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T15 Road & rlway noise & vibr. [clear filter]
Monday, July 8
 

11:00 EDT

OPERATIONAL TRANSFER PATH ANALYSIS USED TO RANK VIBRO-ACOUSTICAL SOURCES CONTRIBUTION ON A SIDE-BY-SIDE VEHICLE
The operational transfer path analysis methodology is applied on a side-by-side recreational type vehicle to rank vibro-acoustical sources contributions to the overall sound pressure level at driver's ears. The truncated singular value decomposition technique (TSVD) is used to establish the transmissibility matrix and to reduce measurement noise and cross-talk influence. The influence of post-processing parameters such as frequency resolution, overlap and TSVD threshold on the synthesized acoustic response is investigated. The usefulness of the methodology is demonstrated by validating noise reduction solutions resulting from modifications to either the dominant sources or weakest identified transmissibility paths.
Moderators
SZ

Authors
AN
RO
GM

Monday July 8, 2019 11:00 - 11:20 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

11:00 EDT

[NO-SHOW] GROUND BORNE NOISE AND VIBRATION TRANSFER FUNCTION INSIDE SENSITIVE NEO-CLASSIC BUILDINGS FROM PIRAEUS METRO TUNNEL DURING TBM\'S OPERATION
Attiko Metro S.A., in view of the further development of the Athens Metro network, has fully initiated the new extension of 7.6 km, for line 3 "Haidari to Piraeus Dimotiko Theatre" towards "University of Piraeus" (forestation), connecting the major Piraeus Port with "Eleftherios Venizelos" International Airport. During the operation of this major urban subway rail transit system, vibrations are expected to be generated when transmitted through the soil and cause vibrations in nearby buildings. In urban areas, these vibrations are a consequence of the vehicle forces acting from the wheels onto the track in local defects. The transmission of ground-borne vibrations from a subway urban rail transit systems inside adjacent buildings is mainly governed by the transfer function (TF) of vibration diffusion from the tunnel wall or invert towards the soil surface in the façade and the interior of two sensitive neo classic buildings of great aesthetic and historical value e.g. the Municipal theatre of Piraeus and the building. During the construction of the extension of Athens Metro to Piraeus in both areas a methodology was proposed using as source of vibration : (a) the TBM operation (considered as linear source), and (b) a point source based on an impact force at the tunnel invert. Both set ups were tested in the above sites in order to determine the necessary TF of the rail vibration diffusion inside the given geological media demonstrating the vibration attenuation values in 1/3 octave band analysis. The proposed metrological approach aims to ensure a high accurate estimation of the expected vibration and ground borne noise levels in each receptor, during operation, and assess possible negative effects on local communities from the metropolitan railway–induced ground vibrations.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
VK
MH
ZV

Monday July 8, 2019 11:00 - 11:20 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

11:00 EDT

ANALYSIS OF INTERIOR NOISE OF AN ELECTRIC VEHICLE AT HIGH SPEED
Interior noise of A battery electric vehicle in high speed is studied in this paper. From the per-spective of practical engineering application, the interior sound pressure level (SPL) of the electric vehicle under the working condition of 30m/s is analyzed based on the Corcos model, the Diffuse Acoustic Field (DAF) model, the boundary element method(BEM) and the statisti-cal energy analysis(SEA) method. The accuracy of the methods was verified by comparison with the experiment. The influence of different thickness of side window glass on the SPL of the driver's head cavity is analyzed, which can guide the design of body material parameters and sound package.
Authors
WX
LJ
SJ
DG

Monday July 8, 2019 11:00 - 13:30 EDT
St-Laurent 3, Board 02-B
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

11:00 EDT

BLOCKED FORCE MEASUREMENT AND ITS APPLICATION TO INTERIOR NOISE CONTROL
The control of rumbling noise is one of the major strategic targets of interior sound quality inside the cabin of a passenger car. To effectively control rumbling noise in a passenger car, the transfer path of the rumbling noise should be initially identified. It is known that the major source of this noiseis the combustion force of an engine. The combustion force excites the engine and induces vibrations of the powertrain. These vibrations are then transferred to the body of the vehicle via its structural transfer path. Moreover, the vibrations of the vehicle's body emit internal vibro-acoustic noise. This noise is often referred to as the rumbling noise due to the structural borne path. If there are structural resonances among the structural paths such as the engine, transmission, mount bracket, suspension, and the vehicle's body, the rumbling noise could be amplified. To identify the major resonances of the structural transfer path, classical transfer path analysis (CTPA) has been traditionally utilized. The method has a significant limitation in that it is necessary to decouple the substructures to obtain the contact force between individual components and to identify the transfer path of the structure-borne sound. Recently, blocked force transfer path analysis (BF-TPA) was introduced and this approach does not require the decoupling of the substructures. In this study, we identify the structure-borne path of rumbling sound based on blocked force transfer path analysis (BF-TPA) in a passenger car. In addition to identification, the passive control method for rumbling sound is presented.
Authors
LS
BJ
AK

Monday July 8, 2019 11:00 - 13:30 EDT
St-Laurent 3, Board 01-A
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

11:00 EDT

DYNAMIC ANALYSIS INCLUDING NON-LINEAR MAGNETIC STIFFNESS AND RIDE COMFORT IMPROVEMENT OF THE HIGH SPEED CAPSULE TRAIN
This study deals with the magnetically levitated capsule train running through the sub-vacuum. Due to the low air resistance and friction between capsule and tube, the capsule train can theoretically reach over 1,000km/h speed. As levitation, the superconducting electrodynamic suspension(EDS) technique is used in the capsule train. Since EDS levitation inherently has very small electromagnetic damping and non-linear magnetic stiffness, the vibration caused from outer disturbance such as guideway irregularity should be carefully investigated and then reduced by using additional devices for ride comfort improvement. In this study, firstly the capsule train model is introduced and the dynamic analysis including non-linear magnetic stiffness is conducted. Then, as ride comfort improvement method, the semi-active suspension between carbody and bogie is applied and the effectiveness is examined. Lastly, through the hardware-in-the-loop simulation(HILS) system composed with the capsule train dynamic model and the real actuator as semi-active suspension, performances is experimentally examined.
Authors
LJ
YW
LJ
LK

Monday July 8, 2019 11:00 - 13:30 EDT
St-Laurent 3, Board 05-A
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

