HYDRAULIC STRUCTURE FAIRING WITH VORTEX GENERATOR
Discussed are several practical cost-effective refinements, extensions, additions, and improvements to the manufactured three-dimensional convex-concave fairing with attached vortex generators that was disclosed by Simpson et al. (U.S. Pat. No. 8,348,553). Extensions are disclosed for bridge piers and abutments at larger angles of attack of up to 45°, for piers and abutments downstream of a bend in a river where there is large-scale swirling approach flow, and for piers in close proximity to an adjacent pier of abutment.
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This application claims the benefit of U.S. Provisional Ser. No. 61/888,162, filed Oct. 8, 2013. The invention generally relates to the fields of Civil Engineering, Hydraulic Engineering, and Soil and Water Conservation. More specifically, the invention relates to a manufactured device to prevent scour around hydraulic structures.
BACKGROUND OF THE INVENTIONRemoval of river bed substrate around bridge pier and abutment footings, also known as scour, presents a significant cost and risk in the maintenance of many bridges throughout the world. Bridge scour at the foundations of bridge piers and abutments is one of the most common causes of highway bridge failures. It has been estimated that 60% of all bridge failures result from scour and other hydraulic-related causes (Briaud, 2006). In 1973, a study by the US Federal Highway Administration (FHWA) was conducted to investigate 383 bridge failures caused by catastrophic floods, and it concluded that 25 percent involved pier damage and 72 percent involved abutment damage (Richardson et al., 1993). This has motivated research on the causes of scour at bridge piers and abutments (Ettema et al., 2004) and led bridge engineers to develop numerous countermeasures that attempt to reduce the risk of catastrophe. Unfortunately, all such countermeasures currently in existence and practice are temporary responses that cannot endure throughout the lifetime of the bridge and do not prevent the formation of scouring vortices, which is the root cause of the local scour. Consequently, sediment such as sand and rocks from around the foundations of bridge abutments and piers is loosened and carried away by the flow during floods, which may compromise the integrity of the structure. When these temporary scour countermeasures are used for at-risk bridges, expensive monitoring technologies and support professionals are required to enable sufficient time for implementing contingency plans when failure is likely. Even designing bridge piers or abutments with the expectation of some scour is highly uncertain, since a study (Sheppard et al., 2011) showed huge uncertainties in scour data from hundreds of experiments. Other than the innovation of Simpson et al. (U.S. Pat. No. 8,348,553), none of the conservative current bridge pier and abutment footing or foundation designs prevents scouring vortices, so the probability of scour during high water or floods is present in all of those designs.
The bridge foundations in a water current (WC), such as piers (P) and abutments (A), change the local hydraulics drastically because of the generation of large-scale unsteadiness and shedding of coherent vortices, such as horseshoe vortices, by the piers and abutments.
The flow field around a vertical-wall abutment (A) is highly three-dimensional and involves strong separated vortex flow around the abutment as shown in
For abutments, Barkdoll et al. (2007) reviewed the selection and design of existing bridge abutment countermeasures for older bridges, such as parallel walls, spur dikes located locally to the abutment, and horizontal collar-type plates attached to the abutment. Two similar collar devices (Lee et al., U.S. patent Ser. No. 10/493,100; Mountain, U.S. patent Ser. No. 11/664,991) are comprised of a number of interlocking blocks or bags in a monolayer or multilayer on the stream bed around abutments. However, these horizontal collar type scour countermeasures are only marginally effective as shown in the flume test results of Tian et al. (2010). The scour hole at the upstream abutment corner is eliminated, but the downstream scour hole due to the wake vortex shedding becomes more severe. In another approach to prevent streambed scour of a moving body of water, a scour platform is constructed by placing an excavation adjacent to the body of water (Barrett & Ruckman, U.S. Pat. No. 6,890,127). The excavation is covered with stabilizing sheet material, filled with aggregate, and extends up or downstream a desired length. However, the local scour around the excavation is inevitable, especially when the excavation is exposed to a moving body of water.
