Numerical and experimental investigation into the mid- and high-frequency vibration behavior of a concrete box girder bridge induced by high-speed trains
Abstract:Concrete box girder bridges exhibit mid- and high-frequency (> 20 Hz) dynamic responses due to train excitations, which result in problems of noise radiation and track deterioration. This study presents a numerical model for box girder vibration prediction. Significant attention is focused on the mid- and high-frequency responses via introduction of a detailed track/bridge subsystem model. A hammer impact test was used to determine the model parameters. The model was then validated using a homologation test… Show more
“…A solution strategy is formulated in the frequency domain to reduce computational expense. Based on relevant studies, 2,26 in the medium- and high-frequency range, the vibration displacements of the bridge are much smaller than the track deflection. The bridge can therefore be treated as a rigid body so that the calculations can be performed separately for the track and the bridge without loss of accuracy.…”
Section: Established Prediction Modelmentioning
confidence: 99%
“…This strategy helped determine the mean square responses in both time and frequency domains and has been utilized by other researches. 2,16,26…”
Section: Established Prediction Modelmentioning
confidence: 99%
“…An increasing number of rail transit lines are being constructed close to densely inhabited districts around the world, resulting in significant noise problems. 1–4 This work considered a long-span steel-truss cable-stayed bridge that is close to residential buildings, and the distance between them is less than 5 m. One of the primary noise sources, known as steel bridge-borne noise, occurs when vibrations due to moving train loads are transferred onto a bridge structure, which subsequently radiates sound. 5,6 An elastomer mat, which has an effective vibration reduction characteristic, is commonly used in track structures, 7–10 but not as often for long-span steel-truss cable-stayed bridges.…”
The noise radiating from a steel bridge can be much greater than the pass-by noise levels of trains at-grade. This is attributed to a special phenomenon known as the steel bridge-borne noise, which occurs when shocks and vibrations due to moving train loads are transferred onto the bridge. To investigate the effectiveness of elastomer mats for reducing vibration and noise in rail transit steel bridges, a frequency domain prediction model is established and calibrated through a field experiment. In this model, the train and track interactions were investigated analytically, and the receptance technique was introduced to determine the force transmitted from a multi-layer track structure to the bridge deck. The local vibrations of the bridge components were solved numerically using a hybrid shell/beam finite element model based on a harmonic response analysis. The bridge vibrations were regarded as the source of noise radiation by considering each bridge component as a rectangular flat plate noise source. There was good agreement between the calculated and measured results in terms of both the magnitude and frequency dependence. The mechanisms of vibration transmission and noise radiation were investigated using numerical simulations. In addition, the vibration and noise reduction effects are discussed by numerically comparing a track system with and without an elastomer mat.
“…A solution strategy is formulated in the frequency domain to reduce computational expense. Based on relevant studies, 2,26 in the medium- and high-frequency range, the vibration displacements of the bridge are much smaller than the track deflection. The bridge can therefore be treated as a rigid body so that the calculations can be performed separately for the track and the bridge without loss of accuracy.…”
Section: Established Prediction Modelmentioning
confidence: 99%
“…This strategy helped determine the mean square responses in both time and frequency domains and has been utilized by other researches. 2,16,26…”
Section: Established Prediction Modelmentioning
confidence: 99%
“…An increasing number of rail transit lines are being constructed close to densely inhabited districts around the world, resulting in significant noise problems. 1–4 This work considered a long-span steel-truss cable-stayed bridge that is close to residential buildings, and the distance between them is less than 5 m. One of the primary noise sources, known as steel bridge-borne noise, occurs when vibrations due to moving train loads are transferred onto a bridge structure, which subsequently radiates sound. 5,6 An elastomer mat, which has an effective vibration reduction characteristic, is commonly used in track structures, 7–10 but not as often for long-span steel-truss cable-stayed bridges.…”
The noise radiating from a steel bridge can be much greater than the pass-by noise levels of trains at-grade. This is attributed to a special phenomenon known as the steel bridge-borne noise, which occurs when shocks and vibrations due to moving train loads are transferred onto the bridge. To investigate the effectiveness of elastomer mats for reducing vibration and noise in rail transit steel bridges, a frequency domain prediction model is established and calibrated through a field experiment. In this model, the train and track interactions were investigated analytically, and the receptance technique was introduced to determine the force transmitted from a multi-layer track structure to the bridge deck. The local vibrations of the bridge components were solved numerically using a hybrid shell/beam finite element model based on a harmonic response analysis. The bridge vibrations were regarded as the source of noise radiation by considering each bridge component as a rectangular flat plate noise source. There was good agreement between the calculated and measured results in terms of both the magnitude and frequency dependence. The mechanisms of vibration transmission and noise radiation were investigated using numerical simulations. In addition, the vibration and noise reduction effects are discussed by numerically comparing a track system with and without an elastomer mat.