11:00 EDT

DYNAMIC ANALYSIS OF PISTON SECONDARY MOTION USING FEM METHOD
Noise and vibrations from an engine form important benchmarks from customer satisfaction view while choosing an automotive car. There are several sources of noise and vibrations emissions from an engine installed in a car. Some of these sources include: combustion noise, exhaust flow noise, aero dynamic noise as well as noise due to mechanical motion of parts etc. Each of these sources of noise depends on some factors which includes fuel injection parameters, design of engine, lubrication regime, operational parameters like speed and load. Motion of piston skirt form a major source of noise and vibrations in an automotive car. Apart from normal reciprocating motion of skirt, there can be secondary motion along the lateral direction. This motion is known as piston slapping motion. There are several factors that affect this lateral motion of skirt which includes the design of piston, type of lubrication as well as the speed of engine. In the present work a numerical model of lateral motion of skirt has been proposed. The proposed model was applied for a dual cylinder water cooled diesel engine. Effects of various design parameters like piston-liner clearance, skirt length, mass of skirt, and location of piston pin has been analyzed. The proposed methodology can be used to optimize the design of skirt in order to reduce the noise and vibration emissions arising due to lateral striking motion of skirt with liner.
Authors
FO
SN

Monday July 8, 2019 11:00 - 13:30 EDT
St-Laurent 3, Board 04-B
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

11:00 EDT

EXPERIMENTAL INVESTIGATION ON RELATIVE MOTION INFLUENCE FOR FRICTION-INDUCED VIBRATIONS AT THE AUTOMOTIVE DOOR SEALING SYSTEM
Friction-induced vibrations and noise are an issue of increasing relevance in the automotive sector as interior sound levels have diminished in recent years. Especially, stick-slip vibrations between surfaces in relative tangential motion is a topic of high interest. We present a meth-odology for measuring and evaluating the displacements between two component surfaces at relevant contact locations in vehicles with piezoelectric acceleration sensors. The method is exemplified for the automotive door and side frame relative motion in the ceiling area. By means of a comparison with laser triangulation sensors we show that the displacements are in the sub-millimeter range in this area. Based on the knowledge on the actual relative displace-ments at the door sealing system the relative motions are reproducibly simulated on a laboratory test setup. Level-scaling and spectral filtering are used to examine their influence on fric-tion-induced vibrations of a characteristic component pair. It is shown that downscaling of the displacement level and, therefore, lower relative velocity between the components, leads to more stick-slip vibrations and louder noise.
Authors
AK
LP
HO

Monday July 8, 2019 11:00 - 13:30 EDT
St-Laurent 3, Board 03-B
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

11:00 EDT

SOURCE BASED MEASUREMENTS AND MONITORING OF GROUND MOTION CONDITIONS DURING CIVIL ENGINEERING WORKS FOR HIGH LUMINOSITY UPGRADE OF THE LHC
The European Organization for Nuclear Research is an organization that operates the largest particle physics laboratory in the world. CERN's main function is to provide the particle accelerators and other infrastructure needed for high-energy physics research – as a result, numerous experiments have been constructed at CERN through international collaborations. Many activities at CERN currently involve operating the Large Hadron Collider (LHC) and the experiments for it which most of them are situated in the 27 km circumference circular tunnel around 100m under the ground. One of the main reasons for this location is requirement of stability for the beam. This means that vibration conditions must be taken into account. Additionally, the High Luminosity upgrade of the LHC (HL-LHC) will require unprecedented orbit stability and the effect of seismic noise might become a relevant source of luminosity loss. Many studies have been conducted in the past to characterise the actual ground motion in the LHC tunnel, and recently a few geophones have been installed to permanently monitor the ground stability in two LHC locations. The CERN seismic network, equipped with both broadband and strong-motion seismometers, allows now for continuous monitoring of vibratory conditions. Moreover, in the past, due to transfer function approach the impact of heavy machinery work on the induced oscillation of the magnetic centre was calculated. Currently, additional two surface monitoring stations were placed at the sites where new shafts are being excavated. This allow for constant monitoring of civil engineering works and impact of specific machinery on vibration levels in the tunnel and connect specific events to the machinery working on the site. Full characterisation of the equipment impact will allow to foreseen future vibration problems for LHC and its upgrades depending on the activity on the surface.
Authors
SL
GM

Monday July 8, 2019 11:00 - 13:30 EDT
St-Laurent 3, Board 06-A
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

11:00 EDT

VARIED STATIC STIFFNESS OF SPRING UNDER PRE-LOAD
This paper presents a study inspired from the research project on the Active Control of Trolleybus Current Collection System (ACTCCS) in Loughborough University (UK). The goal of the study is to address a fundamental issue of varied static stiffness of spring under pre-load. The derivation of varied static stiffness is based on conservation of energy law. A special parameter of Jing-Ar Stiffness (ratio of pre-load to excitation) is introduced into the dynamic model and simulation. As an example, the modelling and simulating of a quarter two-axle railway vehicle are carried out during the vehicle going through regular joint gaps of railway track. The comparison of the simulation results between the varied static stiffness and existing static stiffness is exhibited in conclusion of the paper.
Authors
CJ

Monday July 8, 2019 11:00 - 13:30 EDT
St-Laurent 3, Board 05-B
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

11:00 EDT

VERTICAL VIBRATION CHARACTERISTICS OF SUPERCONDUCTING CAPSULE TRAIN
The subsonic Capsule Train adopts the non-contact magnetic levitation system with SCM. In order to investigate the effect of the subsonic Capsule Train on the driving dynamic characteristics and ride quality of the vehicle, we investigated the dynamic characteristics of the Capsule Train according to the traveling speed based on the initial concept of the subsonic Capsule Train. Simulation was performed by deriving an equation consisting of a dynamic model with 15 degrees of freedom for vertical, lateral, roll, pitch, and yaw direc-tions for a Capsule Train consisting of one body and two bogies. In this study, only the vi-bration in the vertical direction was addressed. The side EDS (Electrodynamic Suspension) magnetic levitation trains system, which has a similar concept in the case of Capsule Train levitation stiffness and guidance stiffness, was applied. The simulation was carried out for the speed range from 210km/h to 1080km/h. Based on the simulation results, the change of the vertical displacement in the time domain was confirmed, and the frequency analysis were performed. The results of frequency analysis showed that the dominant frequency components were 0.9Hz, 14.5Hz and 15.01 Hz in front/rear bogie and 1.1 Hz and 1.64Hz in carbody.
Authors
YW
YR
LJ
LC
LK

Monday July 8, 2019 11:00 - 13:30 EDT
St-Laurent 3, Board 04-A
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