With the above prior art, Simpson et al. (U.S. Pat. No. 8,348,553, 19 claims) proved through model-scale and full-scale tests and disclosed a manufactured three-dimensional convex-concave fairing with attached vortex generators, for hydraulic structures such as bridge piers and abutments, whose shape prevents the local scour problem around such hydraulic structures even when the inflow is at an angle of attack to the hydraulic structure (
Discussed are several practical refinements, extensions, additions, and improvements to the manufactured three-dimensional continuous convex-concave fairing (scAUR™) with attached vortex generators that was disclosed by Simpson et al. (U.S. Pat. No. 8,348,553). The benefits to bridge owners and managers include actual scAUR™ manufacturing cost reductions as well as cost reductions by reducing the frequency and complexity of monitoring practices for scAUR™-fitted bridges and elimination of temporary fixes that require costly annual or periodic engineering studies and construction to mitigate scour on at-risk bridges. The probability of bridge failure and its associated liability to the public is totally avoided since the root cause of local scour is prevented. In an extension to Simpson et al. (U.S. Pat. No. 8,348,553), in addition to the concrete or fiber-reinforced composite, or combination thereof, hydrodynamic fairing disclosed in that patent, the present invention in practice is a cast-in-place, pre-cast, or sprayed (“shotcrete”) concrete, metal, or composite, or combinations thereof, hydrodynamic fairing that is fit or cast over one or more existing or new hydraulic structures around the base of these structures and above and around their footings. Molds for the concrete or composite fairing are made from wood and other natural materials, metal or composite materials, or combinations thereof. Such a properly designed fairing, as described by Simpson et al. (U.S. Pat. No. 8,348,553), prevents scouring vortex formation for both steady and unsteady flows, including oscillatory tidal flows. The vortex generators are constructed of cast-in-place, pre-cast, or sprayed (“shotcrete”) concrete, metal, or composite, or combinations thereof. The product is manufactured using existing metal, concrete, and composite materials technologies well known to professionals. As such, the product can be produced at minimal cost and with high probability of endurance over a long future period.
While the shape of the scAUR™ for bridge piers and abutments is fully three-dimensional, as described in detail by Simpson et al. (U.S. Pat. No. 8,348,553), it can be approximated by piece-wise continuous concave-convex-curvature surfaces within definable tolerances that produce the same effects as continuous concave-convex-curvature surfaces. No scouring vortices are produced in either case, but the piece-wise continuous curvature version can be manufactured at a much lower cost.
Discussed are applications to more types of abutments than shown by experiments by Simpson et al. (U.S. Pat. No. 8,348,553). In addition to the square-cornered abutments discussed in that patent, tests prove that the scAUR™ fairing with the help of specially designed VorGAUR™ vortex generators prevent scouring vortices for wing-wall and spill-through abutments.
In general, as described by Simpson et al. (U.S. Pat. No. 8,348,553), a single fully three-dimensional shape-optimized scAUR™ fairing with the help of specially designed VorGAUR™ (U.S. Pat. No. 8,434,723) vortex generators will prevent scour for a range of angles between the on-coming river flow and the pier centerline from −20° to +20°, with 0 angle defined when the flow is aligned with the pier centerline axis or side of an abutment. Here an extension is disclosed for bridge piers and abutments at larger angles of attack of up to 45°. Nose and tail sections on a pier form a dogleg shape and VorGAUR™ vortex generators prevent separations.
Here another extension is disclosed for bridge piers and abutments downstream of a bend in a river where there is large-scale swirling approach flow produced by the river bend. The fully three-dimensional shape is modified to meet the requirement of the design that the stream-wise gradient of surface vorticity flux must not exceed the vorticity diffusion rate in the boundary layer, thus preventing the formation of a discrete vortex. Another requirement is that a minimal size of the fairing be used that meets the first requirement.
When a pier is in close proximity to an adjacent pier or abutment, the flow between the two hydraulic structures is at a higher speed than if they were further apart. This means that at the downstream region of the pier or abutment there will be a greater positive or adverse stream-wise pressure gradient, which will lead to more and stronger flow separation and scouring vortices. To reduce this separation and possibilities for scour, a more gradual fairing or tail can be used.
