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- Ground vibration (11)
- Finite-element boundary-element method (4)
- Layered soil (4)
- Railway track (4)
- Bahnerschütterungen (3)
- Building vibration (3)
- Hammer impact (3)
- Slab track (3)
- Track-soil interaction (3)
- Vibration measurements (3)
- Container loading (2)
- Drop test (2)
- Field tests (2)
- Foundation load (2)
- Layered soils (2)
- Measurement (2)
- Mitigation (2)
- Soil properties (2)
- Soil-building interaction (2)
- Soil-wall-floor model (2)
- Train passage (2)
- Train speed (2)
- Train-induced ground vibration (2)
- Vehicle-track interaction (2)
- Vehicle-track-soil interaction (2)
- 1-D insertion loss (1)
- 2-span bridge (1)
- Achsfolgespektren (1)
- Amplitude-charge weight laws (1)
- Amplitude-distance laws (1)
- Apartment building (1)
- Assessment (1)
- Attenuation (1)
- Axle impulses (1)
- Axle loads (1)
- Axle sequence (1)
- Axle-sequence spectrum (1)
- Ballast track (1)
- Ballast tracks (1)
- Bauteile (1)
- Bauwerke (1)
- Bodendynamik (1)
- Bodeneigenschaften (1)
- Bodenübertragungsfunktion (1)
- Boundary element method (1)
- Bridge resonance (1)
- Bridge track (1)
- Brücken (1)
- Column/wall resonance (1)
- Continuously inhomogeneous soils (1)
- Damping (1)
- Dispersion (1)
- Dispersionsmessung (1)
- Displacements (1)
- Dynamic testing (1)
- Eisenbahnschwingungen (1)
- Elastische Gebäudelagerung (1)
- Elastische Gleiselemente (1)
- Emission (1)
- Erschütterungen (1)
- Erschütterungsausbreitung (1)
- Erschütterungsminderung (1)
- Erschütterungsprognose (1)
- Erschütterungsursachen (1)
- Evaluation (1)
- Excitation forces (1)
- Explicit Green´s functions (1)
- Explosion-induced ground vibrations (1)
- FEBEM and simplified methods (1)
- Filter effects (1)
- Finite element method (1)
- Finite element models (1)
- Floating slab track (1)
- Floor amplification (1)
- Floor resonance (1)
- Force transfer (1)
- Foundation reduction (1)
- Freight train (1)
- Frequenzbereiche (1)
- Gleiströge (1)
- Ground vibration measurements (1)
- Halbraum (1)
- Hammer tests (1)
- High-Rise Building (1)
- High-speed train (1)
- Immission (1)
- Inertial Interaction (1)
- Irregular ballast (1)
- Irregular soil (1)
- Irregularities (1)
- Kinematic Interaction (1)
- Laboratory tests (1)
- Long-span bridge (1)
- MASW (1)
- Measurements (1)
- Mitigation measures (1)
- Modal force spectrum (1)
- Modalanalyse (1)
- Modes (1)
- Nachgiebigkeiten (1)
- Office building (1)
- Office tower (1)
- Passenger train (1)
- Pile Foundation (1)
- Pile bending stiffness (1)
- Pile foundation (1)
- Plate-soil interaction (1)
- Prediction of explosion induced ground and building vibration (1)
- Prognoseverfahren (1)
- Propagation from a tunnel (1)
- Radiation damping (1)
- Railway (1)
- Railway bridge (1)
- Railway induced ground vibration (1)
- Railway tracks (1)
- Railway tunnel (1)
- Railway vibration (1)
- Randomly heterogeneous soil (1)
- Rechenmodelle (1)
- Residential building (1)
- SASW (1)
- SPAC (1)
- Scattering (1)
- Simple prediction (1)
- Soil stiffness (1)
- Soil-building resonance (1)
- Surface Foundation (1)
- Surface line (1)
- Surface-tunnel reduction (1)
- Track compliance (1)
- Track damage (1)
- Track damage monitoring (1)
- Track irregularities (1)
- Track vibration (1)
- Train passages (1)
- Transfer function (1)
- Transmission (1)
- Tunnel (1)
- Tunnel track (1)
- Tunnel vibration (1)
- Tunnel-pile transfer (1)
- Under sleeper pads (1)
- Under-ballast plate (1)
- Varying stiffness (1)
- Verkehrserschütterungen (1)
- Vibration measurement (1)
- Vibration reduction (1)
- Vollraum (1)
- Wave excitation (1)
- Wave velocity (1)
- Wavenumber integrals (1)
- Waves (1)
- Wellenausbreitung in der Tiefe (1)
- Wellengeschwindigkeit (1)
- Wind energy tower (1)
- Windenergieanlagen (1)
