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Schlagworte
- Ground vibration (4)
- Finite element method (2)
- Railway track (2)
- Track-soil interaction (2)
- Amplitude-distance law (1)
- Blasting charge (1)
- Boundary element method (1)
- Building response (1)
- Combined finite-element boundary-element method (1)
- Components of excitation (1)
- Drop height (1)
- Dynamic loads (1)
- Excitation forces (1)
- Explosion (1)
- Field tests (1)
- Filter effect of the soil (1)
- Flexible car body (1)
- Flexible wheelset (1)
- Layered soil (1)
- Mass drop (1)
- Measurement campaigns (1)
- Mitigation (1)
- Monitoring (1)
- Railway induced vibration (1)
- Rigid vehicle model (1)
- Slab track (1)
- Target stiffness (1)
- Track and vehicle irregularities (1)
- Track damage (1)
- Track damage monitoring (1)
- Track damage quantification (1)
- Train passage (1)
- Train speed (1)
- Train-induced ground vibration (1)
- Under-sleeper pads (1)
- Vehicle-track-soil interaction (1)
- Wavenumber integrals (1)
- Wheelset accelerations (1)
Organisationseinheit der BAM
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- 7.2 Ingenieurbau (5)
Three measurement campaigns of train-induced ground vibrations are evaluated for the vehicle-track-soil interaction. Ground vibrations, track vibrations and vehicle vibrations have been measured for train passages and impulse excitation and compared with theoretical results.
The soil and the track-soil system are calculated by wavenumber integrals. The influence of the vehicle is introduced by a substructure method. By comparing theory and measurement the different components of excitation force and ground vibration can be analysed, the quasi-static excitation, track-alignment errors, the out-of-roundness of wheels, the wheel and rail roughness, and moreover, scattered axle impulses and ineffective high-frequency parts of the wheelset accelerations and forces.
The damage detection and repair control have become important tasks for ballast and slab tracks. Measurements which compare the damaged and the repaired status of the same track section at different times, or which compare a damaged and an intact track section at the same time, have been successfully performed at some sites in Germany. The loss of contact between the sleeper and the track plate, between the track plate and the base plate, and between the base plate and the base layer have been analysed. The soil properties of each site have been measured and have been used to establish realistic track-soil models. Theoretical results of the wavenumber domain and the finite-element boundary element method have been compared with the experimental results. The observed experimental and theoretical results, changes in the time histories of displacements and velocities due to train passages and in the transfer functions (receptances) due to hammer impacts, are encouraging that these measurements can be used to detect track damage.
Ground vibrations near railway lines are generated by the forces that are acting between wheel and rail. It seems to be a straight forward assumption that the vehicle dynamics are important for the level and the frequencies of the excitation forces. Different vehicle dynamics phenomena are analysed for their role in the excitation of ground vibrations: rigid body modes of the bogies, elastic (bending) modes of the car body, and elastic modes of the wheelset. The theoretical analyses use rigid body models, simplified elastic models, and detailed elastic models. Some of these problems are vehicle–track interaction problems where 3D finite‑element boundary‑element models have been used for the track and soil. It is shown that the rigid or flexible vehicle modes are well in the frequency range of ground vibrations (4 to 100 Hz). They have an influence on the excitation force but the additional forces are rather small and can be neglected in ground vibration prediction. The theoretical results are checked by experimental results of a simultaneous measurement of vehicle,
track, and ground vibrations.