Evaluation of wheel dampers on an intercity train

Pass-by noise from high-speed trains is one important area that has to be handled in all new train projects. For the new line between Oslo and the Gardemoen Airport which opened in 1998, very stringent requirements were set out regarding external noise. To reach the target it was decided that the train should be equipped with wheel dampers. Two different types of wheel dampers were used on the train; a ring damper was mounted on the wheels of the driven bogies, whilst plate dampers divided into tuned absorber fins were mounted on the wheels of the trailer bogies.During the type testing of the Airport Express Train, additional measurements were performed in order to evaluate the acoustic effect of the plate wheel dampers. Two test series were performed with the same train set; first with the train in standard configuration and secondly with the wheel dampers removed from the second and third bogie. The external noise was measured at 5 and 25 m distance from the centre of the track at speeds ranging from 80 to 200 km/h. The third-octave filtered time histories were analyzed to calculate the effect of the wheel dampers. As expected, there was a significant reduction of 4-6 dB at frequencies above 2000 Hz, but there was also a reduction of 2 dB for frequencies as low as 800 Hz. This reduction was also found in the parts of the time histories when the rail should be dominating. This implies that the wheel dampers also reduce the rail noise. The total rolling noise reduction for the trailer bogie was 3 dB at 200 km/h and 1 dB at 80 km/h. From comparison with TWINS-calculated sound power levels it was estimated that the wheel noise would be reduced by 5 dB and the rail noise would be reduced by 1 dB at 200 km/h.     

A rail noise prediction model for the Tehran-Karaj commuter train

Rail noise prediction models enable consideration of different scenarios for the optimal management of noise prevention and mitigation. This project is aimed at developing an equation that enables computation of L_A,max for the Tehran-Karaj commuter train, a type of Diesel-Electric Locomotive. The form of the proposed model is derived from equations for predicting L_A,max for a single locomotive pass-by, proposed in the manual prepared by Harris Miller Miller & Hanson Inc. for the US Federal Transit Administration, and in the French rail noise prediction model. The algorithm for predicting L_A,max for the Tehran-Karaj commuter train has been developed on the basis of the 50 measurements from 5 locations at distances of 25 m, 35 m, 45 m, 55 m, and 65 m from the centre of the track and at a height of 1.5 m. In the field measurements, the reference distance and the reference vehicle speed have respectively been set equal to 25 m and 80 km per hour. The reference L_A,max, length and the speed correction coefficients have been estimated from the field measurements and have been found to be 86.2 dB(A), 11.3, and 18.4 respectively. The fitness test (Kolmogorov-Smirnov) and regression analysis indicate satisfactory results.     

Measuring,modelling and optimising an embedded rail track

A finite element (FE) model and a boundary element (BE) model have been developed to predict the decay rate, vibration and noise responses of an embedded rail track. These models are validated using measured results. The optimisation of the embedded rail track is conducted using these calculated models. The results indicate that the optimised cross-section of the gutter for the embedding rail can significantly reduce the radiated noise of the embedded rail track. The embedded rail track using the I-shaped cross-section gutter reduces the radiated noise of the track by at least by 3 dB(A). Furthermore, combining the material parameter optimisation with the gutter cross-section optimisation can further reduce the radiated noise of the embedded rail track. Increasing the Young’s modulus of the rail pad in the embedded rail track with the I-shaped cross-section gutter can result in a radiated noise reduction of 4 dB(A).     

Minimizing vehicle noise passing the street bumps using Genetic Algorithm

The purpose of this paper is to optimize noise emission level associated with two types of speed reducers for different speeds of a vehicle (20, 40, 60 km/h) by Genetic Algorithm and Artificial Neural Network. The optimization shows that the maximum level of noise is sensitive to speed reducer dimensions. It is reduced by 24 dB(A) by changing the width from 0.6 m to 0.3 m for the height 0.04 m whereas, it is reduced by 32 dB(A) by changing from the height 0.055 m and the width 0.9 m to the height 0.04 m and the width 0.3 m.     

