A Study of a Measurement Method to Obtain Waveforms of Pressure Variations Due to Train Passage

勝浩, 菊地; 康夫, 吉田; 雅宣, 飯田; 彰芳, 吉村

doi:10.1299/kikaic.69.2271

Cited by 2 publications

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“…However, the result in Fig. 6 deviates greatly from 4 U because the time interval of the train passing pseudo-sound is short and the time history of SPL measured using the low-frequency level meter (NA-18A) is distorted greatly by the influence of its filter (22) . The maximum value of the 1/3 octave band SPL is obtained from this greatly distorted time history.…”

Section: Outline Of Measurementsmentioning

confidence: 93%

“…3 were measured at point M4 (12.5 m) and two distinct peaks appear in the 2 and 4 Hz waveforms, which are attributable to the passing of the nose and tail of the train. However, no peaks can be attributed to the passing of the nose and tail of the train in the time history of 1/3 octave band SPL of 1 Hz, probably because of the influence of a filter of a sound-pressure level meter (22) . This illustrates a problem in clarifying the characteristics of low-frequency noise, especially the train passing pseudo-sound, from data measured based on the MOE manual.…”

Section: Outline Of Measurementsmentioning

confidence: 99%

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Characteristics of Low-Frequency Pressure Waves Radiated From a Train Passing an Open Section

Kikuchi

Takasaki

Iida

2007

JEE

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Characteristics of low-frequency pressure waves radiated from a train passing a Shinkansen viaduct were examined from field measurements based on the manual for measuring low-frequency noise issued by Ministry of the Environment Government in October 2000, using a low-frequency sound level meter (NA-18 A) manufactured by Rion Co. Ltd. Measurements proved that low-frequency noise comprises a hydrodynamic pressure variation and an acoustic pressure wave. The hydrodynamic pressure variation is designated as the train passing pseudo-sound and the acoustic pressure wave is designated as the low-frequency pressure wave. The low-frequency pressure wave is emitted from a line source and is proportional to the 4th-5th power of train velocity and inversely to the first power of the distance from the source to the observation point.

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Section: Outline Of Measurementsmentioning

confidence: 93%

Section: Outline Of Measurementsmentioning

confidence: 99%