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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)
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.
Zur Erschütterungsausbreitung an oberirdischen Bahnlinien gibt es gute Übereinstimmungen zwischen Messungen und der Theorie geschichteter Böden. Bei der Interpretation der Ergebnisse spielt die Rayleigh-Welle eine große Rolle. Je nach Frequenz und Wellenlänge hat die Rayleigh-Welle eine bestimmte Eindringtiefe und erreicht damit mehr oder weniger steife Bodenschichten. Damit bekommt man eine frequenzabhängige Bodensteifigkeit für die Erschütterungsprognose. Für die Wellenausbreitung in der Tiefe statt an der Bodenoberfläche müssen eigene Gesetzmäßigkeiten gefunden werden. Es werden die Punktlastlösungen im Frequenz-Wellenzahlbereich und durch Integration über die Wellenzahlen berechnet. Man erhält die Wellenfelder, die Terzspektren für verschiedene Entfernungen und Frequenzen. Es wird die Tiefenlage und das Bodenmodell (homogen, geschichtet und kontinuierlich zunehmende Steifigkeit) variiert. Die Rayleigh-Welle verliert ihre Bedeutung und stattdessen kann die Vollraumlösung zur Interpretation und Prognose verwendet werden. Es werden die Halbraumlösung mit und ohne Rayleigh-Welle und die Vollraumlösung in der Tiefe diskutiert und verglichen. Neben der Wellenausbreitung (der Transmission) werden auch Effekte der Erschütterungsanregung (der Emission) und der Übertragung in Gebäude (der Immission) mit Hilfe der Finite-Element-Randelement-Methode berechnet. Die Verteilung der dynamischen Achslast durch die Tunnelsohle ergibt eine Minderung gegenüber der Punktlastanregung. Bei der Immission hat man keine Freifeldanregung wie an der Bodenoberfläche. Man muss entweder neben der Wellenamplitude (Verschiebung oder Schwinggeschwindigkeit) in der Tiefe auch die Spannung der ankommenden Welle berücksichtigen, oder man muss die Freifeldamplituden nach Bodenaushub berechnen. Die Rechenergebnisse deuten darauf hin, dass man als Freifeldanregung die zweifache Vollraumlösung ansetzen kann.
Measurements at the foundation, the surrounding soil and nearby buildings have been done during several drop tests of different containers on different foundations. The first measurements have been done on a big foundation where it should be guaranteed that the foundation is rigid and the container is tested properly. It was controlled that the foundation does not absorb more than 2 percent of the energy of the container. Most of the drop energy is lost in shock absorbers. Later on, a smaller drop test facility has been built on the ground but inside an existing building. It had to be controlled by prediction and measurements that the drop test will not damage the building. Tests from different heights on soft, medium, and stiff targets have been done to find out rules which allow to identify acceptable and unacceptable drop tests. Later on, the biggest drop test facility has been built for masses up to 200 t. It was necessary for the design of the foundation to estimate the forces which occur during the drop tests. On the other hand, the acceptable tests should be selected and controlled by measurements where the impact duration is important. Different sensors, accelerometers, accelerometers with mechanical filters, geophones (velocity transducers), strain gauges, and pressure cells have been applied for these tasks. The signals have been transformed to displacements which proved to be best suited for the interpretation of the impact mechanism. Modell calculations have been used to check and understand the dynamic measurements. The simplest law is the conservation of the momentum which is a good approximation if the impact is short. If the soil under the foundation has an influence on the deceleration of the container, the maximum foundation velocity is lower than the simple estimation. The amplitudes of the foundation could also be estimated from the ground vibrations and their amplitude-distance law.
Erschütterungen, die durch Eisenbahnverkehr erzeugt werden, breiten sich durch den Erdboden aus und regen benachbarte Gebäude zu Schwingungen an. Es wurde ein Prognoseverfahren für Bahnerschütterungen ent-wickelt, das mit einfachen Modellen schnell Ergebnisse liefert. Dies sind physikalische Modelle, zum Beispiel 1-dimensionale Modelle mit Übertragungsmatrizen für die Fahrzeug-Fahrweg-Boden-Wechselwirkung und für die Gebäude-Boden Wechselwirkung. Damit werden die komplexen Verhältnisse bei der Emission (dem Zusammen¬wirken von Fahrzeug und Fahrweg), bei der Transmission durch den homogenen oder geschichteten Boden und bei der Immission in Gebäuden näherungsweise erfasst. In (Auersch, 2020) wird gezeigt, dass diese einfachen Prognosemodelle die Ergebnisse von detaillierten Modellen wie der Finite-Element-Randelement-Methode für das Gleis, die Wellenzahlintegrale für den Boden und 3-dimensionale Finite-Element-Modelle für das Gebäude gut wiedergeben können. Dies entspricht auch der Absicht, die Prognosemodelle aus den Ergebnissen der Detailmodelle abzuleiten. Die drei Prognoseteile werden getrennt berechnet, aber es werden physikalisch sinn¬volle Schnittstellen verwendet. Für die Emission und Transmission sind es die auf den Untergrund wirkenden Erregerkräfte von Fahrzeug und Fahrweg, für die Transmission und Immission sind es die Freifeldamplituden des Bodens.
A combined finite element boundary element method has been developed to calculate the dynamic interaction of the railway track and the underlying soil. The track-soil results are coupled with a simple vehicle model to establish the force transfer function of the vehicle-track-soil system. Mitigation measures at the track, namely three different tracks with under-sleeper pads, are analysed. The un-sprung vehicle and heavy track masses on soft track elements yield a lower vehicle-tracksoil resonant frequency and a better reduction of the excitation forces at higher frequencies. If the effectiveness of the mitigation is measured as a vibration ratio between the isolated and an un-isolated reference track, the vehicle-track-soil resonance of the reference track has an important influence on the mitigation effectiveness. Therefore, different un-isolated reference tracks are analysed. It is shown how the frequency and amplitude of the vehicle-track resonance are influenced by the stiffness of the rail pads (strongest), the ballast (medium) and the soil (weakest). The reference track models have been compared with shaker tests on two railway tracks with strong resonances. 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 and compared with the theoretical behaviour of intact and damaged tracks.
Long wooden floor beams above a ball room in an old historical palace have been analysed experimentally. The eleven beams are weakly coupled by three layers of floor boards. It has been investigated if the state (the stiffness) of the wooden beams can be determined by vibration measurements of global or preferably local modes. Hammer, heel-drop and ambient excitations have been used. The vibration modes of the structure show dominating local deformations if an impact excitation is applied. This is understood as the positive superposition of several modes which yield the maximum at the excitation point but a cancellation at more distant points. Natural modes have been estimated from these vibration modes by standard and special methods which were necessary for the high damping of the wooden floor. It has been found that all floor beams contribute to each natural mode even for a weak coupling of the beams. In addition to the modal discussion, the impact tests have also been analysed for the wave propagation and amplitude attenuation with distance. The coupling of floor beams has been studied theoretically by an analytic multiple-beam model where the coupling by translational or rotational springs and by a common support motion has been assumed.