A double tuned rail damper—increased damping at the two first pinned-pinned frequencies

Railway-induced vibrations are a growing matter of environmental concern. The rapid development of transportation, the increase of vehicle speeds and vehicle weights have resulted in higher vibration levels. In the meantime vibrations that were tolerated in the past are now considered to be a nuisance. Numerous solutions have been proposed to remedy these problems. The majority only acts on a specific part of the dynamic behaviour of the track. This paper presents a possible solution to reduce the noise generated by the ‘pinned-pinned’ frequencies. Pinned-pinned frequencies correspond with standing waves whose nodes are positioned exactly at the sleeper supports. The two first pinned-pinned frequencies are situated approximately at 950 and 2200 Hz (UIC60-rail and sleeper spacing of 0.60 m). To attenuate these vibrations, the Department of MEMC at the VUB has developed a dynamic vibration absorber called the Double Tuned Rail Damper (DTRD). The DTRD is mounted between two sleepers on the rail and is powered by the motion of the rail. The DTRD consists of two major parts: a steel plate which is connected to the rail with an interface of an elastic layer, and a rubber mass. The two first resonance frequencies of the steel plate coincide with the targeted pinned-pinned frequencies of the rail. The rubber mass acts as a motion controller and energy absorber. Measurements at a test track of the French railway company (SNCF) have shown considerable attenuation of the envisaged pinned-pinned frequencies. The attenuation rate surpasses 5 dB/m at certain frequency bands.     

Microfabrication of stacks of acoustic matching layers for 15 MHz ultrasonic transducers

This paper presents a novel method used to manufacture stacks of multiple matching layers for 15 MHz piezoelectric ultrasonic transducers, using fabrication technology derived from the MEMS industry. The acoustic matching layers were made on a silicon wafer substrate using micromachining techniques, i.e., lithography and etch, to design silicon and polymer layers with the desired acoustic properties. Two matching layer configurations were tested: a double layer structure consisting of a silicon–polymer composite and polymer and a triple layer structure consisting of silicon, composite, and polymer. The composite is a biphase material of silicon and polymer in 2-2 connectivity. The matching layers were manufactured by anisotropic wet etch of a (1 1 0)-oriented Silicon-on-Insulator wafer. The wafer was etched by KOH 40 wt%, to form 83 μm deep and 4.5 mm long trenches that were subsequently filled with Spurr’s epoxy, which has acoustic impedance 2.4 MRayl. This resulted in a stack of three layers: The silicon substrate, a silicon–polymer composite intermediate layer, and a polymer layer on the top. The stacks were bonded to PZT disks to form acoustic transducers and the acoustic performance of the fabricated transducers was tested in a pulse-echo setup, where center frequency, −6 dB relative bandwidth and insertion loss were measured. The transducer with two matching layers was measured to have a relative bandwidth of 70%, two-way insertion loss 18.4 dB and pulse length 196 ns. The transducers with three matching layers had fractional bandwidths from 90% to 93%, two-way insertion loss ranging from 18.3 to 25.4 dB, and pulse lengths 326 and 446 ns. The long pulse lengths of the transducers with three matching layers were attributed to ripple in the passband.     

The effect of geometry and post-annealing on surface acoustic wave characteristics of AlN thin films prepared by magnetron sputtering

This paper describes experimental relationship between surface acoustic wave (SAW) properties of two-port SAW resonators based on polycrystalline aluminum nitride (AlN) thin films grown on Si substrates by using a pulsed reactive magnetron sputtering system and their geometry's parameters. Moreover, the influence of post-deposition heat treatment on SAW properties of AlN thin films was investigated at different annealing temperature (600 °C and 900 °C). The measurement results show the number of the inter-digital transducers (IDT) finger pairs (N), the number of reflectors grating pairs (R) and the IDT center-to-center distance (L) related to insertion loss of SAW resonators. The best result of insertion loss was 15.6 dB for SAW resonators with R = 160 pair, N = 5 pair and L = 750 μm. At the same geometry parameters, the SAW velocity and insertion loss were improved slightly after annealing at 600 °C and were worse for the films annealed at 900 °C by changes in the surface morphology and stress on the film.     