As stated by Simpson et al. (U.S. Pat. No. 8,348,553), one can generalize the use of the vortex generators for various cases and applications. First, the vortex generators, such as the low drag asymmetric vortex generator (VorGAUR™) (Simpson et al., U.S. Pat. No. 8,434,723), should be located on the sides of the fairing well upstream of any adverse or positive pressure gradients and only in flow regions where there are zero pressure gradients or favorable or negative pressure gradients that will persist downstream of the vortex generator for at least one vortex generator length. This results in a well-formed vortex without flow reversal that can energize the downstream flow and prevent separation of the downstream part of the fairing. Secondly, the vortex generator should be at a modest angle of attack angle of the order of 10 to 20 degrees. Multiple vortex generators may be used on the sides of the fairing, as shown in
Aspects of the scAUR™ and VorGAUR™ design features have been expanded for use around the foundation in order to further protect the foundation from the effects of contraction scour, long term degradation scour, settlement and differential settlement of footers, undermining of the concrete scAUR™ segments, and effects of variable surrounding bed levels. Scour of the river bed away from the scAUR™ protected pier or abutment (open-bed scour) will occur first and the river bed level will be lower away from the pier or abutment. If the front of the foundation of a pier or abutment is exposed to approach flows, then a foundation horseshoe or scouring vortex is formed at the front which will cause local scour around the pier or abutment.
In another improvement disclosed here, a curved ramp in front of the foundation of a scAUR™ protected pier prevents the formation of this foundation horseshoe vortex and scour around an exposed foundation. A further innovation uses a vortex generator in front of each leading edge corner of the ramp, which will create a vortex that brings available loose open-bed scour materials toward the pier or abutment foundation to protect the pier or abutment. A third innovation uses vortex generators mounted on the sides of the foundation to bring more available loose open-bed scour materials toward the pier or abutment foundation to protect further the pier or abutment.
The innovative scour prevention devices in this present invention belong to the structural countermeasure category. Unlike the conventional and prior-art before Simpson et al. (U.S. Pat. No. 8,348,553) structural countermeasures, these scour countermeasure devices are invented based on a deep understanding of the scour mechanisms of the flow and consideration of structural and hydraulic aspects (Simpson 2001). A hydraulically optimum pier fairing constructed from any permanent solid material, whether for a straight-ahead, swirling, or curved inflow, prevents the formation of highly coherent vortices around the bridge pier or abutment and reduces 3D separation downstream of the bridge pier or abutment with the help of vortex generators, curved leading edge foundation ramp, and tail section.
In addition, these results show that the smooth flow over the pier or abutment produces lower drag force or flow resistance and lower flow blockage because low velocity swirling high blockage vortices are absent. As a result, water moves around a pier or abutment faster above the river bed, producing a lower water level at the bridge and lower over-topping frequencies on bridges during flood conditions for any water level, inflow turbulence level, or inflow swirling flow level. While tested both at model and full scale, there is no place for debris to get caught or no debris build up in front or around a pier or abutment with the scAUR™ and VorGAUR™ products. In cases where river or estuary boat or barge traffic occurs, the scAUR™ fairing can be constructed to withstand impact loads and protect piers and abutments.
The AUR scAUR™ product design concept with the herein refinements and extensions addresses the FHWA's Plan of Action on scour countermeasures (Hydraulic Engineering Circular No. 23, commonly ‘HEC-23’), such as avoiding adverse flow patterns, streamlining bridge elements, designing bridge pier foundations to resist scour without relying on the use of riprap or other countermeasures, etc.
The patent or application file contains at least one drawing and photograph executed in color. Copies of this patent or patent application publication with color drawing (s) and photograph (s) will be provide by the Office upon request and payment of the necessary fee.
