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Research Papers

A Methodology Based on Structural Finite Element Method-Boundary Element Method and Acoustic Boundary Element Method Models in 2.5D for the Prediction of Reradiated Noise in Railway-Induced Ground-Borne Vibration Problems

[+] Author and Article Information
Dhananjay Ghangale

Acoustica and Mechanical Engineering
Laboratory (LEAM),
Universitat Politècnica de Catalunya (UPC),
c/Colom, 11,
Terrassa, Barcelona 08222, Spain
e-mail: dhananjay.ghangale@upc.edu

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

Robert Arcos

Acoustical and Mechanical Engineering
Laboratory (LEAM),
Serra Húnter fellow,
Universitat Politècnica de Catalunya,
c/Colom, 11,
Terrassa, Barcelona 08222, Spain
e-mail: robert.arcos@upc.edu

1Corresponding author.

Contributed by the Noise Control and Acoustics Division of ASME for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received October 18, 2018; final manuscript received December 31, 2018; published online February 13, 2019. Assoc. Editor: Ronald N. Miles.

J. Vib. Acoust 141(3), 031011 (Feb 13, 2019) (14 pages) Paper No: VIB-18-1451; doi: 10.1115/1.4042518 History: Received October 18, 2018; Revised December 31, 2018

This work is focused on the analysis of noise and vibration generated in underground railway tunnels due to train traffic. Specifically, an analysis of noise and vibration generated by train passage in an underground simple tunnel in a homogeneous full-space is presented. In this methodology, a two-and-a-half-dimensional coupled finite element and boundary element method (2.5D FEM-BEM) is used to model soil–structure interaction problems. The noise analysis inside the tunnel is performed using a 2.5D acoustic BEM considering a weak coupling. The method of fundamental solutions (MFS) is used to validate the acoustic BEM methodology. The influence of fastener stiffness on vibration and noise characteristic inside a simple tunnel is investigated.

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Figures

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Fig. 1

Schematic description of the methodology

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Fig. 7

Geometry of the simple tunnel studied in this paper. Considering the center of the tunnel inner circumference at y =0 and z =0, vibration response evaluators A, B, and C are located at y =0.5, z = –2.96 m, y = –1.79, z =2.14 m, and y =0.05, z =2.14 m, respectively; the rail response is obtained at evaluators R, placed on top of each of the rails; acoustic response evaluators a, b, and c are located at y = –1.7, z = –2.14 m, y = –0.34, z = –1.07 m, and y =1.02, z =1 m, respectively.

Grahic Jump Location
Fig. 6

Pressure response computed in the wavenumber–frequency domain at the evaluator located at the center of the tube. Subfigure (a) shows the comparison of MFS (dotted line), BEM (dashed-dotted line for the 88-element mesh and dashed line for the 220-element one), and analytical solution (solid gray line) for kx = 0; Subfigures (b) and (c) show a comparison of MFS and BEM for kx = 0.5 rad/m and kx = 1 rad/m, respectively.

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Fig. 5

Rectangular tube used for the verification of the 2.5D acoustic BEM considering an 88-element mesh. The collocation points are represented by hollow markers, the source points by solid markers, the evaluators by star markers, and the loaded collocation points by plus markers.

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Fig. 4

Pressure response obtained at a point located at a radial distance of 10 m for kx = 0 rad/m (a), kx = 0.5 rad/m (b), and kx = 1 rad/m (c). The cases considered are 2.5D acoustic BEM with 60 elements (dashed line), 2.5D acoustic BEM with 180 elements (dotted line), and analytical solution (solid gray line).

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Fig. 3

Frequency content of the Green's functions of the radial displacement at specific wavenumbers obtained by the 2.5D FEM-BEM (dashed black line) and the semi-analytical cavity solution (gray solid line). The results are obtained at evaluators placed at a radial location of 2 m and at angular locations of 0 rad (i), π/2 rad (ii), π degrees (iii), and 3π/2 rad (iv). (a) is referred to the response for kx = 0, (b) to the response for kx = π/2 rad/m, and (c) to the response for kx = π rad/m.

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Fig. 2

Cavity in a full-space. Definition of the Cartesian and cylindrical coordinate systems for both semi-analytical and 2.5D FEM-BEM models.

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Fig. 8

Time histories of the rail velocity for case 1 (a), case 2 (b), and case 3 (c)

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Fig. 10

Noise pressure in the wavenumber–frequency domain obtained from the 2.5D MFS approach (gray line) and the 2.5D acoustic BEM (dashed black line) at acoustic evaluator a (a), acoustic evaluator b (b), and acoustic evaluator c (c) at frequencies of 44 Hz (i), 70 Hz (ii), and 157 Hz (iii)

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Fig. 9

Vertical component of the velocity levels in dB (dB reference 10−8 m/s) in one-third octave bands for the rail (a), tunnel evaluator A (b), tunnel evaluator B (c), and tunnel evaluator C (d). Black lines represent case 1, gray lines represent case 2, and dashed-dotted line represents case 3.

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Fig. 11

Mean pressure levels in dB (dB reference 20 μPa) obtained by neglecting the rail contribution (a) and considering rail contribution (b), for the case 1 (black line), 2 (gray line), and 3 (dashed-dotted line) of rail fastening systems

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Fig. 12

Pressure levels considering the rail contribution (gray line) and without the rail contribution (black line) for the acoustic evaluators a (a), b (b), and c (c) and for the cases 1 (i), 2 (ii), and 3 (iii)

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