Rail Vibration

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T X Wu - One of the best experts on this subject based on the ideXlab platform.

  • effects on short pitch Rail corrugation growth of a Rail Vibration absorber damper
    Wear, 2011
    Co-Authors: T X Wu
    Abstract:

    Abstract Rail corrugation growth is related to the wheel–track dynamics and uneven wear on the Rail head. The so-called pinned–pinned resonance of track Vibration is considered as the cause of short pitch Rail corrugation that is associated with Railway rolling noise generation. A promising measure for reducing Railway rolling noise is by the use of Rail Vibration absorber/damper. Reduction of 5–6 dB in the Rail radiated noise can be achieved using Rail Vibration absorber/damper. In addition a Rail Vibration absorber/damper is found to be able to suppress the pinned–pinned resonance, and thus, its use may lead to attenuate formation of short pitch Rail corrugation. In this work the effects of Rail Vibration absorber on short pitch Rail corrugation growth are studied by combining the wheel–track-absorber dynamics, rolling contact mechanics and wear. The evolution process of Rail corrugation is simulated and the results show that short pitch Rail corrugation, whose wavelength is associated with the pinned–pinned resonance, is effectively suppressed by a Rail Vibration absorber. The use of Rail Vibration absorber has both immediate and long term effect on the Railway rolling noise control, i.e. reducing the Rail radiation and attenuating growth of short pitch Rail corrugation, respectively.

  • The influences on Railway rolling noise of a Rail Vibration absorber and wave reflections due to multiple wheels
    Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, 2010
    Co-Authors: H.-p. Liu, T X Wu
    Abstract:

    A compound track-absorber model is employed to study the effect of\nmultiple wheels and Rail Vibration absorbers on a Rail, one of the main\nparts that generate rolling noise. Effects are wave reflections induced\nby multiple wheel-Rail interactions and the increase in the decay rate\nof Vibration along the Rail by using a Rail absorber. The Rail Vibration\nand noise radiation owing to a roughness excitation are studied by\ncomparing the results of calculations with and without Rail absorbers\nand multiple wheels in turn (i.e. four situations in all). These results\nare given in terms of Vibration energy and sound power levels, and a\ncomparison is made between tracks in four situations. Theoretical\npredictions show that multiple wheels and Rail absorbers have\nsignificant effects on the Rail receptance, the wheel-Rail interaction\nforce, and the Vibration decay rate along the track. In addition, the\ninfluence of multiple wheels on the energy and noise is limited, whereas\nthat of the Rail absorbers is notable. The Rail component of rolling\nnoise can be reduced by 7.3 dB(A) by using the Rail absorber. However,\nmultiple wheels have a slight effect on the Rail radiation.

  • on the Railway track dynamics with Rail Vibration absorber for noise reduction
    Journal of Sound and Vibration, 2008
    Co-Authors: T X Wu
    Abstract:

    A promising means to increase the decay rate of Vibration along the Rail is using a Rail absorber for noise reduction. Compound track models with the tuned Rail absorber are developed for investigation of the performance of the absorber on Vibration reduction. Through analysis of the track dynamics with the Rail absorber some guidelines are given on selection of the types and parameters for the Rail absorber. It is found that a large active mass used in the absorber is beneficial to increase the decay rate of Rail Vibration. The effectiveness of the piecewise continuous absorber is moderate compared with the discrete absorber installed in the middle of sleeper span or at a sleeper. The most effective installation position for the discrete absorber is in the middle of sleeper span. Over high or over low loss factor of the damping material used in the absorber may degrade the performance on Vibration reduction.

  • Vibration Analysis of Railway Track With Multiple Wheels on the Rail
    Journal of Sound and Vibration, 2001
    Co-Authors: T X Wu, D J Thompson
    Abstract:

    The major source of Railway rolling noise is the structural Vibration of the wheel and Rail which is generated by the combination of small-scale undulations (roughnesses) on the wheel and Rail contact surfaces. Usually, the Rail Vibration behaviour is studied using a model in which only a single wheel is present. This is not the case in practice, where multiple wheels roll on the Rail. It is shown first that the high-frequency excitation from each wheel can be treated independently by using the superposition principle, provided that the Rail Vibration is considered as a frequency band average. The appropriate application of the superposition principle is then to model the Rail Vibration as a sum of cases in which all wheels are retained in contact with the Rail but the roughness at all but one of them is set to zero. The presence of multiple wheels on the Rail leads to reflections of waves in the Rail. The paper explores such effects on the Rail Vibration caused by multiple wheels acting as supplementary dynamic systems. The receptance of a Rail with a single additional wheel on it is studied first to acquire a physical insight into the effects of wheels on the Rail Vibration. Then more complicated models are developed and used to investigate the effects of multiple wheels on a Rail. Practical consequences due to the multiple wheel–Rail interactions are also presented.