- Zerstreute Achsimpulse (1)
- Zuggeschwindigkeit (1)
- floor vibration (1)
- ground vibration (1)
- mitigation (1)
- modal analysis (1)
- railway track (1)
- track-soil interaction (1)
- undersleeper (1)
- wave analysis (1)
Organisationseinheit der BAM
- 7 Bauwerkssicherheit (24)
- 7.2 Ingenieurbau (24)
Simple and advanced boundary-element method for the soil and its application to railway dynamics
(2007)
Vehicle, track and ground vibration as well as their interaction are considered in a combined finite-element boundary-element (FEBEM) approach. The layered soil is calculated in frequency wavenumber domain and the solution for fixed or moving point or track loads follow as wavenumber integrals. The soil results from the measurements and the detailed models are approximated by simple formula which are used for the prediction of train-induced ground vibration. The influence of the track and the soil on the train induced ground vibration is analysed by the detailed models. The ground vibrations strongly depend on the regular and random inhomogeneity of the soil. The regular layering of the soil yields a cut-on and resonance phenomenon while the random inhomogeneity yields a scattering of the axle impulses which proved to be important for high-speed trains. The attenuation with distance of the ground vibration due to the point-like excitations such as vibrator or hammer excitations and the train-track excitation are investigated and compared. All theoretical results are compared with measurements at conventional and high-speed railway lines.
Um die Erschütterungen infolge von Schienenverkehr zu reduzieren, werden elastische Elemente in den Eisenbahnfahrweg eingebaut: elastische Zwischenlagen zwischen Schiene und Schwelle, elastische Schwellensohlen zwischen Schwelle und Schotter und Unterschottermatten unterhalb des Schotters. Das elastische Element führt zu einer ausgeprägten Eigenfrequenz des Gesamtsystems bestehend aus Fahrzeug, Fahrweg und Untergrund. Die Wirkung der elastischen Elemente beruht darauf, dass die Frequenzen oberhalb dieser Eigenfrequenz abgemindert werden. Für die Ermittlung der Wirksamkeit der Minderungsmaßnahme werden das Gleis mit elastischem Element und das Gleis ohne elastisches Element berechnet. Beide Eisenbahnfahrwege werden mit der kombinierten Finite-Element- Randelement-Methode berechnet, wobei das Gleis einschließlich des Schotters mit der Finite-Element-Methode berechnet wird, der Gleisuntergrund hingegen mit der Randelementmethode. Für die erschütterungsmindernden Gleise erweist es sich als vorteilhaft, spezielle Gleisendelemente an den Seiten des FE-Modells anzufügen. Dadurch wird zusätzlich zur Unendlichkeit des Untergrundes auch die unendliche Länge des Gleises berücksichtigt. Für die Ermittlung der Minderungswirkung werden die frequenzabhängige Nachgiebigkeit des Gleise, die Kraftübertragung des Gleises, und die Fahrzeug-Fahrweg-Wechselwirkung berechnet. Schließlich werden die Kraftminderungen verschiedener Eisenbahnfahrwege dargestellt und der Einfluss der wesentlichen Parameter untersucht.
The attenuation of wave amplitudes is ruled by the planar, cylindrical or spherical geometry of the wave front (the geometric or power-law attenuation) but also by the damping of the soil (an exponential attenuation). Several low- and high-frequency filter effects are derived for the layering and the damping of the soil, for the moving static and the distributed train loads and for a homogeneous or randomly heterogeneous soil. Measurements of hammer- and train-induced vibrations at five sites have been analysed for these attenuation and filter effects. The measured attenuation with distance can be discribed by generalised power laws and some reasons will be discussed. The theoretical filter effects can well be found in the measurements.
