7.2 Ingenieurbau
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- Wind energy (2)
- Wind turbine tower (2)
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- Zuggeschwindigkeit (2)
- Zuverlässigkeit (2)
- 3D imaging (1)
- Achsimpulse (1)
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- Amplituden-Abstands-Gesetze (1)
- Analytical Design Methods (1)
- Asphalt (1)
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- Asymptotic local approach (1)
- Automated Modal Analysis for Tracking Structural Change during Construction and Operation Phases (1)
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- Automatisierte Fertigung (1)
- Automatisierte schweißtechniche Fertigung (1)
- Autonomous underwater vehicles (1)
- Axial load bearing (1)
- Axle loads (1)
- Axle pulses (1)
- BAM Windenergie Fügetechnik (1)
- Bahngleis (1)
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- Baugrunddynamik (1)
- Bauwerk-Boden-Wechselwirkung (1)
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- Cement-based composites (1)
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- Civil structures (1)
- Climate Chamber (1)
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- Cohesive soils (1)
- Column/wall resonance (1)
- Combined finite-element boundary-element method (1)
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- Cyclic axial shearing (1)
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- DEM-LBM simulation (1)
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- Digital Models (1)
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- Discrete element method (1)
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- Drop Tests (1)
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- EERA Joint Program (1)
- Earth (1)
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- Einflusslinie (1)
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- Estimation (1)
- FEM (1)
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- Fahrzeug-Fahrweg-Boden-Wechselwirkung (1)
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- Fatigue strength (1)
- Fault detectionchanging (1)
- Features (1)
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- Finite element (1)
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- Finite element method (1)
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- Finite-element boundary-element method (1)
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- Flexible car body (1)
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- Floor resonance (1)
- Floors (1)
- Fluid-structure interaction (1)
- Footbridge (1)
- Force reconstruction (1)
- Foundation Pile (1)
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- Freileitung (1)
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- GMNIA (1)
- GNSS (1)
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- GPU Parallel computing (1)
- GPU parallelisation (1)
- Gebäudelagerung (1)
- Gebäudemodelle (1)
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- Geomechanics of offshore foundations (1)
- Geometric vehicle and track irregularities (1)
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- Global ambient vibrations (1)
- Granular Cohesive Materials (1)
- Granular Cohesive Materials, (1)
- Granular cohesion (1)
- Ground (1)
- Grout Injection (1)
- HAZID (1)
- HTLS (1)
- Hard impact (1)
- Harter Anprall an Stahlbetonstrukturen (1)
- High-Rise Building (1)
- High-rise building (1)
- High-rise buildings (1)
- Horizontal stress (1)
- Horizontal wind turbine (1)
- Hydraulic jet erosion (1)
- IEPE (1)
- Impact damage of reinforced concrete (1)
- Impact damage on reinforced concrete (1)
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- Inertial interaction (1)
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- Interface model (1)
- Jet impingement (1)
- Kinematic Interaction (1)
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- Kraft auf den Boden (1)
- LBM-DEM coupling (1)
- LBM-DEM simulation (1)
- Laminar flow (1)
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- Large components (1)
- Lateral dynamic displacement (1)
- Lateral load bearing (1)
- Lattice Boltzmann Method (1)
- Lattice Boltzmann method (1)
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- Long-span bridge (1)
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- Modulus of elasticity (1)
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- Monopile (1)
- Monopile Buckling (1)
- Monopile installation risks (1)
- Movin load test (1)
- Multi-beam method (1)
- Multi-beam track model (1)
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- Nachgiebigkeiten (1)
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- Obstacles (1)
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- Office building (1)
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- Offshore Wind (1)
- Offshore Wind Energy Converter (1)
- Offshore Windenergie (1)
- Offshore pile foundation (1)
- Offshore pile foundations (1)
- Offshore steel structures (1)
- Offshore wind energy foundations (1)
- Offshore wind farm (1)
- Offshore wind farms (1)
- Offshore wind turbine (1)
- Offshore wind-turbine foundations (1)
- Offshore-Wind (1)
- Operational modal analysis (1)
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- Optimierungsmethoden (1)
- Optimization techniques (1)
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- Quasi-static response; (1)
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- Sicherheit (1)
- Simple and fast prediction (1)
- Simple prediction (1)
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- Soft track elements (1)
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- Stability Buckling soil-structure-interaction piles offshore (1)
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- State of stress (1)
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- Stress-strain relation (1)
- Stress–strain-relation (1)
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- UAS (1)
- Un- certainty (1)
- Unbounded domain (1)
- Under-sleeper pads (1)
- Value of information (1)
- Variational Bayesian statistics (1)
- Varying soil stiffness (1)
- Varying stiffness (1)
- Varying track stiffness (1)
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- Vibration excitation (1)
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- Wind Energy Structures (1)
- Wind energy tower (1)
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- Wind-farm aerodynamics (1)
- Windenergieanlage (1)
- Windfarm wake analysis (1)
- Workability (1)
- Zerstreute Achsimpulse (1)
- building information modelling (1)
- elastische Gebäudelagerungen (1)
- fachwerkartige Stahltragwerken (1)
- layered soil (1)
- risk, reliability, inspection planning, offshore wind turbines (1)
- structural health monitoring (1)
- structural integrity management (1)
- support structures (1)
- temperature (1)
- zerstreute Achslastimpulse (1)
- Übertragungsmatrizen (1)
- Überwachung (1)
Organisationseinheit der BAM
- 7.2 Ingenieurbau (326) (entfernen)
Paper des Monats
- ja (4)
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.
