• Title/Summary/Keyword: Rail vibration

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Prediction and Control of Noise and Vibration in Buildings from Underground Rail Systems (지하철 차량운행에 의한 인접구조물의 소음.진동영향 평가에 관한 연구)

  • 이인모;최상순;박보리나라
    • Tunnel and Underground Space
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    • v.4 no.2
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    • pp.77-86
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    • 1994

  • The vibration resulting from track-train interaction is transmitted through the tunnel structure and the surrounding ground to adjacent buildings. This paper provides a review of the ground vibration propagation mechanism and the theoretical isolation effectiveness of each transit systems. Moreover, predictive vibration values estimated from various models are compared with measured results performed in Seoul Metropolitan Subways and evaluate the applicability of those models.

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A Study on Survey of Rail Road Noise and its Evaluation (철도 소음의 실태 및 평가 방법에 관한 연구)

  • 이성춘;김준호;김형기;김두훈
    • Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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    • 1994.10a
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    • pp.86-91
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    • 1994

  • 본고에서는 상기 평가량 고안을 위한 기초자료로서 철도 소음의 실태와 특성을 측정결과를 바탕으로 제시하고 아울러 외국의 사례 및 기타 참고 평가량을 소개하여 합리적인 철도소음 평가량을 도출하는데 참고자료를 제공하고자 한다.

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Study on vibration energy characteristics of vehicle-track-viaduct coupling system considering partial contact loss beneath track slab

  • Liu, Linya;Zuo, Zhiyuan;Zhou, Qinyue;Qin, Jialiang;Liu, Quanmin
    • Structural Engineering and Mechanics
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    • v.75 no.4
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    • pp.497-506
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    • 2020

  • CA mortar layer disengagement will give rise to the overall structural changes of the track and variation in the vibration form of the ballastless track. By establishing a vehicle-track-viaduct coupling analysis and calculation model, it is possible to analyze the CRTS-I type track structure vibration response while the track slab is disengaging with the power flow evaluation method, to compare the two disengaging types, namely partial contact loss at one edge beneath track slab and partial contact loss at midpoint beneath track slab. It can also study how the length of disengaging influences the track structures vibration power. It is showed that when the partial contact loss beneath track slab, and the relative vibration energy level between the rail and the track slab increases significantly within [10, 200]Hz with the same disengaging length, the partial contact loss at one edge beneath track slab has more prominent influence on the vibration power than the partial contact loss at midpoint beneath track slab. With the increase of disengaging length, the relative vibration energy level of the track slab grows sharply, but it will change significantly when it reaches 1.56 m. Little effect will be caused by the relative vibration energy level of the viaduct. The partial contact loss beneath the track slab will cause more power distribution and transmission between the trail and track slab, and will then affect the service life of the rail and track slab.

  • https://doi.org/10.12989/sem.2020.75.4.497 인용 KSCI