A theoretical study on the influence of the track on train-induced ground vibration

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

doi:10.1016/s0022-460x(03)00781-8

Cited by 152 publications

(73 citation statements)

References 11 publications

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“…According to Ref. [5], the material gradation parameters for linear elastic analysis were defined in Table 2. It is noted that the vertical stiffness, the transversal stiffness, and damping were 70 km/mm, 60 km s/m, and 30 km/mm, 50 km s/m, respectively.…”

Section: Materials Parametersmentioning

confidence: 99%

“…Therefore, the noise reduction should be based on vibration control. According to previous researches [1][2][3][4][5], the environmental vibration induced by a train is complicated, depending on many factors such as the dynamic relation between car body and track mass, vibration spectrum, wheel-rail contact coupling, track-subgrade coupling, and structural resonance. However, according to the wave theory, the train-induced vibration undergoes generation (emission source), propagation (medium and ways of transmission), and receiving (receptor) [6,7].…”

Section: Introductionmentioning

confidence: 99%

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Theoretical analysis on ground vibration attenuation using sub-track asphalt layer in high-speed rails

Fang

Cerdas

2015

J. Mod. Transport.

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Using a finite element method (FEM) program, a Portland cement concrete slab trackbed (S 0 ), and a subtrack asphalt roadbed (RAC-S) were modeled under highspeed train loads to analyze their responses to ground vibration attenuation, by considering 10, 15, 20, 25, and 30 thick sub-track asphalt layer replaced on the top of the upper subgrade. FEM results show that the vibration amplitude of RAC-S is at least three times lower than the vibration for S 0 . The maximum vibration amplitude of RAC-S is linearly increased with train speed. The vertical acceleration is found to be reduced by more than 10 % when the asphalt layer thickness is increased from 10 to 20 cm. However, the reduction in vertical acceleration is only about 1 % when the thickness of the asphalt layer changes from 20 to 30 cm. The vibration level is slightly lower if the asphalt layer has higher resilient modulus in the seasons of autumn or winter. This theoretical analysis indicates that a railway substructure that consists of a 10-20 cm thick high modulus asphalt layer located at the top of trackbed shows a good performance in ground vibration control for high-speed rails.

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Section: Materials Parametersmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Theoretical analysis on ground vibration attenuation using sub-track asphalt layer in high-speed rails

Fang

Cerdas

2015

J. Mod. Transport.

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“…The maximum amplitude of track vibration was around 15 to 20 mm which exceeded the limit for safety and stability. This phenomenon is known as critical velocity behaviour [5]. In planning new high speed lines, particularly in areas of soft soil, it is important to be able to assess potential critical velocity effects and to mitigate against them.…”

Section: Introductionmentioning

confidence: 99%

The effect of boundary conditions, model size and damping models in the finite element modelling of a moving load on a track/ground system

Shih

Thompson

Zervos

2016

Soil Dynamics and Earthquake Engineering

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An investigation is presented of the use of finite element models in the time domain to represent a load moving on a railway track on a flexible ground. A systematic study is carried out to compare different sizes and shapes of finite element mesh, different boundary conditions intended for suppressing reflections from the truncated model boundaries, and different models of soil damping. The purpose is to develop guidance to assist in selecting appropriate finite element models for moving load problems. To prevent reflections from the boundaries of the finite domain two approaches are compared. A 40 m radius hemispherical finite element mesh has been used first with infinite elements around the perimeter. This approach gives good results for a point harmonic load at the centre of the domain but some problems are highlighted when it is used for moving load calculations. An alternative approach has therefore been investigated based on a cuboid mesh. The base was fixed to prevent rigid-body motions of the model and, rather than use infinite elements at the sides, these were also fixed. It is shown that, provided that a suitable damping model is used, the spurious reflections from the sides of the model can be suppressed if the model is wide enough. On the other hand, if infinite elements are used, the calculations are found to be considerably more costly with little added benefit. Different models of soil damping are also compared. It is shown that a mass-proportional damping model gives a decay with distance that is independent of frequency, making it particularly suitable for this application. The length of model required to achieve steady state has been investigated. For a homogeneous 2 half-space it is found that the required length increases considerably in the vicinity of the critical speed, up to 130 m in the present example, whereas for the layered ground a more modest length is sufficient for all speeds.

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“…This model includes a Kelvin foundation in conjunction with a shear elastic layer that can model the track more realistically [9][10][11]. Moreover, the ballast damping is modelled by the concept of hysteretic loss factor to make the simulation more authentic [12][13][14][15]. Using the complex Fourier transformation, appropriate Green's functions are obtained and the mean and standard deviation parts of the response of the beam are calculated analytically in integral forms.…”

Section: Introductionmentioning

confidence: 99%

Parametrically Excited Vibration of a Timoshenko Beam on Random Viscoelastic Foundation jected to a Harmonic Moving Load

et al. 2006

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The vibration response of a Timoshenko beam supported by a viscoelastic foundation with randomly distributed parameters along the beam length and subjected to a harmonic moving load, is studied. By means of the first-order two-dimensional regular perturbation method and employing appropriate Green's functions, the dynamic response of the beam consisting of the mean and variance of the deflection and of the bending moment are obtained analytically in integral forms. Results of a field measurement for a test track are utilized to model the uncertainty of the foundation parameters. A frequency analysis is carried out and the effect of the load speed on the response is studied. It is found that the covariance functions of the stiffness and the loss factor both have the shape of an exponential function multiplied by a cosine function. Furthermore, it is shown that in each frequency response there is a peak value for the frequency, which changes inversely with the load speed. It is also found that the peak value of the mean and also standard deviation of the deflection and bending moment can be a decreasing or increasing function of the load speed depending on its frequency.

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A theoretical study on the influence of the track on train-induced ground vibration

Cited by 152 publications

References 11 publications

Theoretical analysis on ground vibration attenuation using sub-track asphalt layer in high-speed rails

Theoretical analysis on ground vibration attenuation using sub-track asphalt layer in high-speed rails

The effect of boundary conditions, model size and damping models in the finite element modelling of a moving load on a track/ground system

Parametrically Excited Vibration of a Timoshenko Beam on Random Viscoelastic Foundation jected to a Harmonic Moving Load

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