D J Thompson - One of the best experts on this subject based on the ideXlab platform.

  • influence of Rail fastener stiffness on Railway vehicle interior noise
    Applied Acoustics, 2019
    Co-Authors: Li Li, D J Thompson
    Abstract:

    Abstract More attention has been paid in recent years to the interior noise of Railway vehicles. It has been observed that the interior noise can increase in some locations where Vibration-isolation measures are used in the track structures. In order to assess the influence of Vibration isolation measures on the noise levels inside Railway vehicles, a field measurement campaign has been carried out. The vehicle interior noise has been measured when a train is running at different speeds over the same non-ballasted track section fitted with two types of Rail fastener of different stiffnesses. Additional measurements of axlebox Vibration, train floor Vibration, exterior noise and Rail Vibration are used to investigate the influence of the fasteners further. The experimental results are compared with simulations performed using the TWINS model, considering the wheel/Rail interaction, by focusing only on the relative differences between the two fastener systems. The axlebox Vibration and Rail Vibration are predicted for a unit roughness input and the differences in rolling noise are also obtained. The predicted differences in axlebox Vibration, Rail Vibration and rolling noise are in broad agreement with the measurement results. The results show that the fasteners with a lower stiffness cause a noisier interior environment. Around 125 Hz and in the frequency range 315–1000 Hz, the noise levels are higher for the more elastic fastener, with an average level difference of 3 dB in the latter frequency range. It appears from the shape of the level difference spectra that airborne noise has most influence between 100 and 400 Hz and structure-borne noise has more influence between 500 and 1000 Hz.

  • estimation of track parameters and wheel Rail combined roughness from Rail Vibration
    Proceedings of the Institution of Mechanical Engineers Part F: Journal of Rail and Rapid Transit, 2018
    Co-Authors: D J Thompson, Martin Toward
    Abstract:

    Rolling noise from running trains is significantly influenced by the wheel–Rail combined roughness and the dynamic properties of the track. To facilitate predictions of Vibration and noise, it is d...

  • Vibration Analysis of Railway Track With Multiple Wheels on the Rail
    Journal of Sound and Vibration, 2001
    Co-Authors: T X Wu, D J Thompson
    Abstract:

    The major source of Railway rolling noise is the structural Vibration of the wheel and Rail which is generated by the combination of small-scale undulations (roughnesses) on the wheel and Rail contact surfaces. Usually, the Rail Vibration behaviour is studied using a model in which only a single wheel is present. This is not the case in practice, where multiple wheels roll on the Rail. It is shown first that the high-frequency excitation from each wheel can be treated independently by using the superposition principle, provided that the Rail Vibration is considered as a frequency band average. The appropriate application of the superposition principle is then to model the Rail Vibration as a sum of cases in which all wheels are retained in contact with the Rail but the roughness at all but one of them is set to zero. The presence of multiple wheels on the Rail leads to reflections of waves in the Rail. The paper explores such effects on the Rail Vibration caused by multiple wheels acting as supplementary dynamic systems. The receptance of a Rail with a single additional wheel on it is studied first to acquire a physical insight into the effects of wheels on the Rail Vibration. Then more complicated models are developed and used to investigate the effects of multiple wheels on a Rail. Practical consequences due to the multiple wheel–Rail interactions are also presented.

  • The influence of the non-linear stiffness behaviour of Rail pads on the track component of rolling noise
    Proceedings of the Institution of Mechanical Engineers Part F: Journal of Rail and Rapid Transit, 1999
    Co-Authors: D J Thompson, C. J. C. Jones
    Abstract:

    AbstractThe stiffness of the Rail pad is a critical parameter in determining the noise from the track. Both theoretical and experimental studies show that a stiff pad, by coupling the Rail to the sleeper, leads to a high attenuation of Rail Vibration with distance along the track and an increase in the sleeper Vibration. In this way the Rail-radiated component of noise is reduced but the sleeper component is increased. Conversely a soft pad leads to a low sleeper noise component but greater Rail noise, as the Rail can vibrate over a greater length. In modern track, soft pads are used, as they lead to reduced track forces and less damage to track components such as sleepers. In this paper, measured Vibration characteristics of track are presented and compared with predictions. A recent study of the effect of the load dependence of the Rail pad and ballast stiffnesses on the dynamic behaviour of the track is extended to give a practical assessment of the effects on the noise radiation. It is shown that, for...

