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Research Papers

Prediction of Vibrations and Reradiated Noise Due to Railway Traffic: A Comprehensive Hybrid Model Based on a Finite Element Method and Method of Fundamental Solutions Approach

[+] Author and Article Information
Aires Colaço

CONSTRUCT,
Faculty of Engineering (FEUP),
University of Porto,
Rua Dr. Roberto Frias,
Porto 4200-465, Portugal
e-mail: aires@fe.up.pt

Pedro Alves Costa

CONSTRUCT,
Faculty of Engineering (FEUP),
University of Porto,
Rua Dr. Roberto Frias,
Porto 4200-465, Portugal
e-mail: pacosta@fe.up.pt

Paulo Amado-Mendes

ISISE,
Department of Civil Engineering,
University of Coimbra,
Pólo II, Rua Luís Reis Santos,
Coimbra 3030-788, Portugal
e-mail: pamendes@dec.uc.pt

Luís Godinho

ISISE,
Department of Civil Engineering,
University of Coimbra,
Pólo II, Rua Luís Reis Santos,
Coimbra 3030-788, Portugal
e-mail: lgodinho@dec.uc.pt

Contributed by the Noise Control and Acoustics Division of ASME for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received March 10, 2017; final manuscript received May 16, 2017; published online August 1, 2017. Assoc. Editor: Nicole Kessissoglou.

J. Vib. Acoust 139(6), 061009 (Aug 01, 2017) (10 pages) Paper No: VIB-17-1099; doi: 10.1115/1.4036929 History: Received March 10, 2017; Revised May 16, 2017

The growing of railway infrastructures in urban environments demands accurate methods to predict and mitigate potential annoyance of the inhabitants of the surrounding buildings. The present paper aims to contribute to the goal by proposing a numerical model to predict vibrations and reradiated noise due to railway traffic. The model is based on a substructuring approach, where the whole propagation media are considered, from the vibration source (the vehicle–track interaction) to the receiver (the building and its interior acoustic environment). The system track–ground–building is simulated by a 2.5D finite element method–perfectly matched layers (FEM–PML) model, formulated in the frequency-wavenumber domain. The reradiated noise assessment is based on a 2.5D FEM–method of fundamental solutions (MFS) model, where the FEM is used to obtain the structural dynamic response. The structural displacements computed are used as the vibration input for the MFS model in order to assess the acoustic response inside the building's compartments. An application example is presented to assess vibrations and reradiated noise levels inside the building due to railway traffic. This is then followed by a discussion about the potential benefits of the introduction of floating-slab-track systems.

Copyright © 2017 by ASME
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References

Figures

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Fig. 1

Emission, propagation path, and reception of vibrations and reradiated noise inside the nearby buildings

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Fig. 2

Representative scheme of the numerical modeling approach

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Fig. 3

Schematic representation of an MFS model for the acoustic domain Ω

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Fig. 4

Geometrical and geomechanical properties of a practical example for verification purposes (dimensions in meters)

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Fig. 5

Discretization example: (a) coupled FEM model and (b) uncoupled FEM–MFS model

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Fig. 6

Acoustic pressure levels (SPL in dB: pref = 20 μPa): (a) f = 50 Hz and (b) f = 150 Hz (on the left side: FEM-coupled approach, in the middle: MFS-uncoupled approach, and on the right side: SPLs difference between coupled and uncoupled approaches)

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Fig. 7

Acoustic transfer function for a point in the middle of the acoustic space 1, as defined in Fig. 4

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Fig. 8

Vertical displacement FRF curves for point 1, as defined in Fig. 4 (dotted line: uncoupled approach, solid line: coupled approach—without acoustic damping, dashed line: coupled approach—with acoustic damping)

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Fig. 9

Example of a railway track with longitudinal development in a trench (Linha do Norte, in Espinho town)

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Fig. 10

Geometrical properties of the case study (dimensions in meters)

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Fig. 11

A 2.5D FEM–PML mesh adopted to model the entire domain

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Fig. 12

Transmission of the dynamic force of the track to the concrete slab: (a) simplified model and (b) attenuation curves

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Fig. 13

Floating-slab-track system scheme

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Fig. 14

Vertical velocity in points G1 and G2 (x = 0 m for both) for the nonisolated scenario: (a) time record and (b) one-third octave spectra (dB—ref. 10−8 m/s)

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Fig. 15

Vertical velocity at point S1: (a) time history and (b) one-third octave bands representation (dB—ref. 10−8 m/s)

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Fig. 16

Time history of the acoustic pressure inside the building for the nonisolated track-slab system (dB—ref. 20 μPa): (a) point A1, (b) point A2, and (c) point A3

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Fig. 17

Comparison of the frequency content for all the points in the acoustic space (dB—ref. 20 μPa)

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Fig. 18

Acoustic pressure for point A2 in the interior space, for different resilient mats: (a) time history and (b) one-third octave bands (dB—ref. 20 μPa)

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Fig. 19

Insertion loss curves for acoustic pressure at distinct points in the acoustic space: (a) point A1, (b) point A2, and (c) point A3 (light gray line: stiffer mat, dark gray line: intermediate mat, and black line: softer mat)

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