A theoretical model for ground vibration from trains generated by vertical track irregularities

Sheng, Xiaozhen; Jones, Chris; Thompson, D.J.

doi:10.1016/s0022-460x(03)00782-x

Cited by 217 publications

(129 citation statements)

References 8 publications

Supporting

Mentioning

127

Contrasting

Order By: Relevance

“…The axles and the car body are considered as rigid parts and the primary and secondary suspensions are represented by spring and damper elements [17]. The coupling between axles on the same bogie, known as leakage, is ignored since not coupling is expected [6,8,10].…”

Section: Vehicle Modelmentioning

confidence: 99%

“…They included a layered soil in the analysis and used a discrete Kelvin model for the sleepers' complex frequency-dependent stiffness. Sheng et al [7,17,18] also applied a two-and-a-halfdimensional frequency domain model to study vibrations due to train passage. In that model, the dynamic train-track interaction is taken into account using an infinite layered beam for the track coupled to a layered half-space.…”

mentioning

confidence: 99%

See 1 more Smart Citation

Fully three-dimensional analysis of high-speed train–track–soil-structure dynamic interaction

Galvín

Romero

Domínguez

2010

Journal of Sound and Vibration

219

102

View full text Add to dashboard Cite

In this paper, a general and fully three dimensional multi-body-finite element-boundary element model, formulated in the time domain to predict vibrations due to train passage at the vehicle, the track and the free field, is presented. The vehicle is modelled as a multi-body system and, therefore, the quasi-static and the dynamic excitation mechanisms due to train passage can be considered. The track is modelled using finite elements. The soil is considered as a homogeneous half-space by the boundary element method. This methodology could be used to take into account local soil discontinuities, underground constructions such as underpasses, and coupling with nearby structures that break the uniformity of the geometry along the track line. The non-linear behaviour of the structures could be also considered. In the present paper, in order to test the model, vibrations induced by high-speed train passage are evaluated for a ballasted track.The quasi-static and dynamic load components are studied and the influence of the suspended mass on the vertical loads is analyzed. The numerical model is validated by comparison with experimental records from two HST lines. Finally, the dynamic behaviour of a transition zone between a ballast track and a slab track is analyzed and the obtained results from the proposed model are compared with those obtained from a model with invariant geometry with respect to the track direction.

show abstract

Section: Vehicle Modelmentioning

confidence: 99%

mentioning

confidence: 99%

Fully three-dimensional analysis of high-speed train–track–soil-structure dynamic interaction

Galvín

Romero

Domínguez

2010

Journal of Sound and Vibration

219

102

View full text Add to dashboard Cite

show abstract

“…For assessing the practical relevance of the computed insertion loss values, these are related to spectra computed using examples of the vibration due to passing trains calculated using the analytical wavenumber domain model of Sheng et al [32]. In this model the train-trackground interaction problem is solved in the wavenumber-frequency domain accounting for the motion of the train.…”