  • Wheel-Rail Noise Generation, Part III: Rail Vibration
    Journal of Sound and Vibration, 1993
    Co-Authors: D J Thompson
    Abstract:

    Train rolling noise is generated by Vibrations of both the Rail and the wheel. In this paper the nature of the Vibration of the Rail is explored theoretically, for the frequency range important for noise generation (100-5000 Hz). Initially, a finite element model of a short length of Rail is studied, from which it is established that significant cross-sectional deformation can be expected above about 1500 Hz, as has also been seen in measurements. A theoretical model of an infinite Rail is next presented, based on periodic structure theory. The periodic element has an arbitrary length of 10 mm. The various waves propagating in the Rail are predicted, and then are combined to give the receptances of the Rail. The supported Rail (on ballast, sleepers and Railpads) is also considered within the same basic model, by using an equivalent continuous support. The results of the model compare favourably with measurements taken from the literature.

James T. Nelson - One of the best experts on this subject based on the ideXlab platform.

  • Noise reduction performance of wheel and Rail Vibration absorbers
    Journal of the Acoustical Society of America, 2013
    Co-Authors: Thom Bergen, James T. Nelson
    Abstract:

    The rolling noise reduction effectiveness of wheel and Rail Vibration absorbers was evaluated at Trimet in Portland, Oregon. Tests included tangent ballast and concrete tie track and curved track slab track with bi-block concrete ties. Under-car noise data were recorded throughout the system with and without wheel Vibration absorbers. Results of the rolling noise tests are summarized for various combinations of treated and untreated Rails and wheels. The wheel and especially the Rail Vibration absorbers significantly reduced Rail Vibration at audio frequencies, but had little effect on wayside rolling noise. Wayside noise at tangent track was slightly higher with Rail Vibration absorbers than without. However, the “singing Rail” noise was eliminated entirely. The “singing Rail” vertical Vibration transmission spectrum had a pass-band characteristic as expected for periodic supports. The Vibration data indicate that above 250 Hz the wheel was the dominant source of noise relative to the Rail. A reduction of stick-slip noise was observed over most curves, though results were inconsistent.

  • Rail and wheel Vibration absorber performance testing.
    Journal of the Acoustical Society of America, 2010
    Co-Authors: James T. Nelson
    Abstract:

    Rail and wheel dynamic Vibration absorbers have been proposed as noise reduction measures for Rail transit systems in Europe and the United States. These absorbers are essentially tuned spring‐mass systems that add damping to the Rail or wheel, and can effectively control wheel squeal. Their noise reduction effectiveness for rolling noise and Rail corrugation noise is less clear. The extensive test results of under‐car and wayside noise reductions are presented and discussed for wheel Vibration absorbers at the San Francisco Bay Area Rapid Transit (BART) system for operations on resilient direct fixation fasteners. These results are compared with test results obtained under TCRP Project C3 at the Portland Tri‐Met light Rail system for both Rail and wheel Vibration absorbers. The reduction in pinned‐pinned mode Rail Vibration by application of Rail Vibration absorbers on ballast‐and‐tie track at Tri‐Met is discussed.

  • WHEEL SQUEAL NOISE CONTROL WITH WHEEL AND Rail Vibration ABSORBERS
    2001
    Co-Authors: James T. Nelson
    Abstract:

    The noise reduction effectiveness of wheel and Rail Vibration absorbers was measured at the New Jersey Transit and Portland Tri-Met in the United States. The tests included treatment of tangent and curved track Rail Vibration absorbers and treatment of resilient Bochum wheels with wheel Vibration absorbers. The tests indicated little reduction of wayside rolling noise exposure and maximum noise level, but singing Rail was eliminated, leading to a qualitative improvement in wayside noise. Wheel squeal was not eliminated at curved track, but there was a reduction of the probability and duration of wheel squeal with the wheel Vibration absorbers. The Rail Vibration absorbers significantly modified the Rail Vibration spectrum at both tangent and curved track. The pinned-pinned mode of Vibration was eliminated with the Rail Vibration absorbers. Wayside one-third octave noise reductions and Fourier spectra are presented. The tests were conducted under Project C-3A of the Transit Cooperative Research Program, and administered by the Transportation Research Board. (A) For the covering abstract see ITRD E113232.