11:00 EDT

VIBRATION SUPPRESSION IN URBAN RAIL TRANSPORT BY CONTROLLED ENERGY HARVESTING DAMPERS
The mitigation of vibrations accompanying the running urban rail transport must be done effectively using the patented Vibration Energy Harvesting Dampers designed to provide dual results: reduction of harsh vibrations and producing the additional electrical power. The proposed technology is the implementation of Vibration Energy Harvesters combined with re-tuning mass damper. The device could be successfully introduced in rail supports (crossties), vehicle bogies and other vibrating components of urban rail transport. The approximate estimates for crossties show that the installations of vibration energy harvesters allows get around 25 kW per one running Toronto TTC Subway train, Paris Metro train or 20 kW per one running Calgary C-train. It is necessary to highlight that these kilowatts now are known as lost energy and never used. The analysis of dynamical performance of patented devices is presented in application to components of the vehicle bogies and rail supports. The experiments illustrate the compliance with theoretical predictions and efficiency of proposed Vibration Energy Harvester Damper operating mainly in low frequency interval.
Authors
NG
GD
KP

Monday July 8, 2019 11:00 - 13:30 EDT
St-Laurent 3, Board 01-B
  T15 Road & rlway noise & vibr., SS01 Noise & vibr from transport

11:20 EDT

DETERMINING THE VARIABILITY OF TRAIN NOISE FROM SEMI AND HIGH SPEED TRAINS
A detailed measurement and analysis study has been carried out to determine both the variability of noise from high speed trainsets when in operation in respect of SEL and Lmax data. The aim of the study was to demonstrate the extent to which the variabilty of train noise occurs in actual operating conditions and whether it is appropriate to rely on future predictions of train noise from new railway lines without describing an uncertainty budget or confidence level.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
ER
LM
PG
LA
SA

Monday July 8, 2019 11:20 - 11:40 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

11:20 EDT

REALIZATION AND APPLICATION OF A BACKWARD-MULTIPLE REFERENCE TRANSFER PATH ANALYSIS METHOD FOR ROAD NOISE ANALYSIS
Partial coherent excitations make the transfer path analysis (TPA) of road noise more complicated than the TPA of engine noise. In this research, a backward-multiple reference strategy is used to solve this partial coherent problem. First, the decoupling of multiple references is achieved by principal component analysis (PCA). Then, several backward-single reference TPAs referring to the principal components are performed to obtain the contribution of each path in the principal component space. At last, the total contribution of each path is obtained in the form of energy summation. This backward-multiple reference TPA is used to analyze the road noise of a prototype vehicle and the advantage of this method is presented in details. This method can not only be used to diagnose road noise problem, for example drumming noise, but also be used to lay down an excitation force standard.
Moderators
SZ

Authors
LX
ZS
PB
PJ

Monday July 8, 2019 11:20 - 11:40 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

11:40 EDT

A NON-CONFORMING COMPONENT MODE SYNTHESIS METHOD FOR EFFICIENT VIBRO-ACOUSTIC ANALYSIS OF PASSENGER CARS
The efficiency of vibro-acoustics analysis has been a major concern in dealing with large-scale vibro-acoustic systems such as a passenger car, owing to that its finite element model usually contains a huge amount of degrees of freedoms (DOFs) because of its geometrical complexity. To speed up the analyses while keeping desired computational accuracy, this paper develops a modified component mode synthesis method which emphasizes on the coupling techniques of non-conforming structural-acoustic interfaces. The non-conforming interfaces are introduced intentionally by considering that acoustic cavities are usually not necessary to be discretized as finely as structures to deliver equally accurate results. A radial basis function-based, master-slave interpolation formulation is developed to connect the physical field variables across the boundaries of substructures, while the left internal DOFs in each substructure are condensed to fewer modal variables. The computational perfor-mances of the proposed method are verified through a passenger car model.
Moderators
SZ

Authors
MY
ZH
CD
WT

Monday July 8, 2019 11:40 - 12:00 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

11:40 EDT

AN INNOVATIVE NUMERICAL APPROACH FOR TRAIN PASS-BY NOISE FORECASTING
Reducing noise from rail freight has been identified by the European rail sector itself as a key objective. The regulations by the European Union - Physical Directive 2003/10 (Block, 2005) were adopted and the main implication of these regulations is to reduce the noise level in the cabin of the train by 5 dB and the noise for the average train speed of 160 km/h would be about 4 dB lower. Railway operational noise originates from several sources, such as: rolling (wheel-rail interaction), traction (locomotive engine, fans and gears), aerodynamic effects (pantograph, body turbulence) and so on. The dominant contributor, over the widest speed range (from around 50km/h to around 180km/h) is wheel-rail rolling noise, engine and powertrain noise. In order to reduce the different noise sources and study the noise propagation around the trains, the manufacturing companies and their suppliers have to come up with innovative solutions to predict the emitted noise level. The train pass-by-noise regulation aims to characterize the overall acoustic signature of a vehicle and it requires experimental measurement in its operational condition – as it passes over stationary microphones. In the development process of new and innovative trains, the pass-by-noise tests are the last step in the standardization process. Non-compliance or critical issues could be arise so new methods and numerical models must investigate solutions to control the acoustic propagation around the vehicle arises. This paper deals with an engineering method for predicting a vehicle pass-by noise based on a FEM/ BEM exterior acoustic calculation in the frequency domain. The researchers simulate, in a virtual environment, the experimental outdoor pass-by noise measurement. The simulated pass-by noise campaign is synthesized from multiple acoustic transfer functions between a line of virtual microphones located 7.5m on the side of the vehicle and each noise source. A numerical FEM/BEM train bogie acoustic model is created within the MSC ACTRAN and Coustyx commercial software. Wheel-rail rolling noise, engine and powertrain noise acoustic source are implemented and positioned inside the FEM and BEM model to demonstrate the validity of the proposed methods. The contribution from noise sources, expressed both in terms of sound pressure level and overall value, to the pass-by noise is evaluated up to 5 kHz. The virtual pass-by-noise assessment has been then validated by experimental measurement of the complete four coaches train with respect to 80 and 160 Km/h speed regimes.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
AM
VM
FS
IM
NP

Monday July 8, 2019 11:40 - 12:00 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

12:00 EDT

INTERIOR ACOUSTIC PERFORMANCE AND NVH PACKAGE ASSESSMENT OF EUROPEAN MARKET BATTERY ELECTRIC VEHICLES
In recent years the European automotive market has seen the introduction of an increasing number of battery electric vehicles, i.e. vehicles powered by a purely electric powertrain without an internal combustion engine. Although electric powertrains give rise to a different set of vehicle noise problems which need to be better investigated and understood in general, that has been hardly possible until recently due to their limited availability on the market. Nowadays the situation has improved and a reasonable number of battery electric vehicles from several different car makers are available. Based on experimental investigation of the current European market sample, this paper presents a first picture of the state of the art for what concerns the NVH package trends and the acoustic performance in the interior passenger compartment of those vehicles.
Moderators
SZ