Since bridge piers and abutments are the most common hydraulic substructures, in the following description bridge piers and abutments are used as examples for proof of concept; the local vortex preventing scour countermeasure technique described here can be extended to other hydraulic substructures. The components include:
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- 1. Piece-wise continuous three-dimensional convex-concave pier or abutment hydraulic structure nose fairing
- 2. Piece-wise continuous curved side fairing for piers or abutments
- 3. Specially designed vortex generators
- 4. Piece-wise continuous three-dimensional convex-concave pier or abutment hydraulic structure downstream fairing
- 5. Faired elliptical pier or abutment nose
- 6. Existing or new bridge pier or abutment
- 7. Piece-wise continuous curved pier foundation leading edge ramp
- 8. Faired elliptical pier downstream surface
- 9. Existing or faired circular pier nose or tail
- 10. Piece-wise continuous curved pier nose or tail extension
- 11. Mold for piece-wise continuous three-dimensional convex-concave pier or abutment hydraulic structure nose fairing
- 12. Mold for piece-wise continuous curved side fairing for piers or abutments
- 13. Mold for piece-wise continuous three-dimensional convex-concave pier or abutment hydraulic structure downstream fairing
- 14. Mold for piece-wise continuous three-dimensional convex-concave pier or abutment hydraulic structure corner fairing
- 3A. Vortex generator assembly
- 3B. Leading edge ramp vortex generator
- 3C. Foundation vortex generator
Applications to more types of abutments than shown by the experiments by Simpson et al. (U.S. Pat. No. 8,348,553) are given. In addition to the square-cornered abutments discussed in that patent, scale model tests prove that the scAUR™ fairing with the help of specially designed VorGAUR™ vortex generators prevent scouring vortices for wing-wall and spill-through abutments. Research by Sheppard et al. (2011) using hundreds of sets of scour data and sponsored by the National Co-operative Highway Research Program (NCHRP) shows that model scale bridge scour experiments produce much more severe scour depth to pier size ratios than the scour depth to pier size ratios observed for full-scale cases due to scale effects. Thus, all of the model scale flume tests presented here show more scour that at full scale (Simpson 2013).
Some flow and scour depth results are given for a flume test for a scAUR™ modified spill-through abutment with VorGAUR™ VGs. This test has been performed under the same flow conditions and flume geometry as for the spill-through abutment without scAUR™ and VorGAUR™ products.
Here an extension is disclosed for bridge piers and abutments at larger angles of attack of up to 45°. Nose and tail extension sections on a pier form a dogleg shape (
Model scale experiments in the AUR flume were performed that confirm that this design prevents scour. The VGs are attached on both front and rear fairings as shown in
Manufacturing and installation processes and methods would be the same as for bridges at lower angles of attack that do not need the dogleg. However there are increases in costs due to the addition of the additional components required for the SS dogleg on a pier (Simpson 2013).
Example of SCAUR™ with VORGAUR™ for a Swirling River Downstream of a Bend Here another extension is disclosed for bridge piers and abutments downstream of a bend in a river where there is large-scale swirling approach flow produced by the river bend. The fully three-dimensional shape is modified from the straight ahead case to meet the requirement of the design that the stream-wise gradient of surface vorticity flux must not exceed the vorticity diffusion rate in the boundary layer, thus preventing the formation of a discrete vortex. Another requirement is that a minimal size of the fairing be used that meets the first requirement.
This swirling flow is the upstream inflow to the pier. This inflow allows one to modify the nose shape from the straight ahead case shape and meet the vorticity flux requirement mentioned above. There is no separation or rollup of a discrete vortex that will cause scour.
Example Foundation Scour Vortex Prevention Device: The Curved Leading Edge RampAspects of the scAUR™ and VorGAUR™ design features have been expanded by using a curved leading edge ramp in front of a pier or abutment foundation in order to further protect the foundation from the effects of contraction scour, long term degradation scour, settlement and differential settlement of footers, undermining of the concrete scAUR™ segments, and effects of variable surrounding bed levels. This leading edge ramp prevents undermining of the foundation when the scAUR™ and VorGAUR™ products are installed on a pier or abutment.
First, when the scAUR™ and VorGAUR™ design features are installed on a bridge pier or abutment, the scAUR™ fairing prevents any scouring horseshoe vortex formation and downflow of higher velocity water from upstream and the VorGAUR™ vortex generators cause low speed water flow near the river bottom next to the pier or abutment to move up the pier or abutment, as shown in
What this means is that scour of the river bed away from the scAUR™ protected pier or abutment will occur first and that the river bed level will be lower away from the pier or abutment. If a pier or abutment foundation is exposed, it will still have a higher immediate surrounding river bed level than farther away. Even so, it is desirable to further arrest scour around the foundation to prevent high speed open bed scour from encroaching on the river bed material next to the foundation.
Second, if the front of the foundation of a pier or abutment is exposed to approach flows, then a foundation horseshoe or scouring vortex is formed at the front which will cause local scour around the pier or abutment. What this suggests is that a curved ramp be mounted in front of the foundation that prevents the formation of this foundation horseshoe vortex. Additional components around the sides of the foundation are also another thought, but since they do not produce a flow that moves up the scAUR™ fairing, they will not produce any benefit.