The present contribution evaluates four measuring series made by the Federal Institute of Material Research and Testing for the relations between train speed and ground vibration amplitudes. This experimental evaluation is supported by the simulation of the train passages at the different sites by using appropriate excitation mechanisms and forces as well as layered soil models which have been derived from impact measurements at each site.
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.
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.
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.
Die Grundidee einer Schwingungsminderung ist es eine tiefe Eigenfrequenz der Struktur zu erreichen, so dass höhere Frequenzen abgemindert werden. Das gilt für die Minderung an der Quelle, zum Beispiel einem Eisenbahngleis, und für die Minderung am Empfänger, dem Gebäude. Die Eigenfrequenz ermittelt man aus dem Verhältnis der Auflagersteifigkeit und der Masse. Wie ist die Masse bei einem Gebäude zu wählen? Und wie ist die Untergrund-steifigkeit zu berücksichtigen? Als Referenzsituation ohne Minderungsma߬nahme? Der Beitrag bringt Rechenergebnisse zu abgefederten Gebäuden mit einfachen und komplexen (FE-) Modellen, Mess- und Rechenergebnisse zur Schwingungsübertragung von unabge-federten Gebäuden. Es wird der Einfluss der Abstimmfrequenz, der Bodensteifigkeit und der „starren“ Gebäudemasse untersucht. Die komplexen Gebäudemodelle erlauben, neben der Berechnung einer elastischen Gebäudelagerung, auch die Variation von Gebäudepara¬metern zur Reduktion der Deckenschwingungen. Den Ergebnissen bei der Erschütterungs-übertragung in Gebäude werden zwei ähnliche Beispiele zur elastischen Maschinenlagerung und zur elastischen Gleislagerung gegenübergestellt.
A simple and fast prediction scheme is presented for train induced ground and building vibrations. Simple models such as (1-dimensional) transfer matrices are used for the vehicle-track-soil interaction and for the building-soil interaction. The wave propagation through layered soils is approximated by a frequency-dependent homogeneous half-space. The prediction is divided into the parts “emission” (excitation by railway traffic), “transmission” (wave propagation through the soil) and “immission” (transfer into a building). The link between the modules is made by the excitation force between emission and transmission, and by the free-field vibration between transmission and immission. All formula for the simple vehicle-track, soil and building models are given in this article. The behaviour of the models is demonstrated by typical examples, that is the mitigation of train vibrations by elastic track elements, the low- and high-frequency cut-offs characteristic for layered soils, and the interacting soil, wall and floor resonances of multi-storey buildings. It is shown that the results of the simple prediction models can well represent the behaviour of the more time-consuming detailed models, the finite-element boundary-element models of the track, the wavenumber integrals for the soil, and the three-dimensional finite-element models of the building. In addition, measurement examples are given for each part of the prediction confirming that the methods provide reasonable results. As the prediction models are fast in calculation, many predictions can be done, for example to assess the environmental effect along a new railway line. The simple models have the additional advantage that the user needs to know only a minimum of parameters. So, the prediction is fast and user-friendly, but also theoretically and experimentally well-founded.
The passage of the train is dominated by the impulses of the static axle loads. The response of the regular homogeneous and irregular soils has been calculated by the finite-element method in frequency domain. The superposition of the impulse responses yields the quasi-static component of the ground vibration which is restricted to very low frequencies and to the close near-field of the track. In case of an irregular soil or ballast of which the stiffness varies randomly in space, a mid-frequency ground vibration component is generated by the scattering of the axle impulses. Measurements will be shown which prove the existence of the mid-frequency ground vibration component and the unique explanation by the scattered axle impulses: many international measurements with a raised mid-frequency component, axle-box measurements with a too low mid-frequency dynamic load, amplitude-speed dependencies which are incompatible with irregularity-induced dynamic loads, and ground vibration reductions due to stiff track elements.