Authors
CD
CM
FL

Monday July 8, 2019 12:00 - 12:20 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

12:20 EDT

SEAT PAN ANGLE OPTIMIZATION FOR VEHICLE RIDE COMFORT USING FINITE ELEMENT MODEL OF HUMAN SPINE
Ride comfort of the driver/occupant of a vehicle has been usually analyzed by multibody biodynamic models of human beings. Accurate modeling of critical segments of the human body, e.g. the spine requires these models to have a very high number of segments. The resultant increase in degrees of freedom makes these models difficult to analyze and not able to provide certain details such as seat pressure distribution, the effect of cushion shapes, material, etc. This work presents a finite element based model of a human being seated in a vehicle in which the spine has been modelled in 3-D. It consists of cervical to coccyx vertebrae, ligaments, and discs and has been validated against modal frequencies reported in the literature. It was then subjected to sinusoidal vertical RMS acceleration of 0.1 g for mimicking road induced vibration. The dynamic characteristics of the human body were studied in terms of the seat to head transmissibility and intervertebral disc pressure. The effect of the seat pan angle on these parameters was studied and it was established that the optimum angle should lie between 15 and 19 degrees. This work is expected to be followed up by more simulations of this nature to study other human body comfort and seat design related parameters leading to optimized seat designs for various ride conditions.
Moderators
SZ

Authors
DR
VA
GA
SP

Monday July 8, 2019 12:20 - 12:40 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

15:30 EDT

FUNDAMENTAL STUDY ON GENERATION MECHANISM OF AUTOMOTIVE DISC BRAKE HOT JUDDER BASED ON A SELF-EXCITED VIBRATION
In the automotive industry, the silence and ride comfort of the car body have been markedly improved by the development of the hybrid vehicles and fuel cell vehicles. However, the complicated frictional vibration is caused in brake system by the pursuit of a high brake performance. In high-speed areas of highways and roads with steep descents, the heat in car disc brakes sometimes causes a vibration problem. This phenomenon, called hot judder, is generated by hot spots on the surface of the disc. The generation mechanism of hot judder has not yet been clarified. In this study, hot judder is modeled as self-excited vibration due to the time delay caused by heat deformation of the disc, and the fundamental generation mechanism of hot judder is analyzed by a simple three degree-of-freedom system. In the analysis, the temperature of the disc is calculated by the equation of heat conduction. Then, the relations between disc temperature and the expansion due to heat and the shrinkage due to cooling is examined. Furthermore, the effects of disc surface wear are considered in the vibration analysis model because it has been known that the quantities of the surface wear is large at the position where the hot spot has occurred. It was found that (1) hot judder is an unstable vibration due to the time delay of the fluctuation of brake disc thickness caused by thermal deformation, (2) the number of hot spots is related to the natural frequency of the system, and (3) the wear increases in proportion to the quantities of expansion. Moreover, (4) when the vehicle speed changes, the number of hot spots also changes.
Moderators
SZ

Authors
NT
RT
NT

Monday July 8, 2019 15:30 - 15:50 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

15:50 EDT

BLIND DRIVING BY MEANS OF THE TRACK ANGLE ERROR
This study is the third iteration in a series of studies aimed to develop a system that allows driving blindfolded. We used a sonification approach, where the predicted angular error of the car 2 seconds into the future was translated into spatialized beeping sounds. In a driving simulator experiment, we tested with 20 participants whether a surround-sound feedback system that uses four speakers yields better lane-keeping performance than binary directional feedback produced by two speakers. We also examined whether adding a corner support system to the binary system improves lane-keeping performance. Compared to the two previous iterations, this study presents a more realistic experimental setting, as participants were unfamiliar with the feedback system and received the feedback without headphones. The results show that participants had poor lane-keeping performance. Furthermore, the driving task was perceived as demanding, especially in the case of the additional corner support. Our findings from the blind driving projects suggest that drivers benefit from simple auditory feedback; addition-al auditory stimuli (e.g., corner support) add workload without improving performance.
Moderators
SZ

Authors
BP
LB
DT
FS
MT
PL
HR
DD
DW

Monday July 8, 2019 15:50 - 16:10 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

15:50 EDT

DYNAMIC VEHICLE-TRACK INTERACTION OVER MULTIPLE SHORT AND LONG WAVELENGTH RAIL DEFECTS
There are over 100 million of train journeys around the world every day. The dynamic interactions between vehicle and track impose vibrations and acoustic radiations and become moving vibro-acoustic sources along the railway corridor. Especially when there is imperfection of either wheel or rail, the dynamic amplification of loading conditions and reflected vibration effects on infrastructure and rolling stocks is significantly higher. In practice, imperfection of rail tracks can be classified into short wave length and long wave length defects. The short wavelength defects include high-frequency related rail surface defects such as dipped joint rails, rail squats, rolling contact fatigues (RCFs), rail gabs and crossing nose. The long wavelength defects are those associated with low frequency vibrations such as differential track settlement, mud pumping, bridge ends, stiffness transition zone, etc. Most previous studies into vehicle-track interactions are concerned only to a single one of the defect individually. This study is the world first to evaluate the coupling dynamic vehicle-track interactions over coupled multiple short and long wavelength rail defects. The vehicle model has adopted multi degrees of freedom coupling with a discrete supported track model using Herzian contact theory. This paper highlights the dynamic impact load factors experienced by railway track components due to wheel/rail contacts. The insight into the dynamic amplification will enable predictive track maintenance and risk-based track inspection planning to enhance public safety and reduce unplanned maintenance costs.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
KS
AA

Monday July 8, 2019 15:50 - 16:10 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

16:10 EDT

NOISE SOURCE IDENTIFICATION METHODOLOGY FOR PNEUMATIC COMPRESSOR ASSEMBLY NOISE IN COMMERCIAL VEHICLE BY EXPERIMENTAL TECHNIQUES
With advancement of technology, methods to restrict concerns at source in automobiles at early stage has become standard. With certain knowledge base industry has been saturated with standard processes to be followed to achieve the required targets. The field of noise and vibration is dynamic and depends on perception of customer. Noise source annoying to one customer might not be same to other. Once we suppress predominant noise in the vehicle secondary noise source can be perceived and becomes irritant. Even with low level of these intermittent noises, annoyance level of customer can change and create bad perception about product. Noise source identification is crucial to implement the solution to achieve the set reduction. It is required to logically collect all the relatable data and use the correct processing techniques to distinguish major source. In commercial vehicle due to variation and multiple source it take big size of data to find the source. In this study, test based measurements for noise and vibration has been performed to find the contributing source of brake pneumatic compressor assembly noise of commercial vehicle run by engine with gear train system. Angle domain processing technique has been widely used to find the exact cause.
Moderators
SZ