Investigation of rail noise and bridge noise using a combined 3D dynamic model and 2.5D acoustic model

Bridge noise and rail noise are two major sources of an elevated rail transit bridge in the low and medium frequency range (20–1000 Hz). However, in most of the existing literature, the noise radiated from the bridge and rail was investigated separately or using a simplified source model. In this study, an accurate method is proposed to simulate both the rail noise and bridge noise simultaneously. First, the dynamic responses of the rail and multi-span bridge are obtained using a three-dimensional (3D) vehicle-track-bridge interaction analysis model. Then, the two-dimensional (2D) infinite element model is used to calculate 3D modal acoustic transfer vectors of the rail and bridge based on the wavenumber transformation, in order to overcome the singularity and non-uniqueness of the conventional boundary element method and reduce the computation cost. Third, a field test is conducted, and the accuracy of the proposed simulation procedure is verified. Finally, the contribution of the rail and bridge noise to the total noise level is investigated in the whole space near the bridge. Generally the bridge noise occupies a higher contribution in the space beneath the girder due to the shielding effect of the bridge shape on the rail noise, while the rail noise is dominant in the upper space above the bridge. It is found the presence of the vehicle bodies has considerable effect on the rail noise but little influence on the bridge noise. The slope of the roughness level spectrum has significant influence on the dominant field of bridge noise and rail noise. For the excitation of the assumed ISO roughness level used in this study, the difference between the rail noise and bridge noise is only about 3 dB at field points 15–30 m away from the track center, which indicates both the bridge and rail noise should be included in the noise prediction for an elevated rail transit bridge.     

Noise control for rapid transit cars on elevated structures

Noise control treatments for the propulsion motor noise of rapid transit cars on concrete elevated structures and the noise reduction from barrier walls were investigated by using acoustical scale models and supplemented by field measurements of noise from trains operated by the Port Authority Transportation Corporation (PATCO) in New Jersey. The results show that vehicle skirts and undercar sound absorption can provide substantial cost-effective reductions in propulsion noise at the wayside of transit systems with concrete elevated guideways. The acoustical scale model noise reductions applied to PATCO vehicles on concrete elevated structures show reductions in the A-weighted noise levels of 5 dB for undercar sound absorption, 5 dB for vehicle skirts, and 10 dB for combined undercar absorption and vehicle skirts. Acoustical scale model results for sound barrier walls lined with absorptive treatment showed reductions from 7 dB to 12 dB of noise from vehicles in the far track, depending on the height of the wall, and reductions from 12 dB to 20 dB of noise from vehicles on the near track. Transit vehicles at high speeds where propulsion system noise dominates are 7 dB(A) noisier at 50 ft on concrete elevated structures than on at-grade on tie and ballast. Of this amount, 3 dB is due to loss of ground effect, and 4 dB is due to the absence of undercar absorption provided by ballast.     

A reduced-scale railway noise barrier's insertion loss and absorption coefficients: comparison of field measurements and predictions

In situ testing determined the insertion loss (IL) and absorption coefficients of a candidate absorptive noise barrier (soundwall) to abate railway noise for residents of Anaheim, CA. A 4000 m barrier is proposed south of the tracks, but residential areas to the north have expressed concerns that barrier reflections will increase their noise exposure. To address these concerns, a 3.66 m high by 14.6 m long demonstration barrier was built in the parking lot of Edison Field, Anaheim, as part of a public open house, thereby allowing for acoustical measurements.Insertion loss (IL) was measured in third-octave bands assuming 1/2-scale construction. The IL for three, scaled railway noise sub-sources (rail/wheel interface, locomotive, and train horn) was measured at six, scaled distances. The highest total, A-weighted IL, after corrections for finite-barrier and point-source speaker effects was 22 dB(A) for rail/wheel noise, 18 dB(A) for locomotive noise, and 20 dB(A) for train horn noise. These results can be compared favourably to IL predictions made using algorithms from the US Federal Rail Administration (FRA) noise assessment guidelines. For the actual barrier installation, shielded residential receivers located south of the project are expected to see their future noise exposures reduced from an unmitigated 78 CNEL to 65 CNEL.Absorption coefficients were measured using time delay spectrometry. At lower frequencies, measured absorption coefficients were notably less than the reverberation room results advertised in the manufacturer's literature, but generally conformed with impedance tube results. At higher frequencies the correspondence between measured absorption coefficients and reverberation room results was much improved. For the actual barrier installation, unshielded residential receivers to the north are expected to experience noise exposure increases of less than 1 dB(A). This factor of increase is consistent with a finding of no impact when assessed using FRA guidelines for allowable increases of noise exposure.     

