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Train-induced ground vibrations - the emission and transmission from tunnel and surface lines
(2023)
Train-induced ground vibrations are quite different for tunnel and surface lines. The excitation of the track and ground vibration by the vehicle-track-soil interaction maybe influenced by the stiffer track support of the tunnel invert. The excited waves are propagating on a different path compared to the surface line. The wave propagation in the interior of the soil is calculated by a wavenumber integral in a similar way as the propagation along the surface and a general reduction of < 0.5 has been found. An additional reduction has been found because of the missing Rayleigh wave. The different excitation of tunnel lines is analysed theoretically by the combined finite-element boundary-element method and some results about the influencing tunnel and soil parameters will be shown. Measurements have been made at the Mühlberg-Tunnel in Germany. The vibrations of the train, the track and the soil have been measured simultaneously at the tunnel and a nearby surface line. Spectra will be shown for different train speeds between 60 and 160 km/h. A clear reduction effect for the tunnel line compared to the surface line has been observed in a specific (train-speed-dependent) frequency range. This agrees well with the observations of other research institutes. The mid-frequency tunnel-surface reduction seems to be a consequence of the stiffer track structure which leads to a wider distribution of the axle loads. Therefore, the axle impulses due to the train passage are longer and have a lower frequency content. This will have an effect on the ground vibrations at some distance which are present in case of an irregular transmission path through a ballast and soil with varying stiffness. A similar reduction effect can also be found for other track forms where the axle impulses are distributed on a longer track segment, for example slab tracks, tracks with under ballast plates, under ballast mats or under sleeper pads.
Train-induced ground vibrations – The emission and transmission from tunnel and surface lines
(2023)
Train-induced ground vibrations are quite different for tunnel and surface lines. The excitation of the track and ground vibration by the vehicle-track-soil interaction maybe influenced by the stiffer track support of the tunnel invert. The excited waves are propagating on a different path compared to the surface line. The wave propagation in the interior of the soil is calculated by a wavenumber integral in a similar way as the propagation along the surface and a general reduction of < 0.5 has been found. An additional reduction has been found because of the missing Rayleigh wave. The different excitation of tunnel lines is analysed theoretically by the combined finite-element boundary-element method and some results about the influencing tunnel and soil parameters will be shown. Measurements have been made at the Mühlberg-Tunnel in Germany. The vibrations of the train, the track and the soil have been measured simultaneously at the tunnel and a nearby surface line. Spectra will be shown for different train speeds between 60 and 160 km/h. A clear reduction effect for the tunnel line compared to the surface line has been observed in a specific (train-speed-dependent) frequency range. This agrees well with the observations of other research institutes. The mid-frequency tunnel-surface reduction seems to be a consequence of the stiffer track structure which leads to a wider distribution of the axle loads. Therefore, the axle impulses due to the train passage are longer and have a lower frequency content. This will have an effect on the ground vibrations at some distance which are present in case of an irregular transmission path through a ballast and soil with varying stiffness. A similar reduction effect can also be found for other track forms where the axle impulses are distributed on a longer track segment, for example slab tracks, tracks with under ballast plates, under ballast mats or under sleeper pads.
A complex measuring campaign has been performed including the simultaneous measurement of vehicle, track, and soil vibrations during train runs at 16, 25, 40, 63, 80, 100, 125, 140, 160 km/h, and impulse measurements of the passenger car, three track sections and the soil. A ballast track on the soil surface and on a concrete bridge have been investigated as well as a slab track in a tunnel. The evaluation and comparison of all these data shows a generally good agreement for all components if the strong low- and high-frequency cut-off characteristics of the layered and damped soil are incorporated. There is a strong causal correlation between the vehicle and the soil by the dynamic excitation forces and a weak relation between the track and the soil by the axle-sequence spectrum of the train. However, the similarity between the axle-impulse spectrum observed at the track and the spectra of the ground vibration lead to the special excitation component of “scattered axle impulses” which is pre-dominant at the far-field points of the soil.
A portable device for calibration of trace humidity sensors and an adopted calibration procedure have been developed. The calibration device is based on humidity generation by permeating water through polymeric membrane tubes. Water vapour transmission rates for various polymers were experimentally determined in order to select the most suitable polymeric material. The developed trace humidity generator consists of a gas-flow polymeric hose immersed in a water reservoir thermostated by a sensorcontrolled heater. Mole fractions of water vapour between 1 µmol/ molˉ¹ and 350 µmol/molˉ¹ (equivalent to frost-point temperatures from -76 °C to -31 °C) were generated by varying either the operating temperature or gas flow. The operating temperature can be varied from 20 °C to 60 °C and kept stable within 0.1 K. Uncertainty analysis indicated that the trace humidity generator produces gas flows of constant humidity amounts with a relative expanded uncertainty less than 3.4% (k = 2) of the generated value.