Authors
BR
SB
SV

Monday July 8, 2019 16:10 - 16:30 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

16:10 EDT

OPTIMISING SOIL STIFFNESS ON HIGH SPEED RAIL LINES TO PREVENT VIBRATION
The fast movement associated with high speed trains can cause significant dynamic effects within the supporting railway track structure. The speed at which maximum dynamic re-sponse occurs is known as the 'critical velocity' and is undesirable because large rail vibra-tions are generated when travelling close to it. These vibrations can cause a safety concern, and also propagate to the free-field where they disturb nearby buildings. A method to mini-mise these vibrations is to stiffen the soil directly below the track either via soil replacement or soil improvement, however both options are expensive. Their cost can be reduced though if either the depth or stiffness magnitude of the replacement is optimised. Therefore this work develops a track-ground model using the thin-layer method, which is capable of as-sessing the effect of different combinations of soil improvement on track vibration levels. It is shown that if improvement is carefully designed, performance can be maximised for mini-mum cost. Similarly, if improvement is poorly chosen, it can result in marginal improvement, and in some cases even amplify track vibration.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
DK
CD
LO
WP
AC

Monday July 8, 2019 16:10 - 16:30 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

16:30 EDT

INFLUENCE OF LATERAL WHEEL LOADS ON THE SLEEPER RESPONSE OF A RAILWAY TRACK
Recently, the instrumented sleeper has been developed to measure the sleeper response in-situ. An analytical model of the dynamics of railway sleepers has been developed to calculate rapidly the sleeper response under vertical wheel loads. However, lateral wheel loads are not taken into account in this model but would influence the sleeper response. This paper presents a new analytical model of the dynamics of railway sleepers under lateral wheel loads. In this model, the sleeper is considered as a Euler-Bernoulli's beam resting on a visco-elastic foundation. Thereafter, by combining the relation between the reaction forces and displacements of the periodically supported beam, the sleeper response can be calculated with help of the Green's function. Finally, the numerical application shows the influence of the laterals wheel load on the sleeper response.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
TL
HT
DD
FG
MS
LA

Monday July 8, 2019 16:30 - 16:50 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

16:30 EDT

PREDICTIVE TOOLS INTEGRATION TOWARDS MEETING EXHAUST SYSTEM DESIGN CHALLENGES IN COMPACT HIGH POWER DENSITY VEHICLES
The increasing demand for high performance recreational vehicles combined with more stringent noise regulations and customer expectations lead to intake and exhaust systems design challenges, namely in-creased mass flow rate, reduced pressure losses and reduced space available for silencing devices along with shortened development cycles. Design choices must be made carefully to reach the performance targets while having the desired attenuation on harmonic noise related to combustion cycles without in-ducing excessive pressure losses and flow noise levels. Usage of predictive tools in conjunction with vali-dation testing is becoming paramount to guide the design of such high-performance exhaust silencing de-vices. A discussion regarding the available simulation methodologies is presented with the associated pros and cons. All these approaches are widespread and well documented on four-stroke automotive engines, but additional challenges arise with high performance two-stroke engines, such as non-linear behavior of perforations due to grazing flow and high acoustic amplitude in addition to extended frequency range of noise predictions. Despite these new challenges, usage of simulation tools in product development al-lowed to identify the root cause of a problematic resonance in an exhaust silencer and to define 2 differ-ent strategies to mitigate it. One of the two design alternatives was finally selected and successfully im-plemented in a mass production consumer product.
Moderators
SZ

Authors
PE
CJ

Monday July 8, 2019 16:30 - 16:50 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

16:50 EDT

MODELLING VIBRATION TRANSMISSION THROUGH A CAR\\\'S DAMPER AND TOP MOUNT STRUT
Structure-borne road noise in cars originates from vibrations generated at the tyre-road interface that propagate through the suspension into the car's body. Manufacturers require accurate tools to predict and therefore mitigate road noise in the cabin. However, the process is complicated by the presence of nonlinear components in the suspension. This paper presents an investigation into the dynamic behaviour of the damper and top mount, which constitute the most strongly nonlinear transmission path in a typical car suspension, for frequencies up to 500 Hz. Experiments have been conducted on the damper and top mount individually to quantify their nonlinear characteristics. When coupled together, the coherence of transmitted vibrations was observed to decrease at frequencies above 50 Hz, suggesting that nonlinear processes are significant in the vertical strut. Published physical models of each component have been fitted to experimental data and shown to perform well over the low audio frequency range. The models have been combined to form a nonlinear suspension strut model that predicts the interaction of the damper and top mount; results from the model are presented and compared with experimental measurements. The development of a nonlinear strut model, validated for low audio frequencies, is a novel contribution that represents a step towards a full suspension model suitable for structure-borne road noise analyses.
Moderators
SZ

Authors
LR
BT
NO
DB
AA

Monday July 8, 2019 16:50 - 17:10 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

16:50 EDT

STUDY ON EFFECT OF CURVED TRACK PARAMETERS ON TRACK DECAY RATES
Based on an analytical model of the curved track, the effect on decay rates of some parameters of curved track are analyzed, including the stiffness, damping and spacing of fasteners, and the radius of curvature. The track is modelled as a curved Timoshenko beam, and the dynamic response of curved track subjected to a harmonic load can be obtained. The superposition of track modes and the periodic structure theory are applied to motion equations of curved track so that the dynamic response of track can be calculated efficiently in a reference cell. The track decay rates can be calculated based on the velocity mobility of the rail obtained through the model. Some conclusions are drawn as follows. The fastener stiffness affects the decay rates below 2000 Hz to some degree, and the decay rates become larger as the stiffness rises. The fastener damping has a significant influence on the decay rates above 100 Hz, which are enhanced greatly with increasing damping. Compared to other fastener spacing, the decay rates for 0.6 m fastener spacing are larger in most of the frequencies. The radius of curved track does not have effect on the decay rates for the tracks of railway and urban rail transit systems.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
LW
LW
TX

Monday July 8, 2019 16:50 - 17:10 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

