Reducing the Noise Emission by Increasing the Damping of the Rail: Results of a Field Test

Asmussen, B.; Stiebel, Dorothée; Kitson, P.; Farrington, David P.; Benton, David

doi:10.1007/978-3-540-74893-9_32

Cited by 20 publications

(15 citation statements)

References 2 publications

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“…(16) is no longer applicable [29]. Nevertheless, with the condition of low damping ( The real part of the wavenumber can be estimated from the order of the mode, n, and the rail length, L. For vertical and lateral bending modes in a free-free beam it can be assumed that [30]: (17) where λn is the wavelength of the n-th mode, while for torsional modes: (18) From this the dispersion curves can be obtained at the natural frequencies and the group velocity can be estimated from eq. (16).…”

Section: Modal Methodsmentioning

confidence: 99%

“…However, as the vertical and lateral directions are coupled, and the lateral decay rates are often lower than the vertical ones, the lateral vibration can also contribute to the noise and this has to be accounted for in a numerical model for noise radiation. Overall reductions in noise level ranging from 2 to 6 dB(A) have been obtained in comparative measurements of various types of damper installed on a track [15][16][17]. Reductions are greatest for a track with softer rail pads where the rail component of rolling noise is more dominant due to the low initial decay rates [17], whereas noise reduction on tracks equipped with stiff pads can be as low as 1 dB(A).…”

Section: Introductionmentioning

confidence: 99%

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Experimental procedures for testing the performance of rail dampers

Squicciarini

Toward

Thompson

2015

Journal of Sound and Vibration

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Section: Modal Methodsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Experimental procedures for testing the performance of rail dampers

Squicciarini

Toward

Thompson

2015

Journal of Sound and Vibration

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“…It is a "mass-spring" system with a high damping loss factor which is therefore effective over a wide frequency range 19,20 . The rail damping device is mainly used to reduce wheel/rail rolling noise 19,[21][22][23] . In addition, such rail damping Table 1 shows the dates of measurements, installation of rail dampers and rail grinding.…”

Section: Tuned Rail Dampermentioning

confidence: 99%

Experimental study of the treatment measures for rail corrugation on tracks with Egg fasteners in the Beijing metro

Liu

Zhang

Liu

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part F:

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Rail corrugation occurring on track fitted with Egg fasteners has become a serious problem on newly operated lines of the Beijing metro in recent years. Investigations and field measurements show that the dominant wavelengths of corrugation are 63-100 mm, inducing dominant frequencies of vibration on the rail in the frequency range 160-310 Hz for train speeds 60-70 km/h. Due to the influence of the track dynamic behaviour on the formation of rail corrugation, various options for changing the dynamic behaviour of the track structure can be considered as possible solutions to treat the corrugation. Four treatment measures have been considered: rail grinding, adding a rubber pad within the fastener, replacing the fastener with a compression-type fastener, and installing rail dampers on the rail. Field experiments have been carried out to evaluate the effectiveness of these rail corrugation treatments on two lines of the Beijing metro. Frequency response functions (FRFs), track decay rates, and pass-by acceleration on the rail were measured, and the development of rail roughness was monitored. Experimental results show that the four measures are all effective to control or at least slow the growth of rail corrugation on tracks with Egg fastener. Rail grinding is mostly used to limit the effects of corrugation; here, it was noted that low-amplitude corrugation on some straight lines did not reappear after rail grinding. After adding a rubber pad within the fastener, existing corrugation reduced in amplitude, while corrugation did not reappear on newly ground rail. Replacing the fastener with a compression-type fastener and installing rail dampers on the rail were both found to slow the growth of corrugation.

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“…Simulation analysis and the site observation etc. which are used to verify this by scholars [2,3]. Cervello, who with some scholars as early as 2001, has applied such technology to the wheel and developed a low-noise Syope wheels [4].…”

Section: Introductionmentioning

confidence: 97%

Research on Noise and Vibration Reduction of Damped Wheel-Rail

Liu

2010

Noise & Vibration Worldwide

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The vibration and noise are the main hazards of rail transit. In order to achieve the purpose of reducing vibration and noise, we employ the constrained damping method on the wheel and rail; use finite element software to set a finite element model of standard wheel rail and damped wheel rail; then give them harmonic response analysis. The results showed that: the main resonance frequency of the standard wheels is at 2000 ∼ 4000 Hz; the main resonance frequency of the standard rail of is at 800 ∼ 4500 Hz; the reducing vibration effects of the damped wheel-rail are mainly at the centralized area of the resonant frequency response. Compared with the standard wheel and rail, the vibration response peak value of damped wheel-rail has significantly weakened. Under the wheel-rail loading, maximum axial and radial vibration response value of damped wheel-rail is around 30-35% of the standard wheel-rail, with vibration reduction rate up to 65-70%.

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Reducing the Noise Emission by Increasing the Damping of the Rail: Results of a Field Test

Cited by 20 publications

References 2 publications

Experimental procedures for testing the performance of rail dampers

Experimental procedures for testing the performance of rail dampers

Experimental study of the treatment measures for rail corrugation on tracks with Egg fasteners in the Beijing metro

Research on Noise and Vibration Reduction of Damped Wheel-Rail

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