Based on these facts, flume tests were conducted with 3 foundation leading edge ramp configurations: (1) an exposed rectangular foundation with no front ramp protection, (2) an upstream curved foundation ramp with trapezoidal spanwise edges to produce a stream-wise vortex to bring open bed materials toward the foundation, and (3) a curved upstream foundation ramp with straight span-wise edges. Gravel A, which is the smallest gravel used in the AUR flume and has a specific gravity of 3.7 and the size of 1.18-1.4 mm, are distributed around the scAUR™ model for each test.
Flume tests for scour depth were made for these 3 cases with a H=12.7 mm high foundation elevation (H/D=1/6) with gravel A around the foundation with or without a leading edge ramp (Simpson 2013). These tests were done with a flow speed of 0.6 mps at which the pea gravel in the open bed begins to be carried downstream. Without a ramp, as expected, the scour occurred at the front corners of the model due to the front foundation horseshoe vortex, as shown in
For the H=12.7 mm high foundation (H/D=1/6) with a curved ramp with trapezoidal sides, the scour occurs at the front corner of the ramp and more gravel accumulates along the pier side around the VGs (Simpson 2013). Furthermore, there is a gravel mound at the downstream model edge. The gravel carried from the upstream are accumulated along the pier side and at the pier end. Therefore, the tested trapezoidal front ramp is not effective to reduce or prevent the scour at the upstream end of the foundation when the edge of the foundation is higher than the surrounding bed.
For the H=12.7 mm high elevation (H/D=1/6) with 19 mm high curved straight-sided ramp, scour around the front of the foundation is not detectable (
Example of Initially Submerged Pier and Abutment Vortex Generators To Protect a Foundation from Open-Bed Scour
In addition to the curved leading edge ramp mentioned above, a further innovation to protect a foundation from open-bed scour uses a vortex generator at 20 degrees angle of attack in front of each leading edge corner of the ramp, which will create a vortex that brings available loose open-bed scour materials toward the pier or abutment foundation to protect the pier or abutment, as shown in
Another innovation uses vortex generators (VG) mounted on the sides of the foundation (3C) to bring more available loose open-bed scour materials toward the pier or abutment foundation to protect further the pier or abutment. These vortex generators are initially submerged below the surface of the river bed, but are exposed when there is high velocity flow and open-bed scour. Properly oriented, they create vortices that bring open-bed scour material towards the foundation for protection.
Example Pier and Abutment Stern or Tail Fairings to Further Prevent ScourWhen a pier is in close proximity to an adjacent pier or abutment, the flow between the two hydraulic structures is at a higher speed than if they were further apart. This means that at the downstream region of the pier or abutment there will be a greater positive or adverse stream-wise pressure gradient, which will lead to more and stronger flow separation (
The test with a narrow flume width was conducted without a tail first in order to compare with the tail case. The upstream free-stream flow is 0.56 m/s and the flow speed is about 0.66-0.67 m/s between the model and the side wall. After 50 minutes the scour holes downstream of the model are symmetric on each side of the centerline and are caused by the separated vortices from the rear fairing, as shown in
A tail is attached to the rear fairing as shown in
The tail on the model was tested with the same flume conditions as without a tail, 0.56 m/s free-stream velocity and 0.66-0.67 m/s between the model and the side wall. After a 50 minutes run with the same flow speed as before, there are only very minor scour holes generated at the downstream of the model.
Examples of Additional Construction and Mold Materials and Piece-Wise Continuous Concave-Convex Curvature SurfacesIn an extension to Simpson et al. (U.S. Pat. No. 8,348,553), in addition to the concrete or fiber-reinforced composite, or combination thereof, hydrodynamic fairing disclosed in that patent, the present invention in practice is a cast-in-place, pre-cast, or sprayed (“shotcrete”) concrete, metal, or composite material, or combinations thereof, hydrodynamic fairing that is fit or cast over one or more existing or new hydraulic structures around the bases of these structures and above and around their footings. Molds for the concrete or composite fairing are made from wood and other natural materials, metal or composite materials, or combinations thereof. Such a properly designed fairing, as described by Simpson et al. (U.S. Pat. No. 8,348,553), prevents scouring vortex formation for both steady and unsteady flows, including oscillatory tidal flows. The product is manufactured using existing metal, concrete, and composite materials technologies well known to professionals. As such, the product can be produced at minimal cost and with high probability of endurance over a long future period.