Effect of Mesoscale eddies on underwater sound propagation

The effects of sound speed variables induced by an anticyclonic eddy and a field of three cyclonic eddies on long-range sound propagation are investigated respectively. A deep-sea analytical eddy model [Henrick RF, Siegmann WL, Jacobson MJ. General analysis of ocean eddy effects for sound transmission applications. J Acoust Soc Am 1977;62:860-870] is used to determined sound speed distributions produced by warm-core ring in the southwest of South China Sea. Furthermore, the above analytical eddy model is generalize to include the azimuth angle variation and is used to determined sound speed distributions produced by Gulf Stream rings with different strengths. The theoretical temperature fluctuations induced by the warm eddy and a eddy field including three cyclonic eddies agree qualitatively with the in situ investigation data. The transmission loss of acoustic energy through the cross section of the warm-core ring center and three cyclonic eddy centers is simulated using 2-D parabolic-equation (PE) numerical modeling. It is found that the acoustic field has a significant change with variation of the location of SOFAR axis in the presence of the warm eddy and three cyclonic eddies comparing with the scenario of no eddies. When the source is located in the outside of the warm-core eddy and three cyclonic eddies respectively, and the receiver is located in outside of the eddy, the transmission loss as a function of range is investigated at different receive depth. It is shown that the changes of transmission loss caused by the warm-core eddy and three cyclonic eddies are as much as 20 dB than that of no-eddy situation. In the case of three cyclonic eddies, the largest discrepancy of transmission loss is about 40 dB near the range of 45 km for a 25-Hz source being located at a depth of 1500 m.     

Optimizing 10 Gbps optical communication system with duty cycle selection of return to zero pulse

We have investigated the return-to-zero (RZ) pulse duty cycle for single-channel Standard Single mode fiber (SSMF), Non Zero Dispersion shifted fibers (normal NZDSF and anomalous NZDSF fiber) for 10 Gbps optical fiber communication system. We give a comprehensive look on the behavior of variable duty cycle optical RZ pulse indicating that lowest bit error rate for duty cycle 0.8 among the duty cycle values 0.2, 0.4, 0.6 and 0.8 investigated for the case of SSMF. The single repeaterless mode fiber length is increased from existing 55 km at duty cycle 0.2 to fiber length 85 km by keeping duty cycle at 0.8. The result is also emphasized through the 10 dB Q value improvement and corresponding improvement in average eye opening diagram. The normal NZDSF show similar improvement but at greater fiber length, it offers BER 10⁻⁹ at length 110 km with duty cycle 0.2. NZDSF operating length can further be increased to length 160 km by keeping duty cycle 0.8. The corresponding 8 dB Q value improvement and Average eye opening improvement also supports the result through its graphical variation. Thirdly Anomalous NZDSF for same optical communication system showed that 0.2 duty cycle value give operational length of 130 km which could be extended to 160 km if 0.8 duty cycle is kept. The corresponding 8 dB Q value improvement, average eye-opening improvement endorsed the fact in the graphs.     