  • NOISE REDUCTION EFFECTIVENESS OF WHEEL AND Rail Vibration ABSORBER
    2000
    Co-Authors: James T. Nelson, Thom Bergen
    Abstract:

    The rolling noise reduction effectiveness of wheel and Rail Vibration absorbers was evaluated at a section of tangent ballasted track with concrete sleepers in Portland, Oregon, USA, as part of Transit Cooperative Research Program Project C3A. Preliminary results of the rolling noise tests are reported here for various combinations of treated and untreated Rails and wheels. The wheel and especially the Rail Vibration absorbers significantly reduced Rail Vibration at audio frequencies, but had little effect on wayside rolling noise. While the Rail Vibration absorbers did not reduce the maximum pass-by noise significantly, the "singing Rail" noise was eliminated entirely. The "singing Rail" vertical Vibration transmission spectrum had a pass-band characteristic, as expected for periodic supports. The Vibration data indicate that the wheel was the most significant source of noise above 250 Hz. For the covering abstract see ITRD E107776.

David Thompson - One of the best experts on this subject based on the ideXlab platform.

  • Estimation of track parameters and wheel–Rail combined roughness from Rail Vibration
    Proceedings of the Institution of Mechanical Engineers Part F: Journal of Rail and Rapid Transit, 2017
    Co-Authors: David Thompson, Martin Toward
    Abstract:

    Rolling noise from running trains is significantly influenced by the wheel–Rail combined roughness and the dynamic properties of the track. To facilitate predictions of Vibration and noise, it is d...

  • On the spectrum of Rail Vibration generated by a passing train
    Procedia Engineering, 2017
    Co-Authors: V.g. Cleante, Michael J. Brennan, Gianluca Gatti, David Thompson
    Abstract:

    Abstract Recent work in Rail Vibration has investigated methods for estimating track support stiffness from trackside Vibration. This Vibration, induced by the passage of a train, is mainly due to the load applied by the wheels, and is known as quasi-static excitation. It is characterized by dominant peaks in the Vibration spectrum that are an integer multiple of the ratio between the speed and length of a train carriage. In this paper the behaviour of the vertical Rail deflection is investigated to determine the physical reasons why the Vibration at certain frequencies is greater than at others. A simple model is used to determine the contribution of the train geometry and the track parameters to the shape of the Rail deflection spectrum. The model is also validated with data from various trains and at various sites. It is found that the track properties influence the range of frequencies at which there is significant Vibrational energy, but the specific frequencies where there is large Vibration are mainly a function of the train geometry.

  • Dataset for paper "Estimation of track parameters and wheel–Rail combined roughness from Rail Vibration"
    2017
    Co-Authors: David Thompson, Martin Toward
    Abstract:

    Dataset for: Li, Q., Thompson, D., and Toward, M. (2017). Estimation of track parameters and wheel–Rail combined roughness from Rail Vibration. Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit.

  • CHAPTER 3 – Track Vibration
    Railway Noise and Vibration, 2009
    Co-Authors: David Thompson
    Abstract:

    Publisher Summary This chapter introduces a typical Railway track structure. An important component of the track that has a considerable influence on the rolling noise behavior is the Rail pad. This is made up of rubber or synthetic rubber, and is located between the Rail foot and the sleepers. The dynamic behavior of the track can be understood primarily from its frequency response functions (FRFs). It can be seen that the Rail frequency response functions are much flatter than those of the wheel. Damping introduced through the support system is, nevertheless, an important parameter for the track because it influences the decay of Vibration along the track, and hence determines the effective length which is vibrating. The longer the section of Rail that vibrates for each wheel, the more the noise is radiated. The Rail pad stiffness affects the damping of the Rail, and the degree of coupling between the sleepers and the Rail. For soft Rail pads the sleepers are well isolated from the Rail Vibration, but the Vibration can propagate relatively freely along the Rail. Conversely, for stiff pads the Rail Vibration is restricted by the coupling to the sleepers and damping of the pads, but the sleeper Vibration is greater. This affects the balance of noise produced by the Rail and the sleeper. The Rail Vibration amplitude decays approximately exponentially with distance along the track.

Martin Toward - One of the best experts on this subject based on the ideXlab platform.

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