While the shape of the scAUR™ for bridge piers and abutments is fully three-dimensional, as described in detail by Simpson et al. (U.S. Pat. No. 8,348,553), it can be approximated by piece-wise continuous concave-convex-curvature surfaces within definable tolerances that produce the same scouring vortex prevention effects as continuous concave-convex-curvature surfaces. No scouring vortices are produced in either case, but the piece-wise continuous curvature version can be manufactured at a much lower cost.
Retrofit SCAUR™ Bridge Pier and Abutment FairingAn attractive manufacturing alternative for a scAUR™ retrofit bridge fairing uses stainless steel (SS) or even weathering steel. Stainless steel was considered for both the double curvature end sections and the cylindrical sides of the scAUR™. Its corrosion resistance gives it a lifetime of 100 years even in seawater environments, using a proper thickness, construction methods, and type of SS. It is an effective way to reduce weight and the cost associated with casting custom reinforced concrete structures. Another benefit is that the SS VorGAUR™ vortex generators can be welded directly onto the side sections instead of having to be integrated into the rebar cage of a reinforced concrete structure.
Typical example costs for each of these manufacturing approaches were developed from current cost information and quotations from concrete and steel fabricators. It is clear that stainless steel is the best choice for bridge retrofits.
New Construction
In the case with new construction, essentially the difference between the way cast-in-place bridge piers and abutments are constructed currently without the scAUR™ products and in the future with the scAUR™ products is that scAUR™ steel forms for the concrete are used, as shown in
Standard methods for assembling forms and pouring the concrete will be used, as discussed in ACI 318-11. The contractor simply needs to replace the currently used forms for the lowest level of the pier or abutment above the foundation with the scAUR™ forms. The scAUR™ steel forms can be mounted and attached to the foundation forms. The tops of the steel scAUR™ forms on opposite sides of a pier can be attached together with steel angle to completely contain the concrete for the foundation and the scAUR™ fairing. Like current methods, after the scAUR™ and foundation concrete has cured sufficiently, the scAUR™ and foundation forms would be removed. Currently used forms for the next higher portions of the pier or abutment can then be mounted in place for further cast-in-place concrete. Estimated incremental costs of adding the scAUR™ fairing to new construction for additional rebar, concrete, labor, scAUR™ forms, and transportation of forms for various width pier construction shows that the new construction cost is about ⅓ of retrofit costs, so the best time to include the scAUR™ fairing on piers is during new construction.
REFERENCES
- American Concrete Institute (ACI) Committee 318. “ACI 318-11: Building code requirements for Structural Concrete.” ACI Standard, 2011.
- Barkdoll, B. D., Ettema, R., and B. W. Melville, Countermeasures to Protect Bridge Abutments from Scour, NCHRP Report 587, 2007.
- Briaud, Jean-Louis, Monitoring Scour Critical Bridges, NCHRP Synthesis 396, 2006.
- Ettema, R., Yoon, Byungman, Nakato, Tatsuaki and Muste, Marian, A review of scour conditions and scour-estimation difficulties for bridge abutments, KSCE Journal of Civil Engineering, Volume 8, Number 6, Pages 643-65, 2004.
- Lagasse, P., Zevenbergen, L., Schall, J., and Clopper, P., Bridge Scour and Stream Instability Countermeasures. FHWA Technical Report Hydraulic Engineering Circular (HEC)-23, 2001.
- Richardson E V, Harrison L J, Richardson J R, Davies S R 1993 Evaluating scour at bridges. Publ. FHWA-IP-90-017, Federal Highway Administration, US DOT, Washington, D.C.
- Sheppard, D. M., Demir, H., and Melville, B., Scour at Wide Piers and Long Skewed Piers, NCHRP-Report 682, 2011.
- Simpson, R. L., Full-Scale Prototype Testing and Manufacturing and Installation Plans for New Scour-Vortex-Prevention scAUR™ and VorGAUR™ Products for a Representative Scour-critical Bridge, NCHRP-IDEA Report 162, 2013.
- Simpson, R. L., Junction Flows, Annual Review of Fluid Mechanics, Vol. 33, pp. 415-443, 2001.
- Tian, Q. Q., Simpson, R. L., and Lowe, K. T., A laser-based optical approach for measuring scour depth around hydraulic structures, 5th International Conference on Scour and Erosion, ASCE, San Francisco, November 7-11, 2010.