Section: Vibration Due To Passing Trainsmentioning

confidence: 99%

Mitigation of railway-induced vibration by using subgrade stiffening

Thompson

Jiang

Toward

et al. 2015

Soil Dynamics and Earthquake Engineering

Self Cite

View full text Add to dashboard Cite

Railway-induced ground vibration is often associated with sites with soft ground. Stiffening of the subgrade beneath the railway track is one particular measure that has potential to reduce the vibration level at such sites. However, the mechanisms behind this reduction are not well understood. Here, the effects are examined in the context of two alternative approaches: (i) subgrade stiffening, where the soil directly under the track is stiffened, and (ii) stiff inclusions introduced at some depth beneath the track, sometimes known as 'wave impeding blocks'. The efficacy of the measures is considered for different ground types in a parametric study carried out using a 2.5D coupled finite-element / boundary-element methodology. The soil is considered to consist of a soft upper layer over a stiffer substratum; corresponding homogeneous grounds are also considered. With a 6 m wide, 1 m thick, concrete block directly under the track, the vibration between 16 and 50 Hz was found to be reduced by between 4 and 10 dB for ground with a 3 m deep soft upper layer. For a deeper soft layer the reductions were greater whereas, for a stiffer ground without the soft upper layer, the reductions in vibration from this block were negligible. Slightly smaller reductions in a similar frequency region were observed when the block was positioned 1 m below the 2 surface, suggesting that, as with stiffening directly under the track, the reduction in vibration was primarily due to the increase of the effective stiffness of the soil beneath the track rather than the effective creation of a new, thinner soil layer. Jet grouting is considered as an alternative to concrete and, although it is found to be less effective due to its comparatively low stiffness, it may still be considered as a practical measure for existing tracks on soft soil sites. The reduction in vibration from this form of soil improvement with a depth of 3 m is similar to that for a 1 m thick concrete block. Finally, results are presented for three example sites with different soil properties which show similar trends.

show abstract

“…The second model is a simplified model where the ballast is represented by distributed springs and dampers while the embankment is modelled as an Euler-Bernoulli beam ( figure 3). Similar simplified models of the ballast and the embankment have been frequently used in the literature [9,10,11,12,17,19,20]. In the following, the dynamic characteristics of the track and the soil that have been provided by the SNCF [32] within the frame of a benchmark study are used to define the parameters of both models.…”

Section: A Ballasted Track On An Embankmentmentioning

confidence: 99%

“…More recently, this model has been elaborated to account for dynamic train-track interaction [11,12]. In the model presented by Sheng et al [9,10,11,12], the tractions at the interface between the 2 [9,10,11,12,17,19,20]. The transfer functions between the track and the free field are compared and subsequently used to predict free field vibrations during the passage of the TGVA at a site in Reugny (France).…”

Section: Introductionmentioning

confidence: 99%

A 2.5D coupled FE-BE model for the prediction of railway induced vibrations

Galvín

François

Schevenels

et al. 2010

Soil Dynamics and Earthquake Engineering

164

View full text Add to dashboard Cite

Ground vibrations induced by railway traffic at grade and in tunnels are often studied by means of two-and-half dimensional (2.5D) models that are based on a Fourier transform of the coordinate in the longitudinal direction of the track. In this paper, the need for 2.5D coupled finite element-boundary element models is demonstrated in two cases where the prediction of railway induced vibrations is considered.A recently proposed novel 2.5D methodology is used where the finite element method is combined with a boundary element method, based on a regularized boundary integral equation. In the formulation of the boundary integral equation, the Green's functions of a layered elastic halfspace are used, so that no discretization of the free surface or the layer interfaces is required. In the first case, two alternative models for a ballasted track on an embankment are compared. In the first model, the ballast and the embankment are modelled as a continuum using 2.5D solid elements, whereas a simplified beam representation is adopted in the second model. The free field vibrations predicted by both models are compared to those measured during a passage of the TGVA at a site in Reugny (France). A very large difference is found for the free field response of both models that is due to the fact that the deformation of the cross section of the embankment is disregarded in the simplified representation. In the second case, the track and free field response due to a harmonic load in a tunnel embedded in a layered halfspace are considered. A simplified methodology based on the use of the full space Green's function in the tunnel-soil interaction problem is investigated. It is shown that the rigorous finite element-boundary element method is required when the distance between the tunnel and the free surface and the layer interfaces of the halfspace is small compared to the wavelength in the soil.

show abstract

A theoretical model for ground vibration from trains generated by vertical track irregularities

Cited by 217 publications

References 8 publications

Fully three-dimensional analysis of high-speed train–track–soil-structure dynamic interaction

Fully three-dimensional analysis of high-speed train–track–soil-structure dynamic interaction

Mitigation of railway-induced vibration by using subgrade stiffening

A 2.5D coupled FE-BE model for the prediction of railway induced vibrations

Contact Info

Product

Resources

About