The passage of the train is dominated by the impulses of the static axle loads. The response of the regular homogeneous and irregular soils has been calculated by the finite-element method in frequency domain. The superposition of the impulse responses yields the quasi-static component of the ground vibration which is restricted to very low frequencies and to the close near-field of the track. In case of an irregular soil or ballast of which the stiffness varies randomly in space, a mid-frequency ground vibration component is generated by the scattering of the axle impulses. Measurements will be shown which prove the existence of the mid-frequency ground vibration component and the unique explanation by the scattered axle impulses: many international measurements with a raised mid-frequency component, axle-box measurements with a too low mid-frequency dynamic load, amplitude-speed dependencies which are incompatible with irregularity-induced dynamic loads, and ground vibration reductions due to stiff track elements.
In the last three decades, the vibrations of many floors and bridges have been measured. The contribution shows some evaluation methods, experimental results and some modelling and theoretical results. Simple evaluation methods have been developed for single and coupled floors. Two coupled beams have been measured in good agreement with the theory. A more complex coupling model has been found for a large wooden floor in a castle consisting of six floor bays which correlates well with the measurements. Damaged and intact poles have been tested by their natural frequencies and damping values, and a fair correlation between the degree of damage and the shift of the frequency. Road bridges have been analysed in detail and some examples are presented. Railway bridges and trains are studied for resonant excitation. The risk of resonance can be estimated in frequency domain by using axle-sequence spectra of the train and the natural frequencies of the bridge. A measurement example shows the amplification, but even stronger the cancellation of the subsequent axle responses. Several high-speed trains and freight trains have been analysed for their potential resonance amplification.
This article deals with two topics of vehicle-track-soil interaction, the mitigation of railway induced ground vibration by soft track elements, and the identification of track damage. Theoretical results have been achieved by a combined finite-element boundary-element method (FEBEM). The theoretical results are confronted with measurements at four sites. Improved mitigation effects have been found for soft rail pads under heavy sleepers. The insertion loss, however, can be too optimistic if a strong vehicle track resonance occurs for the un-isolated reference track. Two measurement sites show this strong vehicle-track resonance at about 80 Hz, which has been approximated by using the results of a wide parameter study including the rail pad, ballast, and soil stiffness, as well as the ballast model and the soil layering. – The detection of slab track damage is mainly based on the differences of the receptance or compliance functions. Theoretical results have been confirmed by measurements at one site where a loss of contact between track plate and base layer was visible. Measurements at a second site with a hidden damage have been compared with the theoretical results of a loose sleeper. The differences between intact (or repaired) and damaged tracks are strong enough to encourage the further development of this method for the identification of track damages.
The train passages over intact or damaged slab tracks on different soils have been calculated by the finite-element boundary-element or the wavenumber-domain method. The influence of track and soil parameters on the distribution of the track displacements and the soil forces has been analysed. The measured and calculated displacement time histories of train passages could be used to identify track damages such as lose sleepers or a lose track plate. The time histories and spectra of the soil forces can explain the measured ground vibration reduction of slab tracks. The calculated displacement and force distributions of slab tracks on continuous soils do not fulfil the Winkler hypothesis and Winkler models should not be used for track analysis.
Die gesamte Prognose wurde rechnerisch erfasst. Die Rechenverfahren sind einfach und schnell. Die Emission und die Immission verwendet Übertragungsmatrizen. Die Transmissionsrechnung beruht auf der Dispersion der Rayleighwelle. Die Verknüpfung erfolgt über die Anregungskraft auf den Boden und über die Freifeldamplitude am Gebäude.
Es sind viele Eingabemöglichkeiten für Messdaten vorgesehen. Messungen können von einem Ort auf einen anderen Ort übertragen werden.
Methods have been presented for detailed studies of railway vibration and for the fast prediction of train-induced ground vibration. The ground vibration is generated by static or dynamic loads. The main purpose of this contribution was to show the influence of inhomogeneous soils on the different vibration components.
Layered soils, namely a soft layer on a stiffer half-space, yield a quite specific transmission behavior. The low-frequency and sometimes also high-frequency cut-off of the transfer function of the soil is demonstrated in theory and by experiments at many sites of which the soil model is approximated from dispersion and transfer function measurements. The layer frequency divides the frequency range in a low-frequency range, where the stiff half-space rules the low amplitudes, and a high amplitude high-frequency range which is mainly determined by the softer top layer. A thick soft layer yields a very low layer frequency, so that the higher soft soil amplitudes have a wider range down to low frequencies. A thin layer yields a high layer frequency, so that the high frequencies above this layer frequency are dominant. The higher the contrast between the stiff half-space and the soft layer is, the stronger the increase between the half-space and layer amplitudes, the more characteristic are the spectra of the soil transfer function. The range of measured soils has been from vS1 down to 125 m/s, vS2 up to 1000 m/s and the layer frequencies are within 10 Hz < f0 < 75 Hz. Moreover, during this measuring campaign in Switzerland, all 11 sites showed clearly the layer-on-half-space behaviour. The transfer functions of inhomogeneous soils have been used to predict the ground vibration due to dynamic axle loads which is usually thought to be the most important component.