Claims
1. A convex-concave fairing for a hydraulic structure comprising:
- a piece-wise continuous streamlined fairing surface installed around a perimeter of the hydraulic structure and extending from near the height above a river on the hydraulic structure to a bed of said river surrounding the hydraulic structure, said piece-wise continuous fairing completely enveloping the hydraulic structure and providing a piece-wise continuous faired shape in a direction of flow of the river, wherein the piece-wise continuous streamlined fairing surface comprises a plurality of continuous surfaces that are assembled together to form the piece-wise continuous streamlined fairing surface, and wherein the discontinuity in the piece-wise continuous streamlined fairing surface occurs at the intersection of the plurality of the continuous surfaces;
- at least one vortex generator attached to the piece-wise continuous fairing surface along a longitudinal distance of a stern to stern dimension of said piece-wise continuous fairing surface, and being proximal to the bed of the river in a flow region void of adverse pressure gradients that would persist downstream of said vortex generator for at least one length of said generator, so as to energize a portion of near wall flow with higher-momentum outer layer flow to produce a steady, compact separation and wake and prevent formation of scouring vortices within river flow.
2. A fairing as in claim 1, wherein; said hydraulic structure is a bridge abutment.
3. A fairing as in claim 1, wherein: said hydraulic structure is a pier and said vortex generators are positioned on opposed surfaces thereof.
4. A fairing as in claim 1, wherein: said vortex generators are tetrahedral in shape and include four triangular faces, three of which meet at each vertex, and are constructed of cast-in-place, pre-cast, or sprayed concrete, metal, composite, fiber reinforced polymers, or combinations thereof.
5. A piece-wise continuous fairing in claim 1, wherein: the fairing is constructed of cast-in-place, pre-cast, or sprayed concrete, metal, composite, fiber reinforced polymers, or combinations thereof, that is fit or cast over one or more existing or new hydraulic structures around the base of these structures and above and around their footings.
6-7. (canceled)
8. A fairing as in claim 5, wherein: the fairing surface is comprised of elements that are premanufactured and interlock using matching keys or alignment surfaces among individual premanufactured elements.
9. A method for making a convex-concave fairing for a hydraulic structure whose nose and tail sections and dogleg shape prevents the formation of scouring vortices for large river inflow angle of attack of flow passing said hydraulic structure, the method comprising the steps of:
- selecting, in accord with computational fluid dynamics and water flume river bed scour studies, a suitable piece-wise continuous streamlined fairing whose nose and tail sections are aligned with the on-coming flow direction, and installing said fairing around a perimeter of said hydraulic structure and extending from a height above said river on said structure to a bed of said river surrounding said structure, said piece-wise continuous fairing completely enveloping said perimeter of said structure and providing a piece-wise continuous faired shape to said hydraulic structure in a direction of flow of said river, wherein the piece-wise continuous streamlined fairing comprises a plurality of continuous surfaces that are assembled together to form the piece-wise continuous streamlined fairing surface, and wherein the discontinuity in the piece-wise continuous streamlined fairing surface occurs at the intersection of the plurality of the continuous surfaces;
- attaching vortex generators to surfaces of said piece-wise continuous fairing downstream from a forward upstream portion of the piece-wise continuous streamlined fairing and along a longitudinal distance of a stem to stern dimension of said piece-wise continuous fairing, and being proximal to said river bed in a flow region void of adverse pressure gradients that would persist downstream of said vortex generator for at least one length of said generator, so as to energize a near wall portion of the flow of river current with higher momentum outer layer flow to induce steady, compact separation and wake and thereby oppose formation of scouring vortices within said river flow around said fairing.
10. A method as in claim 9, wherein:
- said vortex generators are tetrahedral in shape and include four triangular faces, three of which meet at each vertex.
11-15. (canceled)
16. A fairing as in claim 1, further comprising a ramp upstream of and attached to the piece-wise continuous streamlined fairing surface.
17. A fairing as in claim 16, further comprising a vortex generator in front of each leading edge corner of the ramp.
Type: Application
Filed: Oct 8, 2014
Publication Date: Apr 14, 2016
Applicant: Applied University Research, Inc. (Blacksburg, VA)
Inventors: Roger Lyndon Simpson (Blacksburg, VA), Gwibo Byun (Blacksburg, VA)
Application Number: 14/509,990