“…The receptance sum attains a minimum around 60 Hz, at which point the unsprung wheel mass oscillates on the track stiffness. 23 The receptance sum reaches its maximum around 200 Hz, which is the same frequency as at the peak rail receptance (Figure 5(a)).…”
Section: Model Validationmentioning
confidence: 70%
“…The motion of the wheel/rail force is neglected because the train speed is much lower than the propagation speed of bending waves in the rail. 23 Figure 1.Train subsystem: (a) schematic plot and (b) main parameters in the simulations.…”
Integrated building–bridge structures are increasingly common in high-speed railway stations, where the elevated track floor is directly subjected to train–track dynamic forces that result in excessive vibrations. The common methods of predicting the train-induced vibrations in large-scale IBBS are implemented in the time domain and can have prohibitively long computation times. This paper presents a frequency domain model for the vibration analysis of large-scale IBBS, with the aim of reducing the computation time while retaining sufficient accuracy. The model consists of three coupled subsystems: train, track, and IBBS. The train and track subsystems are investigated analytically, and the IBBS subsystem is solved numerically using a finite element method. The receptance technique is introduced to obtain the wheel/rail force. The force transmitted to the floor slab is treated as the vibration source of the IBBS subsystem. The simulated vibration levels in the IBBS subsystem are compared with those obtained from in situ measurements, and a good agreement is observed in terms of both magnitude and frequency dependence. The vibration responses of the IBBS subsystem at different locations of the track floor and the waiting floor are compared, and the influence of the track position is investigated. Finally, a parametric analysis is conducted with the aim of formulating anti-vibration measures, in which the carbody acceleration, rail displacement, and ballast acceleration are considered as key indicators. The force transmission, vibration transmission and IBBS vibrations are also investigated. The results indicate that using a ballast mat and enlarging the column cross-section are the two most promising measures for reducing the vibration levels.
Owning to good mechanical properties, steel–concrete composite (SCC) and prestressed concrete (PC) box girders are the types of elevated structures used most in urban rail transit. However, their vibro-acoustic differences are yet to be explored in depth, while structure-radiated noise is becoming a main concern in noise-sensitive environments. In this work, numerical simulation is used to investigate the vibration and noise characteristics of both types of box girders induced by running trains, and the numerical procedure is verified with data measured from a PC box girder. The mechanism of vibration transmission and vibro-acoustic comparisons between SCC and PC box girders are investigated in detail, revealing that more vibration and noise arise from SCC box girders. The vibration differences between them are around 7.7 dB(A) at the bottom plate, 19.3 dB(A) at the web, and 6.7 dB(A) at the flange, while for structure-radiated noise, the difference is around 5.9 dB(A). Then, potential vibro-acoustic control strategies for SCC box girders are discussed. As the vibro-acoustic responses of two types of girders are dominated by the force transmitted to the bridge deck, track isolation is better than structural enhancement. It is shown that using a floating track slab can make the vibration and noise of an SCC box girder lower than those of a PC box girder. However, structural enhancement for the SCC box girder is extremely limited in effects. The six proposed structural enhancement measures reduce vibration by only 1.1–3.6 dB(A) and noise by up to 1.5 dB(A).
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