Structure-borne noise of fully enclosed sound barriers composed of engineered cementitious composites on high-speed railway bridges

Zheng, Jing; Li, Xiaozhen; Zhang, Xiaobang; Bi, Ran; Qiu, Xiaowei

doi:10.1016/j.apacoust.2022.108705

Cited by 12 publications

(7 citation statements)

References 21 publications

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“…3. The aperture of the perforated plate is not more than 2.5 mm, and the perforation rate is 30% (Zheng et al 2022). This study focuses on the aerodynamic noise sources inside the FESB and the air-borne noise transmitted to the external space through the FESB.…”

Section: Geometric Modelmentioning

confidence: 98%

“…The results showed that the sound IL of the FESB is better than an upright sound barrier, especially for the high-frequency components. Zheng et al (2022) also used the fast multipole boundary element method to simulate the structure-borne noise of the bridge-FESB system under the wheel-rail excitation. The results indicated that the distribution characteristics of the structure-borne noise vary significantly after the bridge is installed with the FESB.…”

Section: Introductionmentioning

confidence: 99%

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Aerodynamic Noise Simulation of a High-Speed Maglev Train Operating inside a Fully Enclosed Sound Barrier

2023

JAFM

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The aerodynamic noise from the new high-speed Maglev train (NHMT) is significant. One way to reduce it is to use a fully enclosed sound barrier (FESB). This paper studies the aerodynamic noise characteristics of the NHMT operating inside a FESB at 600 km/h, taking into account the compressibility of air and the quadrupole sound sources. The transient flow field around the NHMT is simulated by adopting an improved delayed detached-eddy simulation. According to Lighthill acoustic analogy theory, the aerodynamic noise inside and outside the FESB can be simulated using the acoustic finite element method. The sound insertion loss (IL) of the FESB is analyzed by comparing the noise outside the FESB with the noise generated by the NHMT operating on open tracks. The results indicate that the noise is distributed in the streamlined shoulder area of the head and tail car and the wake. The far-field noise belongs to broadband noise, and the noise outside the FESB is similar to an incoherent line source. The IL of the FESB is 25.2 dB(A) at 25 m from the track centerline and 3.5 m above the track surface. Therefore, the noise reduction effect of a FESB is much better than a traditional upright sound barrier.

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Section: Geometric Modelmentioning

confidence: 98%

Section: Introductionmentioning

confidence: 99%

Aerodynamic Noise Simulation of a High-Speed Maglev Train Operating inside a Fully Enclosed Sound Barrier

2023

JAFM

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“…Specifically, indoor structures, such as station buildings, are intensified at 40-63 Hz. Hence, it is necessary to decrease the indoor secondary noise by reducing the wheel and rail vibration frequency from 50 to 63 Hz [32].…”

Section: Vibration Response On the Metro And Over-track Buildingmentioning

confidence: 99%

Newly Constructed Subway on Over-Track Bridge Safety and Vibration Reduction Measure

Xu,

Li,

Hou

et al. 2024

Advances in Civil Engineering

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Primarily generated at the interface between the wheel and the rail, railroad vibrations then propagate through the supporting soil. If these vibrations reach nearby bridges and buildings, they amplify the vibration nuisance and cause ground noise, which has detrimental effects on nearby residents, sensitive equipment, and historic structures. By analyzing measured data from metro vibration field vibration experiments, this article attempts to contribute to the body of knowledge on environmental vibration propagation patterns by offering insightful conclusions. Before analyzing the deformation response of the metro jet system (MJS) vibration isolation piles to the structure and the ground, we investigated the effect of MJS vibration isolation piles in the ground of the existing subway tunnel structure on the control of vibration of the proximate structure and conducted dynamic tests on the vibration of bridges without vibration isolation measures caused by operating subway trains. The tests determined that the acceleration of the bridge’s lateral vibration exceeded the code limit; one of the contributing factors was that the bridge’s structure had already sustained damage. The utilization of MJS isolation piles was also discovered to safeguard the extant bridge pile foundations. The paper presents an innovation in the form of economically viable vibration mitigation strategies that were implemented subsequent to the identification that the lateral vibration acceleration of the preexisting bridge surpassed the prescribed code standards. Considerable insight is gained regarding the design and implementation of vibration control systems for structures situated near caverns, encompassing deep foundation works.

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“…It is worth mentioning the use of vibration isolation on railway tracks, which allows for the reduction in the propagation of vibrations generated during the passage of a train [ 56 , 57 , 58 ]. This has a positive impact not only on buildings located in the vibration influence zone [ 59 , 60 , 61 , 62 , 63 ], but also on residents who are exposed to a smaller dose of annoying vibrations [ 64 , 65 , 66 , 67 ].…”

Section: Introductionmentioning

confidence: 99%

Alternative Method for Determination of Vibroacoustic Material Parameters for Building Applications

Nering,

Nering

2024

Materials

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The development of urbanization and the resulting expansion of residential and transport infrastructures pose new challenges related to ensuring comfort for city dwellers. The emission of transport vibrations and household noise reduces the quality of life in the city. To counteract this unfavorable phenomenon, vibration isolation is widely used to reduce the propagation of vibrations and noise. A proper selection of vibration isolation is necessary to ensure comfort. This selection can be made based on a deep understanding of the material parameters of the vibration isolation used. This mainly includes dynamic stiffness and damping. This article presents a comparison of the method for testing dynamic stiffness and damping using a single degree of freedom (SDOF) system and the method using image processing, which involves tracking the movement of a free-falling steel ball onto a sample of the tested material. Rubber granules, rubber granules with rubber fibers, and rebound polyurethanes were selected for testing. Strong correlations were found between the relative indentation and dynamic stiffness (at 10–60 MN/m3) and the relative rebound and damping (for 6–12%). Additionally, a very strong relationship was determined between the density and fraction of the critical damping factor/dynamic stiffness. The relative indentation and relative rebound measurement methods can be used as an alternative method to measure the dynamic stiffness and critical damping factor, respectively.

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Structure-borne noise of fully enclosed sound barriers composed of engineered cementitious composites on high-speed railway bridges

Cited by 12 publications

References 21 publications

Aerodynamic Noise Simulation of a High-Speed Maglev Train Operating inside a Fully Enclosed Sound Barrier

Aerodynamic Noise Simulation of a High-Speed Maglev Train Operating inside a Fully Enclosed Sound Barrier

Newly Constructed Subway on Over-Track Bridge Safety and Vibration Reduction Measure

Alternative Method for Determination of Vibroacoustic Material Parameters for Building Applications

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