Numerical Analysis of Ground Vibration Induced by High-Speed Train on Viaduct

2011 ◽  
Vol 66-68 ◽  
pp. 937-943
Author(s):  
Zheng Hui Li ◽  
Yan Mei Cao ◽  
He Xia
Keyword(s):  
Numerical Analysis ◽  
Pile Foundation ◽  
High Speed ◽  
Numerical Models ◽  
Damping Ratio ◽  
Ground Vibration ◽  
Bridge Pier ◽  
High Speed Train ◽  
Foundation Soil ◽  
Train Speed

In order to study the ground vibrations induced by high-speed train passing on viaduct, two FEM sub-models, the train-bridge-pier model and the pile foundation-soil model, are established by means of the software of ANSYS. The effectiveness of the numerical models is tested and verified by comparing with other existed results. Moreover, the influences of different train speed and the damping ratio of soil on ground vibration are analyzed.

scholarly journals Source Contribution Analysis for Exterior Noise of a High-Speed Train: Experiments and Simulations

2018 ◽  
Vol 2018 ◽  
pp. 1-13 ◽  
Author(s):  
Jie Zhang ◽  
Xinbiao Xiao ◽  
Dewei Wang ◽  
Yan Yang ◽  
Jing Fan
Keyword(s):  
High Speed ◽  
Noise Source ◽  
High Speed Train ◽  
Noise Sources ◽  
Sound Sources ◽  
Lower Region ◽  
Source Contribution ◽  
Array Measurements ◽  
Noise Characteristics ◽  
Train Speed

This paper presents a detailed investigation into the contributions of different sound sources to the exterior noise of a high-speed train both experimentally and by simulations. The in situ exterior noise measurements of the high-speed train, including pass-by noise and noise source identification, are carried out on a viaduct. Pass-by noise characteristics, noise source localizations, noise source contributions of different regions, and noise source vertical distributions are considered in the data analysis, and it is shown how they are affected by the train speed. An exterior noise simulation model of the high-speed train is established based on the method of ray acoustics, and the inputs come from the array measurements. The predicted results are generally in good agreement with the measurements. The results show that for the high-speed train investigated in this paper, the sources with the highest levels are located at bogie and pantograph regions. The contributions of the noise sources in the carbody region on the pass-by noise increase with an increasing distance, while those in the bogie and train head decrease. The source contribution rates of the bogie and the lower region decrease with increasing train speed, while those of the coach centre increase. At a distance of 25 m, the effect of the different sound sources control on the pass-by noise is analysed, namely, the lower region, bogie, coach centre, roof region, and pantograph. This study can provide a basis for exterior noise control of high-speed trains.

A Study on Speed Elevation Possibility at the Connection between High Speed Lines and Conventional Lines with Korean High Speed Train

2006 ◽  
Vol 326-328 ◽  
pp. 635-638 ◽  
Author(s):  
Young Sam Ham ◽  
Jai Sung Hong
Keyword(s):  
Contact Force ◽  
High Speed ◽  
Integrated System ◽  
Communication Line ◽  
Mass Transportation ◽  
Test Results ◽  
High Speed Train ◽  
Safety Standards ◽  
Derailment Coefficient ◽  
Train Speed

Railways are a mass transportation system with high safety and punctuality. These strengths have been well proved by tests and evaluations. Railways are an integrated system with cars, power, signal, communication, line structures and operation. Among many safety standards of these systems, contact force between wheels and lines can be chosen since a derailment coefficient evaluated by contract force is the most important fact that decides the safety of railways. Especially regarding express trains, since they run twice faster than conventional ones, the evaluation of a derailment coefficient is more important than any other criteria. Currently, Korean express trains between Seoul and Pusan use the same stations as conventional trains in Daejeon and Dong-Daegu; therefore, express trains run on conventional lines from express lines. This paper describes test results acquired by increasing the train speed where express lines and conventional lines are connected. Test results tell that it is safe with under 0.8 derailment coefficient and running time is reduced by 10~30 seconds in each section.

scholarly journals A Numerical Study of the Screening Effectiveness of Open Trenches for High-Speed Train-Induced Vibration

2014 ◽  
Vol 2014 ◽  
pp. 1-11 ◽  
Author(s):  
Chih-hung Chiang ◽  
Pei-hsun Tsai
Keyword(s):  
Poisson’S Ratio ◽  
High Speed ◽  
Numerical Study ◽  
Cutoff Frequency ◽  
Poisson's Ratio ◽  
High Speed Train ◽  
High Speed Rail ◽  
Train Speed ◽  
Open Trench ◽  
Screening Effectiveness

