“…Finally, axle-box measurements are presented for this case in Fig. 6a [53]. All characteristics of the predicted forces can well be found in the measurement results, mainly the almost constant spectra, the strong increase with train speed at low frequencies, and the shift in frequency for the singular components of the out-ofroundness (6-16 Hz) and the sleeper passage .…”
Section: Examples For the Emission Of Train-induced Vibrationssupporting
confidence: 58%
“…Finally, some passages of passenger trains with train speeds trains between 100 and 160 km/h are presented in Fig. 7g, h from a measurement campaign in Switzerland [53]. The train-induced spectra are very similar to the transfer functions.…”
Section: Approximative Transfer Function Of a Train Loadmentioning
A simple and fast prediction scheme is presented for train-induced ground and building vibrations. Simple models such as (one-dimensional) transfer matrices are used for the vehicle–track–soil interaction and for the building–soil interaction. The wave propagation through layered soils is approximated by a frequency-dependent homogeneous half-space. The prediction is divided into the parts “emission” (excitation by railway traffic), “transmission” (wave propagation through the soil) and “immission” (transfer into a building). The link between the modules is made by the excitation force between emission and transmission, and by the free-field vibration between transmission and immission. All formula for the simple vehicle–track, soil and building models are given in this article. The behaviour of the models is demonstrated by typical examples, including the mitigation of train vibrations by elastic track elements, the low- and high-frequency cut-offs characteristic for layered soils, and the interacting soil, wall and floor resonances of multi-storey buildings. It is shown that the results of the simple prediction models can well represent the behaviour of the more time-consuming detailed models, the finite-element boundary-element models of the track, the wavenumber integrals for the soil and the three-dimensional finite-element models of the building. In addition, measurement examples are given for each part of the prediction, confirming that the methods provide reasonable results. As the prediction models are fast in calculation, many predictions can be done, for example to assess the environmental effect along a new railway line. The simple models have the additional advantage that the user needs to know only a minimum of parameters. So, the prediction is fast and user-friendly, but also theoretically and experimentally well-founded.
“…Finally, axle-box measurements are presented for this case in Fig. 6a [53]. All characteristics of the predicted forces can well be found in the measurement results, mainly the almost constant spectra, the strong increase with train speed at low frequencies, and the shift in frequency for the singular components of the out-ofroundness (6-16 Hz) and the sleeper passage .…”
Section: Examples For the Emission Of Train-induced Vibrationssupporting
confidence: 58%
“…Finally, some passages of passenger trains with train speeds trains between 100 and 160 km/h are presented in Fig. 7g, h from a measurement campaign in Switzerland [53]. The train-induced spectra are very similar to the transfer functions.…”
Section: Approximative Transfer Function Of a Train Loadmentioning
A simple and fast prediction scheme is presented for train-induced ground and building vibrations. Simple models such as (one-dimensional) transfer matrices are used for the vehicle–track–soil interaction and for the building–soil interaction. The wave propagation through layered soils is approximated by a frequency-dependent homogeneous half-space. The prediction is divided into the parts “emission” (excitation by railway traffic), “transmission” (wave propagation through the soil) and “immission” (transfer into a building). The link between the modules is made by the excitation force between emission and transmission, and by the free-field vibration between transmission and immission. All formula for the simple vehicle–track, soil and building models are given in this article. The behaviour of the models is demonstrated by typical examples, including the mitigation of train vibrations by elastic track elements, the low- and high-frequency cut-offs characteristic for layered soils, and the interacting soil, wall and floor resonances of multi-storey buildings. It is shown that the results of the simple prediction models can well represent the behaviour of the more time-consuming detailed models, the finite-element boundary-element models of the track, the wavenumber integrals for the soil and the three-dimensional finite-element models of the building. In addition, measurement examples are given for each part of the prediction, confirming that the methods provide reasonable results. As the prediction models are fast in calculation, many predictions can be done, for example to assess the environmental effect along a new railway line. The simple models have the additional advantage that the user needs to know only a minimum of parameters. So, the prediction is fast and user-friendly, but also theoretically and experimentally well-founded.
“…The results of the other sites are very similar yielding a general trend. 11 The low-frequency accelerations are smaller, mostly below 1 m/s 2 per third octave band, whereas the highfrequency amplitudes above 50 Hz are greater with maxima between 3 and 10 m/s 2 per third octave band. Figure 2(b) shows the German axle-box measurements for the train speed variation.…”
Section: Vehicle Dynamics and Ground Vibration Measurement Campaignsmentioning
confidence: 93%
“…The results of the other sites are very similar yielding a general trend. 11 Figure 2.One-third octave band spectra from the axle-box measurements (a) in Switzerland at site CH2, four wheels of the measuring car, and (b) in Germany at site D1 with different train speeds □ 160, ○ 125, △ 100, +80, × 63 km/h.…”
Section: Vehicle Dynamics and Ground Vibration Measurement Campaignsmentioning
confidence: 99%
“…Axle-box acceleration measurements at the rail vehicle can improve the understanding of train-induced ground vibration. 11 The aim of this article is to confront the ground vibration measurements with axle-box measurements and to look for additional vehicle dynamic effects which have an influence on ground vibrations. Correct sources allow a better prediction of the ground vibration, the derivation of correct rules (for example, amplitude-speed “rules 12 ),” and, of most practical importance, the mitigation of the ground vibration.…”
Train-induced ground vibrations are all generated by the vehicle, by static or dynamic vehicle loads. The most important and most accepted excitation are the dynamic wheel loads from the passage over track irregularities. Dynamic wheel loads will be compared from parallel axle-box and ground vibration measurements at more than seven sites. Some low-frequency excitation of ground vibrations, typically between 10 and 30 Hz, cannot be found in the axle-box measurements. Therefore, other vehicle modes, such as rigid bogie modes, flexible carriage modes, rigid and flexible wheelset modes, have been analysed for additional excitation forces. These vehicle dynamics analyses give an explanation for higher axle-box results at high frequencies, but not for the excitation of the higher low-frequency ground-vibration component. Finally, the effect of the moving static train loads will be analysed. For a regular track and soil, the moving static train loads yield the quasi-static response which exists only in the low-frequency nearfield of the track. If the support stiffness is randomly varying along the track, the pulses on the track generate an additional low-frequency component which is called the irregular pulse responses. This component will be demonstrated by numerical analysis where all axle pulses are superposed in frequency domain.
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