17:30 EDT

MEASUREMENT OF SLAB TRACK BEHAVIOUR AT DIFFERENT SITES
Measured train passages and hammer impacts in combination with track-soil calculation have been successfully used for the detection of damaged slab tracks. This approach is now extended to intact slab and ballast tracks. The vibrations of many tracks have been measured at several levels from rail, sleeper, track plate, base plate, base layer to the subsoil by velocity or acceleration sensors. The time histories have to be integrated once or twice to get the displacements. The displacement signals include an arbitrary time-dependent shift which must be eliminated or respected in the interpretation. On the other hand, the calculation of slab and ballast tracks have been done in frequency-wavenumber domain. The displacements along the track and the frequency-dependent compliance transfer functions can be calculated. The latter can be compared with the results of the hammer impacts on the track. The deformation of the track can be transformed to time histories for a whole train and compared to the measured train passages. Many slab (and ballast) tracks have been measured at different sites. The displacements of the tracks are presented, and the following parameters have been analysed in the measurement results: slab track vs. ballast track, different types of slab tracks, damaged slab tracks, different trains, switches at different measuring points, an elastic layer, the mortar layer, different soils at different places. The soil should have the dominant influence on the track-plate displacements. Slab and ballast track yield also big differences in maximum displacement and width of deformation. Some of the preceding aspects will be analysed in comparison of measurement and theory.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
AL
SS

Monday July 8, 2019 17:30 - 17:50 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

17:30 EDT

NOISE PREDICTION OF SUBWAY BASED ON VIRTUAL SIMULATION MODEL
With development of the urban rail traffic, people now are concentrated on the comfortable of the noise feelings in the cabin. Using SEA method is a good way to solve cabin noise problems. This paper illustrated how to use the test data as the load in the SEA model, considering both structure borne noise and airborne noise. Model results shown that the airborne noise acts important role in the total frequency range. In the low frequency, the floor double wall resonant path is the most important noise transmission path. At frequencies beyond 1000Hz, the sealing form is very important, most of the noise is coming from the door leakage. Panel's vibration predicted and sound pressure level have good correlation with the test data, which means the model gives good simulation to every paths into the cabin.
Moderators
SZ

Authors
CH
SZ
PG

Monday July 8, 2019 17:30 - 17:50 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

17:50 EDT

DYNAMIC RESPONSES OF RAILWAY SLEEPERS TO COUPLING VERTICAL AND LATERAL FORCES
Railway infrastructure is naturally a complex system. Its behaviours, geometry and alignment, wheel-rail forces and operational parameters such as tractive efforts are often found to be nonlinear and asymmetrical. Not only does the complex train-track interaction generate vertical impact loading, but the curving behavior of the train body also induce dynamic lateral force acting on the rail. This paper presents a numerical simulation of a standard-gauge concrete sleepers, taking into account the tensionless nature of ballast support. The finite element model was calibrated using static and dynamic responses using past experiments. Previous extensive studies established that the two-dimensional Timoshenko beam model is the most suitable option for modeling concrete sleepers under vertical loads. In this investigation, the finite element model of Timoshenko-like concrete sleeper has been previously developed and calibrated against the numerical and experimental modal parameters. The influences coupling loads on the dynamic behaviours of concrete sleepers are investigated. In addition, it is the first to demonstrate the effects of material damping on the dynamic spectra of railway sleepers. The insight from this study will improve the material design criteria in order to improve train-turnout interaction and ride comfort.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
CN
SK
AR

Monday July 8, 2019 17:50 - 18:10 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

17:50 EDT

FUNDAMENTAL STUDY ON OPTIMAL DESIGN OF DYNAMIC ABSORBER TO SUPPRESS SUBHARMONIC VIBRATION OF ORDER 1/2 IN AUTOMATIC TRANSMISSION FOR CARS
In the torque converter of the automatic transmission for cars, a damper at the lock-up clutch is used to reduce the transmission of torsional vibration due to combustion in the engine. Although a damper with low stiffness reduces the transmission of vibrations, the fitting of low-stiffness springs is difficult because of space limitations. Therefore, a piecewise-linear spring with three stiffness stages is used for the damper in actual automatic transmissions. However, subharmonic vibration of order 1/2 occurs when the spring restoring characteristics of the damper is near the switching point of the piecewise-linear spring. In the subharmonic vibration of order 1/2, the fundamental frequency component is half of the forced vibration frequency, and the subharmonic vibration occurs when the forced vibration frequency range is about twice the natural frequency. In this study, experiments using a two-degree-of-freedom system were conducted to suppress the subharmonic vibration by the dynamic absorber, and the optimal design of the dynamic absorber is discussed. We conducted a theoretical analysis to determine the optimal design of the dynamic absorber to suppress the subharmonic vibration. The effects of the natural frequency and the damping ratio of the dynamic absorber to the vibration suppression are discussed. We found optimum values for the natural frequency and damping ratio of the dynamic absorber that suppress the subharmonic vibration effectively. The natural frequency of the dynamic absorber should not be set close to the excitation frequency but rather near the natural frequency of the system. Thus, subharmonic vibration is completely suppressed by using the optimum dynamic absorber. The experimental results agreed with results of the numerical analyses.
Moderators
SZ

Authors
NT
RT
MK
UR

Monday July 8, 2019 17:50 - 18:10 EDT
Outremont 6
  T15 Road & rlway noise & vibr., SS02 Vehicle noise vibr & harshn

18:10 EDT

DYNAMIC PARAMETERS INVERSION OF FOUNDATION SOIL BY SASW FIELD TESTS
In this paper, two SASW field tests are carried out on the free field, respectively in Jining, Inner Mongolia and Beijing, which is based on the theory of Rayleigh surface wave and spectrum analysis. Furthermore, the measured dispersion curve is compared with the theoretical dispersion curve and the results show that the field test is feasibility and rationality. In order to obtain the dynamic parameters of foundation soil, the mathematical model of inversion is introduced and the inversion program is compiled on the basis of the genetic algorithm by utilizing the measured dispersion curve. The calculated results are compared with the experimental data to validate that the program is correct and effective. Due to the restrictions of many factors in the field SASW, it is difficult to get the complete dispersion curve, and therefore the inversion error is inevitable. The error analysis of the dispersion curve inversion of the missing medium, high or low frequency is carried out in this paper. Moreover, the results of the error analysis are compared with the results of the sensitivity analysis of the frequency dispersion curves for the shear wave velocity in different soil layers and it is proved that the error analysis is right. According to the error analysis, the precise inversion results of the target soil layer can be obtained, in which the effects of the lack of different frequency on the inversion results of different soil layers are taken into account.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
CY
YX
ZM