The passage of static loads, in the contrary, results in very small vibration amplitudes for low train speeds, which can only be found at near distances and at low frequencies. They attenuate very rapidly with distance and lose very rapidly the higher frequency content. The passage of static axle loads can be included in the prediction of railway vibration just for completeness.
Special attention should be given to the case if the train runs with the Rayleigh-wave speed of the soil (Rayleigh train). The Rayleigh-train effect is strongest for a homogeneous half-space: At the near-field of the track the amplitudes are raised strongly compared to normal trains, and in addition, little attenuation with distance is observed. In case of a layered soil, the low-frequency cut-off reduces the frequency range and the amplitudes of the homogeneous quasi-static ground vibrations. Therefore, the Rayleigh-train effects are clearly reduced by a layered soil and they disappear if the layer frequency (for example for a thin layer) is higher than the frequency band of the axle impulse. The Rayleigh-train effect could completely disappear in a randomly inhomogeneous soil, but this has not been analysed so far.
The axle impulses from static loads can have an additional, quite different effect. They can be scattered by a randomly inhomogeneous soil so that a part (the scattered part) of the axle impulse can reach further distances from the track. This can establish a certain mid-frequency component of the ground vibration which becomes dominant in the far-field, and this important component exists for all train speeds. Experimental results from BAM and international measurements show the importance of the corresponding frequency range.
The mitigation of train induced ground vibration by elastic and stiff track elements has been analysed threefold. The vehicle-track interaction yields the reduction at high frequencies above the vehicle-track resonance. This is the standard effect. The filtering of trackbed errors by the bending stiffness of the track yields a certain mid-frequency effect. An even stronger mid-frequency effect is predicted for the mitigation of the scattered axle impulses by the bending stiffness and elastic elements of the track.
Erschütterungen durch Industrie und Verkehr, Schwingungen von Gebäuden, Fundamenten und Gleisen hängen im hohen Maße vom jeweiligen unterliegenden Boden ab. Die Eigenschaften des Bodens ermitteln wir mit Wellenmessungen vor Ort. Die Wellen werden in der Regel mit einem Impulshammer erzeugt und mit Geophonen als Schwinggeschwindigkeits-signale gemessen. Geophone sind aktive Sensoren, die eine kleine Messspannung liefern. Ein 72-kanaliges Messsystem mit entsprechenden Messverstärkern ist im Messwagen der Arbeitsgruppe eingebaut. Es werden im Vortrag fünf verschiedene Auswertemethoden vorgestellt. Im einfachsten Fall versucht man die Laufzeit von einem Geophon zum andern auszumessen und damit die vorherrschende Wellengeschwindigkeit zu ermitteln. Wir haben Wellengeschwindigkeiten von 30 m/s für Moorboden bis 1000 m/s für Felsboden gemessen. Der Boden hat aber nicht nur eine Wellengeschwindigkeit, sondern mehrere frequenzabhängige Wellen-geschwindigkeiten. Dadurch wird aus einem kurzen Hammerschlag eine längere Schwingung (Zerstreuung, Dispersion). Für die Auswertung von dispersiven Wellen nutzt man die spektrale Analyse, zunächst mit zwei Aufnehmern (SASW Spectral Analysis of Surface Waves), später mit einer ganzen Messachse (Multi-Station SASW). Schließlich kann man eine ganze Messachse auch mit verschiedenen Transformationsmethoden auswerten wie die f,v-Methode und Spatial AutoCorrelation SPAC Methode. Alle diese Methoden wurden von uns auf Messreisen in Deutschland, Österreich und der Schweiz getestet. Durch die Approximation der frequenzabhängigen Wellengeschwindigkeiten erhält man ein passendes Bodenmodell. Zu diesem Bodenmodell kann man die Übertra¬gungsfunktionen für Hammer- und Zuganregung berechnen. Bei etlichen Mess¬orten wurden deutliche Merkmale einer Bodenschichtung beobachtet. Es ergibt sich eine Reduktion der tiefen Frequenzanteile durch den steifen unterliegenden Halbraum. Die weiche Deckschicht bestimmt das hochfrequente Verhalten.
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.
Es wird die Vorgehensweise erläutert wie die Notwendigkeit einer elastischen Gebäudelagerung geprüft wird. Es werden die Möglichkeiten und Schwächen vereinfachter Rechenverfahren dargestellt. Es folgen weitere Beispiele detaillierter Gebäudemodelle und ihres Schwingungsverhaltens. Schließlich greift eine aktuelle Bachelorarbeit die Fragestellung komplexen Gebäudeschwingungsverhaltens auf. Die letzte Folie zeigt dazu Gebäudemodelle, die an die konkreten Erschütterungsprognosen anknüpfen.
Abstract. 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.