Sound Radiation From a Vibrating Railway Wheel

Thompson, D.J.; Jones, C.J.C.

doi:10.1006/jsvi.2001.4061

Cited by 61 publications

(42 citation statements)

References 12 publications

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“…Equation (9) shows that the radial vibration of the cross section boundary of the wheel is harmonic at the same frequency as the wheel-rail force, and its vibration displacement amplitude is periodic function of a. It can also be shown that the axial and circumferential vibration of the cross section boundary is also harmonic at the same frequency as the wheel-rail force and their vibration displacements are periodic function of a.…”

Section: Particle Vibration Velocity Of Air On the Surface In Touch Wmentioning

confidence: 76%

“…Thompson used a two-dimensional finite element model to analyse the free vibration characteristics of a train wheel in detail [8] and the two-dimensional boundary element method to analyse sound radiation. In another work [9], he studied the influences of wheel diameter, web, and hub thickness on sound radiation efficiency and directivity of the wheel and produced formulae for sound radiation efficiency via curve fitting. Now three-dimensional finite and/or boundary element methods are generally used to perform vibro-acoustics for a train wheel.…”

Section: Introductionmentioning

confidence: 99%

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Vibration and sound radiation of a rotating train wheel subject to a vertical harmonic wheel–rail force

et al. 2018

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The rapid development of high-speed railway networks requires advanced methods for analysing vibration and sound radiation characteristics of a fast rotating train wheel subject to a vertical harmonic wheel-rail force. In order to consider the rotation of the wheel and at the same time increase the computational efficiency, a procedure is adapted in this paper taking advantage of the axial symmetry of the wheel. In this procedure, a recently developed 2.5D finite element method, which can consider wheel rotation but only requires a 2D mesh over a cross section containing the wheel axis, is used to calculate the vibration response of the wheel. Then, the vibration response of the wheel is taken as acoustic boundary condition and the 2.5D acoustic boundary element method, which only requires a 1D mesh over the boundary of the above cross section, is utilised to calculate the sound radiation of the wheel. These 2.5D methods and relevant programs are validated by comparing results from this procedure with those from conventional 3D analyses using commercial software. The comparison also demonstrates that these 2.5D methods have a much higher computational efficiency. Using the 2.5D methods, we study the wheel rotation speed influences on the factors including the vertical receptance of the wheel at wheel-rail contact point, sound pressure level at a pre-defined standard measurement point, radiated sound power level, directivity of the radiation, and contribution of each part of the wheel. It can be concluded that the wheel rotation speed splits most peaks of the vertical receptance at the wheel-rail contact point, sound pressure levels at the field, and the sound power level of the wheel into two peaks. The directivity and power contribution of the wheel are also significantly changed by the wheel rotation speed. Therefore, the rotation of a train wheel should be taken into account when calculating its vibration and sound radiation.

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Section: Particle Vibration Velocity Of Air On the Surface In Touch Wmentioning

confidence: 76%

Section: Introductionmentioning

confidence: 99%

Vibration and sound radiation of a rotating train wheel subject to a vertical harmonic wheel–rail force

et al. 2018

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“…Semi-analytical finite element (SAFE) calculations have been developed as an efficient calculation technique for guided waves propagating in elongated structures such as plates and pipes [3][4][5][6][7][8][9]. Most of the SAFE calculations were formulated for guided waves in an elastic waveguide with homogeneous geometry and material constants in the longitudinal direction under the traction-free boundary conditions.…”

Section: Introductionmentioning

confidence: 99%

Guided wave propagation in metallic and resin plates loaded with water on single surface

Hayashi¹,

Inoue²

2016

AIP Conference Proceedings

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“…Another research method of structure vibration noise is to research on response under the harmonic load stimulation, through the response functions which can be achieved by numerical value analysis, for example, using the finite element method(FEM) and the boundary element method( BEM), the reducing vibiration and noise measures can be evaluated. D. J. Thompson and C. J. C. Jones [6] set up axisymmetric finite element model of wheel and set up boundary element model at the boundary of the finite element model, and calculated acoustic property of the wheel under the harmonic load stimulation, the boundary element is one-dimensional line element and the mesh of boundary element is the profile curve which along longitudinal section of wheel. C.J.C.JONES and D.J.…”

mentioning

confidence: 99%

Study on Acoustic Numerical Value Simulation and Reducing Noise Application of Damping Layer for Rail Wheel

Liang

Duan

Zhang

et al. 2010

2010 International Conference on Computational and Information Sciences

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The acoustic numerical value simulation is significant for reducing rail-wheel noise, the effect of damping layer on reducing vibratin and noise can be validated basing on the acoustic numerical simulation. The finite element model of wheel vibration is built, the wheel vibration response is calculated by use of FEM. Then ,the vibration velocities of wheel surface are extractd and are used as boundary conditions, then the boundary element model is built basing on the velocity boundary conditions , the noise radiation from a rail wheel is calculated by use of BEM. The effect on both reducing vibration and noise of damping layer is analysed and compared basing on the numerical results. The results show that the damping layer sticking on wheel surface can significantly reducing the vibration and noise, a 2-3dB reduction of acoustic pressure level(APL) and a 3-4 dB reduction of sound power level(SPL) are achieved at all non-peak frequency, and the reductions of 20dB above of SPL are achieved at the peak frequencies, the APL and SPL curves tend to smooth. This research shows that the finite element method and boundary element method can effectively calculate the wheel vibration and noise, the damping layer of wheel surface may effectively reduce vibration and noise.

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Sound Radiation From a Vibrating Railway Wheel

Cited by 61 publications

References 12 publications

Vibration and sound radiation of a rotating train wheel subject to a vertical harmonic wheel–rail force

Vibration and sound radiation of a rotating train wheel subject to a vertical harmonic wheel–rail force

Guided wave propagation in metallic and resin plates loaded with water on single surface

Study on Acoustic Numerical Value Simulation and Reducing Noise Application of Damping Layer for Rail Wheel

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