Es wird eine gekoppelte Finite-Element-Randelementmethode zur Berechnung von Pfahlgrün-dungen in inhomogenen (geschichteten) Böden vorgestellt. Sie beruht auf den Greenschen Funktionen (Punktlastlösungen) für inhomogene Böden. Diese Lösungen können auch für die Wellenausbreitung in der Tiefe, zum Beispiel von einem Bahntunnel zu einem eingebetteten Gebäude, dem Kellergeschoss benutzt werden. Die Punktlastlösungen in der Tiefe werden mit der Halbraumlösung an der Bodenoberfläche und mit der Vollraumlösung verglichen und Gesetzmäßigkeiten für geschichtete Böden abgeleitet. Zu den Pfahlgründungen werden die Horizontalnachgiebigkeiten von Pfählen in geschichteten Böden dargestellt. Für den homogenen und den kontinuierlich steifer werdenden Boden werden Potenzgesetze für den Boden- und Pfahleinfluss aufgestellt. Der Vergleich mit dem Winkler-Modell der rein lokalen Bodenreaktion zeigt, dass die Winkler-Bettung in allen Fällen einen zu kleinen Bodeneinfluss ergibt.
A simple and fast prediction scheme is presented for train-induced ground and building vibrations. For the emission, finite-element boundary-element or multiple-beam-on-continuous-soil models of the track have been analysed and approximated by faster track-on-Winkler-soil models. The vehicle-track interaction due to irregularities yields the excitation forces. For the transmission of waves in the soil, the wavenumber integral of the compliance of layered soils has been evaluated. The calculation time is reduced for the prediction by using the solution of a homogeneous half-space with a frequency-dependent wave velocity (the dispersion) of the soil. For the immision, many 2 and 3-dimenisonal finite-element building models have been investigated, and a good approximation has been established by a 1-dimensional soil-wall-floor model. In addition, the axle sequence of the train, the quasi-static and the “scattered” response of the soil, and the wave propagation from a tunnel to a pile foundation of a building have been included.
Usually, geometric irregularities are considered as the main cause of ground vibrations from trains. A varying stiffness of the track, the track support and the soil can also generate ground vibrations. The regular stiffness variation of the track on and between the sleepers results in a deterministic dynamic axle load. The random stiffness variation of the track support yields also dynamic axle loads which are generated by the acceleration of the unsprung mass (from the varying wheel displacements under the static axle load). The random stiffness variation has a second effect. The pulses from the passage of the static axle loads are superposed regularly to the quasi-static response, but also irregularly to yield a “scattered” part of the axle pulses. The same holds for a random variation of the soil stiffness. All these effects of stiffness variations have been calculated by wavenumber-domain multi-beam track models, a random finite-element soil model and the superposition of axle impulses in a stochastic simulation. The results are confronted with many measurements at different sites. It is concluded that the stiffness variation of the track and the soil generate an important ground vibration component near railway lines.
Prediction of building noise and vibration – 3D finite element and 1D wave propagation models
(2021)
Construction work or traffic excite nearby buildings, and the perceptible or audible vibration can be a nuisance for the inhabitants. The transfer of the vibration from the free field to the building has been calculated by the finite element method for many models in consultancy and research work. The analysis for all storeys of certain building points such as walls, columns and floors unveiled some rules, some typical modes, and some wavetype responses. A simplified building-soil model has been created, which includes well these effects of building-soil resonance, wall/column resonance, floor resonances, and the high-frequency reduction. The model consists of one wall for a wall-type apartment building or a column for each specific part (mid, side or corner) of a column-type office building. The building response in the high-frequency (acoustic) region is calculated as mean values over all storeys and over wider frequency bands, by wave-type asymptotes of an infinitely tall building, and by the soil to wall ratio of impedances. The secondary noise is predicted by Transfer values between the building vibration (center of floors, walls at a room corner) and the sound pressure.