combined wave-current conditions comparable results are found to those by Venugopal for a rectangular cylinder towed through a wave field (Venugopal, 2008). The drag coefficients in the present study show a similar trend in magnitude as in the study by Venugopal. However, the magnitudes have an opposite sign due to the velocity phase shift method applied in the present study. Nevertheless, the effect of this difference on the total force prediction is insignificant, because of inertia dominance. In general, the Morison equation predicts the measured horizontal force well for regular waves. Adding a current component to the waves results in a larger error between the computed Morison forces and the measured force. However, an increase in the magnitude of the added velocity does not lead to a significant increase of this error. The second part of the study focuses on the same cylinder, only not fixed but held in place by 4 tethers. For these tests a buoyancy to weight ratio of 1.5 is applied. The used tested angles between the tethers and the flume bottom are 30˚ and 70 ̊. The water depth, the wave types and model submergence depths are remained equal to the first part of the study. By comparing the kinematics found in three different configurations, a 30˚ tether angle combined with the largest submergence depth of ds=035 m are found to gives the smallest displacements and accelerations. To reduce the kinematics more, it is recommended to add vertical tethers to limit the vertical movement. In general, dynamic features are seen in the tethered model, influencing the magnitude of the kinematics. To predict the magnitude of the tether forces it is recommended to integrated these features in a structural dynamic model.
...
This study presents the results of small scale flume experiments on a submerged rectangular cylinder subjected to a current, regular wave and combined wave-current environment. The objective of the study is to gain more knowledge about the hydrodynamics around and the kinematics of a submerged structure, to give a contribute to the research field of the submerged floating tunnel. For this study a rectangular cylinder with an aspect ratio (breadth-depth) of 2.5 is used. Two relative submergence depths (flume depth/model submergence) of 2.75 and 1.63 are tested. For all tests a still water depth of 0.7 m is applied. Waves resulting in very low KC numbers of <1 for regular waves and KC[1+U_c/U_m ]<2 for combined waves-current are generated. To create a combined wave-current environment, a current is created in the flume, to which waves are added by the wave generator. The water velocity is measured in front of the model. To approximate the water velocity at the model, a time/phase shift is added to the velocity signal. Linear wave theory is applied to approximate the amplitudes of the orbital velocities at the depth of the model. For the first part of the study, on the hydrodynamic forces, the cylinder is rigidly fixed in the flume. Due to the inertia dominance for low KC numbers, the relationship between the wave parameters and the hydrodynamic forces is well described by the relationship between the wave parameters and the water particle accelerations. The vertical hydrodynamic forces are found to be larger than the horizontal hydrodynamic forces. The force coefficients from this study are compared to coefficient found in previous studies. The drag coefficients for the only current tests agree well with the results from (Courchesne & Laneville, 1979), (Bearman & Trueman, 1972), (Nakaguchi, 1968) and (Venugopal, 2006). For the regular wave and combined wave-current conditions comparable results are found to those by Venugopal for a rectangular cylinder towed through a wave field (Venugopal, 2008). The drag coefficients in the present study show a similar trend in magnitude as in the study by Venugopal. However, the magnitudes have an opposite sign due to the velocity phase shift method applied in the present study. Nevertheless, the effect of this difference on the total force prediction is insignificant, because of inertia dominance. In general, the Morison equation predicts the measured horizontal force well for regular waves. Adding a current component to the waves results in a larger error between the computed Morison forces and the measured force. However, an increase in the magnitude of the added velocity does not lead to a significant increase of this error. The second part of the study focuses on the same cylinder, only not fixed but held in place by 4 tethers. For these tests a buoyancy to weight ratio of 1.5 is applied. The used tested angles between the tethers and the flume bottom are 30˚ and 70 ̊. The water depth, the wave types and model submergence depths are remained equal to the first part of the study. By comparing the kinematics found in three different configurations, a 30˚ tether angle combined with the largest submergence depth of ds=035 m are found to gives the smallest displacements and accelerations. To reduce the kinematics more, it is recommended to add vertical tethers to limit the vertical movement. In general, dynamic features are seen in the tethered model, influencing the magnitude of the kinematics. To predict the magnitude of the tether forces it is recommended to integrated these features in a structural dynamic model.