Novel power MOSFET-based expander for high frequency ultrasound systems

The function of an expander is to obstruct the noise signal transmitted by the pulser so that it does not pass into the transducer or receive electronics, where it can produce undesirable ring-down in an ultrasound imaging application. The most common type is a diode-based expander, which is essentially a simple diode-pair, is widely used in pulse-echo measurements and imaging applications because of its simple architecture. However, diode-based expanders may degrade the performance of ultrasonic transducers and electronic components on the receiving and transmitting sides of the ultrasound systems, respectively. Since they are non-linear devices, they cause excessive signal attenuation and noise at higher frequencies and voltages. In this paper, a new type of expander that utilizes power MOSFET components, which we call a power MOSFET-based expander, is introduced and evaluated for use in high frequency ultrasound imaging systems. The performance of a power MOSFET-based expander was evaluated relative to a diode-based expander by comparing the noise figure (NF), insertion loss (IL), total harmonic distortion (THD), response time (RT), electrical impedance (EI) and dynamic power consumption (DPC). The results showed that the power MOSFET-based expander provided better NF (0.76 dB), IL (−0.3 dB) and THD (−62.9 dB), and faster RT (82 ns) than did the diode-based expander (NF (2.6 dB), IL (−1.4 dB), THD (−56.0 dB) and RT (119 ns)) at 70 MHz. The −6 dB bandwidth and the peak-to-peak voltage of the echo signal received by the transducer using the power MOSFET-based expander improved by 17.4% and 240% compared to the diode-based expander, respectively. The new power MOSFET-based expander was shown to yield lower NF, IL and THD, faster RT and lower ring down than the diode-based expander at the expense of higher dynamic power consumption.     

Micromachined high frequency PMN-PT/epoxy 1-3 composite ultrasonic annular array

This paper reports the design, fabrication, and performance of miniature micromachined high frequency PMN-PT/epoxy 1-3 composite ultrasonic annular arrays. The PMN-PT single crystal 1-3 composites were made with micromachining techniques. The area of a single crystal pillar was 9 × 9 μm. The width of the kerf among pillars was ∼5 μm and the kerfs were filled with a polymer. The composite thickness was 25 μm. A six-element annular transducer of equal element area of 0.2 mm² with 16 μm kerf widths between annuli was produced. The aperture size the array transducer is about 1.5 mm in diameter. A novel electrical interconnection strategy for high density array elements was implemented. After the transducer was attached to the electric connection board and packaged, the array transducer was tested in a pulse/echo arrangement, whereby the center frequency, bandwidth, two-way insertion loss (IL), and cross talk between adjacent elements were measured for each annulus. The center frequency was 50 MHz and −6 dB bandwidth was 90%. The average insertion loss was 19.5 dB at 50 MHz and the crosstalk between adjacent elements was about −35 dB. The micromachining techniques described in this paper are promising for the fabrication of other types of high frequency transducers, e.g. 1D and 2D arrays.     

Impact of extinction ratio of single arm sin LiNbO3 Mach-Zehnder modulator on the performance of 10 and 20 Gb/s NRZ optical communication system

We investigate the impact of extinction ratio of single arm sin² LiNbO₃ Mach-Zehnder (MZ) amplitude modulator on the performance of 10 and 20 Gb/s single-channel optical communication system. For different fiber lengths, the system performance has been analyzed with the increase in the extinction ratio. The effect of variation in dispersion parameter has also been illustrated. The impact of extinction ratio (ζ), dispersion parameter and length of the fiber has been further optimized with minimum bit error rate (BER) at optimal decision threshold (10⁻⁹) for 10 and 20 Gb/s bit rate. It is found that the system gives optimum performance at extinction ratio (ζ) value 20 dB. The increase in the transmission distance from 468 km for 10 Gb/s to 532 km for 20 Gb/s has been reported, and 8 dB improvement in the Q value has been observed as the value of ζ is increased from 10 to 20 dB. At 20 Gb/s, the system gives optimum performance for dispersion parameter value only up to 4 ps/nm km; however, at 10 Gb/s the system can operate for dispersion values up to 14.3 ps/nm km. Further we investigate the self-phase modulation (SPM) effect for the increase in the input power. It is observed that the SPM effect is negligible below 3 dB m input power and it increases at higher power levels.     