X-ray backscatter imaging is a well established NDT technique to inspect complex objects using only a single-sided access. In difference to conventional transmission X-ray radiography, the X-ray backscatter imaging utilizes the scattered radiation caused by the Compton scattering effect. In order to achieve high backscatter intensities from a test object, it is necessary to optimize the backscatter system parameters namely the angle between source and slit camera, the slit collimator system, the shielding between source and scatter camera, and the type of detector. In addition, the scatter phenomena in to the investigated object need to be understood.
In this contribution, we present a Monte Carlo model McRay which considers all relevant single and multiple interactions of photons and electrons. This model can be used to simulate back scatter techniques. It allows not only calculating the scatter image for a given experimental setup but also registering the spectrum of the detected scattered photons. Both aspects are important to understand the imaging process, to interpret the results, and to optimize the backscatter camera investigated here. Additionally experimental results will be presented and compared with simulations.
One essential step on the way towards accurate quantitative simulation of radiographic testing is an accurate description of the utilized energy spectrum of X-ray photons. For use in general purpose simulation tools, the spectra of X-ray tubes have to be described by a model covering at least the intended range of applications. This range includes transmission tubes as well as direct beam tubes with varying angles of incidence and emission, for a number of typical target materials. In radiographic testing acceleration voltages frequently reach up to 450 kV for direct beam targets and up to 225 kV for transmission targets, with even higher voltages available or being developed. Currently used models are unable to cover the whole range of configurations.
Here a model is presented that employs a unified approach for simulating the photon energy spectra for transmission and direct beam targets composed of arbi-trary homogeneous materials. In order to achieve this, a detailed model of electron transport within the target is employed. The validity of the developed model is shown through comparisons with Monte Carlo simulations as well as measurements for a number of different configurations.
X-ray backscatter imaging is a well established NDT technique to inspect complex objects using only a single-sided access. In difference to conventional transmission X-ray radiography, the X-ray backscatter imaging utilizes the scattered radiation caused by the Compton scattering effect. In order to achieve high backscatter intensities from a test object, it is necessary to optimize the backscatter system parameters namely the angle between source and slit camera, the slit collimator system, the shielding between source and scatter camera, and the type of detector. In addition, the scatter phenomena in to the investigated object need to be understood.
In this contribution, we present a Monte Carlo model McRay which considers all relevant single and multiple interactions of photons and electrons. This model can be used to simulate back scatter techniques. It allows not only calculating the scatter image for a given experimental setup but also registering the spectrum of the detected scattered photons. Both aspects are important to understand the imaging process, to interpret the results, and to optimize the backscatter camera investigated here. Additionally experimental results will be presented and compared with simulations.
In the frame of the European harmonization, new European technical standards (Eurocodes) have been developed in recent years. Classical methods, like tables and simplified analytical procedures, as well as general engineering techniques are allowed by the Eurocodes for the fire protection design. The modeling and calculation of fire scenarios with CFD (Computational Fluid Dynamics) numerical methods is one of the general engineering methods. It is nowadays still difficult to check and evaluate the CFD results for their use as technical documents for fire safety design.
Analytical engineering techniques, zone models and CFD-models have been used and compared in the present work for the prediction of the fire development in a building.
To solve the conservation equation for the CFD-model, the CFD-program FDS, with the mixture fraction model, and the CFD-program FLUENT, with the one step reaction model as well as with the volumetric source term model, have been used.
The combustion of polyurethane is modeled in FDS by specifying the heat release rate and the stoichiometry. For the combustion in volumetric source term model, the heat release rate and the smoke release were specified with respect to the stoichiometry. The input parameter for the one step reaction model is the pyrolysis mass flow.
In the one step reaction model, the transport equations for polyurethane, H₂O, N₂, O₂, CO₂, CO and C (soot) are solved and the heat of combustion is determined from the standard formation enthalpy of all the components. In volumetric source term model, the transport equation is solved for air and smoke. FDS solves the transport equation for the mixture fraction.
To model the fire development, and where no literature data was available, the required material characteristics like specific heat capacity, absorption coefficient and heat of combustion were measured.
In all the investigated CFD-models the heat- and species transport equation has been solved and the absorption coefficient of soot has been considered.
Furthermore, the fire development has also been investigated using zone models with the programs CFAST and MRFC.
Results from analytical engineering techniques (plume calculations), which were design criteria in the past, have been used as plausibility checks for the present work. The calculation results from the investigations were compared to measurements in the same building performed by the National Institute for Standards and Technology (NIST).