Monday July 8, 2019 18:10 - 18:30 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr

18:30 EDT

A NEW ANALYSIS FRAMEWORK FOR THE PERFORMANCE EVALUATION OF BASE-ISOLATED BUILDINGS
The design of modern buildings increasingly requires the assessment of ground-borne noise and vibration. This remains a challenging task, requiring estimates of structural vibration levels, the anticipated human response, and often the assessment of potential mitigation measures. The latter include base-isolation, in which a building is constructed on isolation bearings to reduce the transmitted vibration. Despite innovations in the bearings themselves, it is not yet clear how best to evaluate the performance of these base-isolated buildings. This paper presents a new analysis framework for evaluating base-isolation performance. The aim is to provide a rigorous but efficient methodology for the practicing engineer, based on a staged approach that begins with the expected free-field vibration levels and uses a series of simplified models to account for the "added foundation" and "added building" effects associated with the construction of a new building. The methodology can be used to inform the design of a base-isolated building based on "relative" measures of isolation performance.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
TJ
SG

Monday July 8, 2019 18:30 - 18:50 EDT
Outremont 5
  T15 Road & rlway noise & vibr., RS01 Railway noise & vibr
 
Tuesday, July 9
 

10:30 EDT

A FE/BE APPROACH FOR PREDICTING RAILWAY GROUND VIBRATION GENERATED IN URBAN AREAS
Railway-induced ground-borne vibration is an undesirable nuisance affecting residents close to railway lines. Although invariant properties are assumed along the longitudinal direction of the track for most typical problems (high-speed lines, metro lines, etc), this hypothesis is invalid for the case of localized defects (e.g. rail joint or turnout, usually encountered on urban networks). Ground vibrations of this form are the result of the interactions between the railway vehicle and track defects. At low vehicle speed (e.g. light transit vehicles, like trams or metros), the dynamic track deflection dominates the ground wave generation meaning that the quasi-static excitation (moving load effect) can be neglected. It is therefore reasonable to consider a single force acting at the wheel/rail defect contact point as the only source of railway vibration. Based on this consideration, a fast approach is described, which combines the time domain simulation of vertical wheel-defect contact, with track/soil transfer functions in the wavenumber-frequency-domain. The latter is defined using a 2.5D coupled finite element/boundary element (FEM/BEM) model for the track/soil. The effect of defect type and train speed is investigated.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
CD
KG
OB
RA
GP

Tuesday July 9, 2019 10:30 - 10:50 EDT
Outremont 5
  T15 Road & rlway noise & vibr., SS01 Noise & vibr from transport

10:50 EDT

RAILWAY GROUND VIBRATIONS AND DESIGNING DYNAMIC VIBRATION ABSORBERS FOR URBAN RAIL TRANSIT
Dynamic vibration absorbers (DVAs) are widely accepted in vibration engineering as one of the most suitable ways to suppress undesirable low-damped resonance. In railway design, it is often placed on the track as a mitigation measure coupled to a floating slab. This paper presents the study of a tram vehicle equipped with DVAs with the aim to suppress the specific mode that affects the vehicle/track interaction and the surrounding ground wave generation. A complete vehicle/track/soil numerical model is developed and used to evaluate the dynamics of the whole system. Modal decomposition is applied to the vehicle/track model to obtain the optimal DVA parameter values for any location. Different DVA masses are analysed and different DVA locations are proposed. From the results, the vehicle bogie is revealed to be the best location and a compromise can be found for the DVA mass for reducing the ground vibration level of around 20%.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
AD
KG
OB
ZS
ZW

Tuesday July 9, 2019 10:50 - 11:10 EDT
Outremont 5
  T15 Road & rlway noise & vibr., SS01 Noise & vibr from transport

11:10 EDT

VIBRATION ISOLATION USING PERIODIC PILE BARRIERS AGAINST FREIGHT TRAIN-INDUCED ENVIRONMENTAL VIBRATION
With the increase of freight traffic, its environmental vibration effects on sensitive receivers along railways cannot be neglected. Pile barriers are considered to be an effective abatement measure to control ground-borne vibration induced by train. In the present paper, the mitigation measure of pile barriers adopted in the transmission path for freight train-induced ground-borne vibration are investigated. The periodic theory of solid-state physics is introduced to study the reduction characteristics of periodic pile barriers. The goal of vibration isolation for a certain target frequency rang can be accomplished by the method. In consideration of the fact that the peak frequency of ambient vibration induced by freight train appears at 55Hz and the significant frequency range is between 45 and 63Hz, a representative structure of periodic piles is proposed whose calculated bandgap (from 42Hz to 63Hz) covers the significant frequency range of the ambient vibration induced by freight train. A three-dimensional finite element model with vibration isolation measurement of periodic piles is established and a model with non-vibration isolation is also studied for comparison purpose in order to calculate the vibration reduction effects of periodic pile barriers. The dynamic loads acting on the fasteners are obtained by the coupled train-track model based on the periodic-infinite structure theory. The amplitude reduction factor (ARF) of vibration acceleration is used for describing the vibration attenuation level. The research results show that the amplitude of the vibration attenuates significantly in the calculated bandgap, thus validating the method used to calculate bandgap of a soil-periodic piles system solving the problem of ambient vibration induced by freight train.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
MM
JB
LK
CR
WZ

Tuesday July 9, 2019 11:10 - 11:30 EDT
Outremont 5
  T15 Road & rlway noise & vibr., SS01 Noise & vibr from transport

11:30 EDT

GROUND-BORNE VIBRATION AND NOISE POLLUTION GENERATED BY VEHICLES CROSSING ROAD BUMPS
Speed bumps are used widely in residential areas to enforce drivers to reduce vehicle speed. Unfortunately, the consequences of such traffic calming are usually associated with an in-crease in adverse effects on the environment such as undesirable vibrations and the increased noise level. This article provides measurement and analysis of vibration resulting from a vehicle driving over the different types of road bumps. Hence, the hybrid adaptive neuro-fuzzy inference system was used for prediction of peak particle velocity caused by traffic. Several performance criteria for the comparison between the actual and the predicted peak particle velocity show that the hybrid adaptive neuro-fuzzy inference system has good potential in predicting harmful vibration of road traffic.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
TS

Tuesday July 9, 2019 11:30 - 11:50 EDT
Outremont 5
  T15 Road & rlway noise & vibr., SS01 Noise & vibr from transport