This study used the 2D boundary element method in time domain to examine the screening effectiveness of open trenches on reducing vibration generated by a high-speed train. The parameters included configurations of the trench, train speed, the distance between the source and the trench, and the Poisson’s ratio of the soil. A reducing displacement level (in dB scale) was defined and used to evaluate the screening effectiveness of a wave barrier. The maximal reducing displacement level reached 25 dB when an open trench was used as a wave barrier. The depth of an open trench is a main influential parameter of screening effectiveness. The cutoff frequency of the displacement spectrum increases with decreasing trench depth. The maximal screening effectiveness occurs when the depth is 0.3-0.4 Rayleigh wavelength. Using an open trench as a wave barrier can reduce 10–25 dB of vibration amplitude at frequencies between 30 and 70 Hz. A considerable increase in screening effectiveness of the open trench was observed from 30 to 70 Hz, which matches the main frequencies of vibration induced by Taiwan High Speed Rail. The influence of trench width on screening effectiveness is nonsignificant except for frequencies from 30 to 40 Hz. Poisson’s ratio has various effects on the reduction of vibration at frequencies higher than 30 Hz.

Out-of-Plane Responses of Overspeeding High-Speed Train on Curved Track

2018 ◽  
Vol 18 (11) ◽  
pp. 1850132 ◽  
Author(s):  
Jian Dai ◽  
Kok Keng Ang ◽  
Van Hai Luong ◽  
Minh Thi Tran ◽  
Dongqi Jiang
Keyword(s):  
High Speed ◽  
Numerical Study ◽  
Contact Forces ◽  
Railway Track ◽  
High Speed Train ◽  
Track Segment ◽  
Out Of Plane ◽  
Train Speed ◽  
Curved Track ◽  
Design Speed

This paper presents a numerical study on the out-of-plane responses of a high-speed train running on a curved railway track segment using the moving element method. The accuracy and efficiency of the proposed computation model presented herein are compared with available analytical results from the literature and a finite element solver based on a simplified moving load model. Thereafter, a half-railcar moving sprung-mass model and a double-rail track-foundation model are presented to investigate the behavior of a high-speed train traversing a curved track, particularly when the train speed is greater than the design speed of the curved track segment. The results show that the train speed and severity of track irregularity significantly affect the contact forces on the rails. This paper also presents a case of a railcar overturning when the train speed is greater than 2.5 times the design speed of a curved track segment.

scholarly journals Influences of High-Speed Train Speed on Tunnel Aerodynamic Pressures

2021 ◽  
Vol 12 (1) ◽  
pp. 303
Author(s):  
Jianming Du ◽  
Qian Fang ◽  
Jun Wang ◽  
Gan Wang
Keyword(s):  
High Speed ◽  
Peak Pressure ◽  
Stage I ◽  
Stage Ii ◽  
Stage Iii ◽  
High Speed Train ◽  
Railway Tunnel ◽  
Maximum Peak ◽  
Train Speed ◽  
Three Stages

To comprehensively investigate the characteristics of aerodynamic pressures on a tunnel caused by the whole tunnel passage of a high-speed train at different speeds, we conduct a series of three-dimensional numerical simulations. Based on the field test results obtained by other researchers, the input parameters of our numerical simulation are determined. The process of a high-speed train travelling through a railway tunnel is divided into three stages according to the spatial relationship between the train and tunnel. Stage I: before train nose enters the entrance; Stage II: while the train body runs inside the tunnel; Stage III: after the train tail leaves the exit. The influences of high-speed train speed on the tunnel aerodynamic pressures of these three stages are systematically investigated. The results show that the maximum peak pressure value decreases with increasing distance from the entrance and increases with increasing train speed in Stage I. There is an approximately linear relationship between the three types of maximum peak pressure (positive peak, negative peak, and peak-to-peak pressures) and the power of the train speed in Stage II. These three types of maximum peak pressure values of the points near tunnel portals increase with increasing train speed in Stage III. Moreover, these three types of maximum peak pressure in the tunnel’s middle section at different train speeds are more complex than those near the tunnel portals, and there is one or more turning points due to the superimposed effects of different pressure waves.

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