Determination of Insertion Losses for Vibration Mitigation Measures in Track by Artificial Vibration Excitation

Garburg, R.; Heiland, Dieter; Mistler, Michael

doi:10.1007/978-3-662-44832-8_31

Cited by 6 publications

(1 citation statement)

References 1 publication

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“…For a distance of 8 m, a maximum can be found at 20 Hz for 175 km/h, at 16 Hz for 160 km/h, at 12 Hz for 120 km/h and at 8 Hz for 80 km/h. This maximum is reduced by , ▷ 0.1 N/mm 3 , (a) measurements with a shaker [22], (b) calculation with dynamic pad stiffnesses.…”

Section: Measurements Related To Under Ballast Matsmentioning

confidence: 99%

Mitigation of Railway-Induced Ground Vibration by Soft Support Elements and a Higher Bending Stiffness of the Track

Auersch

2024

Applied Sciences

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The mitigation of train-induced ground vibrations by track solutions is investigated by calculations and measurements. The calculation by a wavenumber domain method includes the correct vehicle–track interaction and the correct track–soil interaction. Some theoretical results for elastic elements and an increased bending stiffness of the track are presented where the force transfer of the track and the vehicle–track interaction are calculated for the high-frequency dynamic mitigation, and the force distribution along the track is calculated for the low-frequency mitigation which is due to the smoother impulses from the passing static loads. Measurement results for the ground vibration near isolated and un-isolated tracks are given for several under-sleeper pads, for under-ballast mats, and for several under-ballast plates and ballast troughs. The elastic elements yield a resonance frequency of the vehicle–track–soil system and a high-frequency reduction of the dynamic axle loads which depends mainly on the softness of the pads or mats and which can be improved by a higher sleeper mass. In addition, all troughs and most of the soft elements show a low-frequency reduction which is attributed to the scattered impulses of the static axle loads. Besides this main contribution of the article, the problem of a soft reference section on a different soil is discussed and recommendations for better ground vibration measurements of mitigation effects are given.

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Section: Measurements Related To Under Ballast Matsmentioning

confidence: 99%

Mitigation of Railway-Induced Ground Vibration by Soft Support Elements and a Higher Bending Stiffness of the Track

Auersch

2024

Applied Sciences

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Erschütterungen und sekundärer Luftschall aus dem Schienenverkehr

Lutzenberger¹,

Stiebel²,

Gerbig³

et al. 2015

Taschenbuch Der Technischen Akustik

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Site-Specific Amplitude-Distance Laws, Wave Velocities, Damping, and Transfer Functions of the Soil from Hammer Impacts and Application to Railway-Induced Ground Vibration: Similarities and Mid-Frequency Differences

Auersch

2023

J. Vib. Eng. Technol.

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Purpose The purpose of this article is to check if and how hammer experiments can be applied to the prediction of railway vibration. Methods The propagation of ground vibrations is theoretically analysed with frequency-wavenumber and simplified methods. Experimental methods are presented which can characterise the site-specific ground vibrations by wave velocities, stiffness and damping. Measurements with hammer and train excitation have been performed at several sites. Results The one-third octave spectra show the stiffness-dependent amplitudes and the low- and high-frequency filter effects due to the layering and the damping of the soil. Specific train effects, an additional high-frequency filter, the sleeper passage frequency, and an amplified mid-frequency component can be clearly found. The attenuation with distance is analysed in detail where the theoretical exponential and the empirical frequency-dependent power law are considered. Hammer and train excitation show the same site-specific effects which are mainly due to the stronger or weaker damping of the soil. The train attenuation is generally weaker than the hammer attenuation. The attenuation exponent of the power law, which is strongly dependent on the site and the frequency, is reduced for the train vibration by 0.3–0.5 in agreement with the theory. Reasons are discussed for the overall power law and for the dominating mid-frequency component. Conclusion Therefore, it can be concluded that hammer experiments can well be used for the prediction of train vibrations.

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Determination of Insertion Losses for Vibration Mitigation Measures in Track by Artificial Vibration Excitation

Cited by 6 publications

References 1 publication

Mitigation of Railway-Induced Ground Vibration by Soft Support Elements and a Higher Bending Stiffness of the Track

Mitigation of Railway-Induced Ground Vibration by Soft Support Elements and a Higher Bending Stiffness of the Track

Erschütterungen und sekundärer Luftschall aus dem Schienenverkehr

Site-Specific Amplitude-Distance Laws, Wave Velocities, Damping, and Transfer Functions of the Soil from Hammer Impacts and Application to Railway-Induced Ground Vibration: Similarities and Mid-Frequency Differences

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