11:50 EDT

PREDICTION OF TRAFFIC NOISE USING A HYBRID OPTI-MIZED ANFIS-BASED MODEL
Implementation of speed bumps in residential areas is nowadays extensively used in order to reduce vehicle speed. However, such traffic calming is generally perceived as an unfavourable effect on the environment which causes undesirable vibrations and increases the noise level. This article discusses measurements and analyses the noise generated by the vehicle when driving over the different types of road bumps. An attempt was made to evaluate and predict the traffic-induced noise level using a hybrid optimized ANFIS-based model. Toward this aim, noise caused by traffic was monitored near the road. It was found that the hybrid model GA-ANFIS for predictions exceeds the frequently used conventional ANFIS models.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
TS
LS
LM

Tuesday July 9, 2019 11:50 - 12:10 EDT
Outremont 5
  T15 Road & rlway noise & vibr., SS01 Noise & vibr from transport

12:10 EDT

TONALITY OF NOISE FROM TRUCKS ON A LOW-NOISE PAVEMENT
A newly constructed road in the province of North Holland in the Netherlands (N201) had to meet all the requirements of the Dutch Noise Scheme and the Dutch Nuisance Act. In order to fulfil the accompanying strict noise limits, a noise reducing pavement has been applied. However, after reconstructing, numerous complaints occurred about annoying noises caused by passing trucks. An investigation has been executed to determine objectively the possible source of these complaints. Emission measurements have been performed as well as psychophysical analyses based on immision measurements to identify possible tonality and saliency of the noise immisions. Simultaneously, a questionnaire had to be filled in by the inhabitants of the adjacent residential areas. Since it became clear that almost 100% of the measured heavy vehicles emitted a tonal noise, additional FFT measurements of passing-by trucks have been performed to identify the sources. With all the results, some appropriate measures against the occurring tonal noise have been advised.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
VK
WR
HH

Tuesday July 9, 2019 12:10 - 12:30 EDT
Outremont 5
  T15 Road & rlway noise & vibr., SS01 Noise & vibr from transport

12:30 EDT

THIN ASPHALT OVERLAY PAVEMENT MIXES FOR HIGHWAY NOISE MITIGATION
The Austin District of the Texas Department of Transportation in the United States has implemented the use of Thin Overlay Mixes as pavement surfaces for the purpose of reducing traffic noise. Such overlays are non-structural hot-mix asphalt mixes that are typically placed in thin lifts of about 2.5-cm thick. Commonly, these applications are part of a pavement preservation program to address surface distresses such as raveling, aging, bleeding, minor cracking, minor disintegration, texture loss, skid resistance loss, etc. However, the Austin District has recently experimented with the placement of several of these overlays solely for the purpose of mitigating noise generated at the tire-pavement interface with excellent results, both on low-volume roads and major highways. The benefits include lower noise levels perceived at adjacent neighborhoods that had been affected by highway noise, as well as lower noise levels perceived by the driving public, by reducing the annoyance inflicted to the drivers inside the vehicle. This investigation has conducted on-board sound intensity tests on these pavements in and around the vicinity of Austin, Texas, USA, for approximately four years, finding significant noise level reductions when compared to conventional pavements, whereas other pavements in the area deemed also as quieter pavements, i.e., permeable friction courses (open-graded asphalt concrete) have not delivered such magnitude of noise level reductions.
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
TM

Tuesday July 9, 2019 12:30 - 12:50 EDT
Outremont 5
  T15 Road & rlway noise & vibr., SS01 Noise & vibr from transport

12:50 EDT

ASSESSING ROAD PAVEMENT QUALITY BASED ON OPPORTUNISTIC IN-CAR SOUND AND VIBRATION MONITORING
The quality of road pavements influences noise and vibration emission caused by tire-road interactions. This affects the drivers, passengers and load but also health and well-being of residents near these roads. Road pavement quality degrades over time due to wear, accidents, and infrastructure works. Monitoring road pavement state can rely on dedicated vehicles equipped with a CPX-trailer (Close-Proximity method) or with laser texture scanning. However, using this approach, it remains difficult to cover the whole road infrastructure network at regular intervals. In this paper, an opportunistic approach is proposed: equipping cars that are on the road for other purposes with noise and vibration sensors. This way, personnel costs are avoided, and timeliness of the information could be increased. The proposed method collects spectral sound and vibration data from a sensor box placed near the rear wheel of the car. These data are transmitted over 3G to a central server. The box is also equipped with a GPS tracker that allows locating the vehicles on a road map and deriving their driving speed. Data analytics accounts for modifiers such as the transfer function between the tire and the microphone and driving speed. Features related to the roughness of the pavement are extracted and the abundance of data is used to eliminate confounders such as engine noise and vibrations, other cars and trucks driving near the sensor box, music and voices. The resulting roughness indicators for each 20-meter road segment correlate very well to CPX and laser roughness measurements (r2 = 0.6). The difference between worn-out roads (> 15 years) and new pavements (
Moderators
avatar for Wim van Keulen

Wim van Keulen

owner, VANKEULEN advies
expert in low-noise pavements: - psycho-acoustical labelling,- contracts,- courses,- product development,- questionnaires,- measurements.
GK

Authors
VH
FK
DJ
DC
DL
DP
JW
ML
BD

Tuesday July 9, 2019 12:50 - 13:10 EDT
Outremont 5
  T15 Road & rlway noise & vibr., SS01 Noise & vibr from transport
 

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CIRMMT—McGill University
Clock Tower Pier, Old-Port of Montreal
École de technologie supérieure (ÉTS) - Batiment A
École de technologie supérieure (ÉTS) - Batiment E
Exhibition Hall (St-Laurent 1&2)
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  • Accompanying Person Program
  • Business Meetings
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  • Lunch & coffee breaks
  • Plenary Lectures
  • Scientific Visits
  • Socials Events
  • T01 Ac. meas. & instrum.
  • T02 Act. noise & vib. cntrl.
  • T03 Aero… aircrft noise & vibr.
  • T04 Environ. & commun. noise
  • T05 Phys. ac. ultrasnd. & wave prop.
  • T06 Industr. and occup. Noise & vib.
  • T07 Struct. dyn. & nonlin. vib.
  • T08 Mat. for noise & vibr. cntrl.
  • T09 Audiology… & comm. in noise
  • T10 Sig. Proc. & nonlin. mthds.
  • T11 Room & build. acoustics
  • T12 Underwater & marit. noise
  • T13 Acoustical education
  • T14 Musical acoustic
  • T15 Road & rlway noise & vibr.
  • Presentation Format
  • Oral Presentation
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