The millimeter-wave rotational spectrum of fluorobenzene

The room-temperature rotational spectrum of fluorobenzene was studied in the frequency region 167-318 GHz. Rotational transitions were assigned and measured in the ground vibrational state, and all six excited vibrational states with energies below 600 cm⁻¹, i.e., v₁₁ = 1, v₁₁ = 2, v_18b = 1, v_16a = 1, v_16b = 1, and v_6a = 1. Accurate quartic-level spectroscopic constants were determined for all states, allowing spectral predictions well into the submillimeter region. The states v_18b = 1 and v_16a = 1 were found to be connected by a strong Coriolis interaction, which allowed precise determination of their energy separation, ΔE = 7.455088(3) cm⁻¹. Unambiguous assignment of vibrational modes was made on the basis of the calculated inertial defect and nuclear spin statistical weights. Rotational constants for the ¹³C₄ isotopomer have also been redetermined and two new least-squares determinations of the geometry of fluorobenzene, r₀ and are reported.     

Kinetic electron emission due to perpendicular impact of carbon ions on tungsten surfaces

Total electron yields for perpendicular impact of C⁺ ions on W have been measured for projectile energies from 0.2 keV to 7 keV. The data are compared with the data of C⁺ bombardment of gold and graphite in order to demonstrate general trends in kinetic electron yields at low projectile velocities. The total electron yields in the studied combinations of projectiles and substrates show a similar exponential dependence Γ ∝ (v/A) exp(−A/v), where A is a constant and v is the projectile velocity.     

Increase in transmission loss of single panels by addition of mass inclusions to a poro-elastic layer: Experimental investigation

The insertion loss of standard acoustic blankets can be significantly improved at low frequencies by the addition of randomly placed mass inclusions to the poro-elastic layers. The improvement is much greater than that due to the mass effect alone. The mass inclusions act as resonant systems and so increase the structure impedance. This paper reports the results of experimental investigations into this phenomenon. Increases in insertion loss of 15 dB in the 100 Hz third octave band are reported.     

Assessment of railway noise in an urban setting

The railroads that pass through the city of Curitiba played an important role in Brazil’s economic development. When the rail tracks were laid down, their route was consistent with the city’s layout, but today they are incompatible with its occupation and urban density. Due to its considerable presence in the urban grid, the railway track causes many problems to the population living in its proximities, such as noise pollution. The purpose of this study was therefore to assess the noise levels generated by a railway that passes through an urban area of a large city and to evaluate possible steps that could be adopted to mitigate the noise levels. To this end, three possible alternatives were simulated to control the noise pollution generated by railway traffic: (1) exclusion of the train horn, (2) inclusion of acoustic barriers, and (3) removal of the railway tracks from the urban perimeter. Noise levels were assessed in the surroundings of two major hospitals and a large educational institution. Acoustic mapping revealed that the simulated noise mitigation measures led to a reduction of 2–12 dB(A) in noise levels reaching the facades of the hospitals and school.     

Electrical nonlinearity pre-compensation for CO-OFDM system

An electrical nonlinearity pre-compensation (ENPC) combined nonlinearity with chromatic dispersion method is introduced for coherent optical orthogonal frequency-division multiplexing (CO-OFDM) system. Comparing with existed only nonlinearity pre-compensation (NL Pre-comp) method, ENPC method is not only suitable for low-dispersion fiber system, but also effective for high dispersion fiber transmission system without optical dispersion compensation. For 40 Gbit/s 20 × 80 km standard single mode fiber (SSMF) system, ENPC method can improve the nonlinear threshold (NLT) (for Q > 10 dB) about 2.7, 1.2, and 1.0 dB, and the maximum Q factor about 1.2, 0.4, and 0.3 dB for 2, 8, and 16 ps/nm/km fiber systems, respectively. The method allow the CO-OFDM system can avoid using optical dispersion compensation even for high dispersion fiber system with higher input power, and the 2-step ENPC solution does not increase more computation complexity compared with NL pre-comp method.