The effects of floating slab bending resonances on the vibration isolation of rail viaduct

This paper compared the performance of several isolation designs to control vibration transmissions from concrete rail viaducts. The isolation systems analysed includes medium- and short-length floating slabs, and floating ladders. The vibration was measured in Japan, Korea and Hong Kong. The study aimed to assess the effects of bending resonances of the floating slab systems. Simple formulae of estimating the significant bending resonance frequency and support passage frequency of a floating slab system are proposed. The resonance peaks obtained in site measurement are found to be in agreement with the calculation results. The results show that other than the vertical rigid body resonances for the isolation systems, the bending resonances of slabs have significant effects on vibration isolation performance. In particular, bending resonance frequencies should not coincide with the vertical isolator resonance and support passage frequency. According to the in-situ measurement results, a mini-type concrete floating slab can reduce the vibration level by more than 30 dB in the frequency range of 63-200 Hz. This should be achieved by designing the first bending resonances of the floating slab to be out of the dominant frequency range of concrete rail viaduct vibration.     

Concrete bridge-borne low-frequency noise simulation based on train–track–bridge dynamic interaction

Both the vibration of a railway bridge under a moving train and the associated bridge-borne noise are time-varying in nature. The former is commonly predicted in the time domain to take its time-varying and nonlinear properties into account, whereas acoustic computation is generally conducted in the frequency domain to obtain steady responses. This paper presents a general procedure for obtaining various characteristics of concrete bridge-borne low-frequency noise by bridging the gap between time-domain bridge vibration computation and frequency-domain bridge-borne noise simulation. The finite element method (FEM) is first used to solve the transient train–track–bridge dynamic interaction problem, with an emphasis on the local vibration of the bridge. The boundary element method (BEM) is then applied to find the frequency-dependent modal acoustic transfer vectors (MATVs). The time-domain sound pressure is finally obtained with the help of time–frequency transforms. The proposed procedure is applied to a real urban rail transit U-shaped concrete bridge to compute the bridge acceleration and bridge-borne noise, and these results are compared with the field measurement results. Both sets of results show the proposed procedure to be feasible and accurate and the dominant frequencies of concrete bridge-borne noise to range from 32 Hz to 100 Hz.     

混凝土箱梁相似模型结构噪声对比分析*

为探讨混凝土箱梁噪声的时变特性,以京沪高铁32 m混凝土简支箱梁为原型,制作了1:10的缩尺模型,通过模态试验的方法验证箱梁模型与原型的相似关系,通过声学试验验证箱梁声学计算模型的正确性。然后,建立了箱梁缩尺模型与原型两种计算模型,利用有限元和边界元法求出两种模型的瞬态结构噪声。研究发现,箱梁缩尺模型与箱梁原型的材料参数满足一定关系,模型试验的方法能够验证箱梁模型与箱梁原型之间符合相似关系,箱梁模型的振动噪声测试结果能真实反映原型振动噪声水平。两种模型的结构噪声在时域内声压级及对应场点的声压存在一定相似关系。该研究可为箱梁缩尺模型结构噪声反演至箱梁原型提供依据,所采用的方法和得到的结果对桥梁结构振动与声辐射实验研究具有参考作用。     

Coupling resonance of floating slab and supporting concrete box structure

This paper mainly investigates the effect of coupling resonance of floating slab and supporting short concrete box. The similarities and differences in vibration behaviors between long (30 m) and short (1.5 m) lengths of concrete box structures with the same cross-section were analyzed with finite element model (FEM). The results suggest that the major local modes for vibration and structure-borne sound radiation for long and short box structures are the same. A short concrete hollow box was constructed to verify the theoretical vibration results, and six combinations of floating slabs were installed on the box to identify the vibration and structure-borne sound control by experimental method. The resonance modes due to either concrete box or floating slab should degrade the vibration isolation performance of the floating system. There may be strong coupling between roll mode (rigid body rotation mode in the y-z plane) of the floating slab and local distortion mode of the short box structure and this can change the vibration resonance frequencies and amplify the vibration.     

Resonance properties of the vocal folds: in vivo laryngoscopic investigation of the externally excited laryngeal vibrations

The study presents the first attempt to investigate resonance properties of the living vocal folds by means of laryngoscopy. Laryngeal vibrations were excited via a shaker placed on the neck of a male subject and observed by means of videostroboscopy and videokymography (VKG). When the vocal folds were tuned to the phonation frequency of 110 Hz and sinusoidal vibration with sweeping frequency (in the range 50-400 Hz) was delivered to the larynx, three clearly pronounced resonance peaks at frequencies around 110, 170, and 240 Hz were identified in the vocal fold tissues. Different modes of vibration of the vocal folds, observed as distinct lateral-medial oscillations with one, two, and three half-wavelengths along the glottal length, respectively, were associated with these resonance frequencies. At the external excitation frequencies below 100 Hz, vibrations of the ventricular folds, aryepiglottic folds and arytenoid cartilages were dominant in the larynx.     

光学系统受迫振动的激光测量方法

将激光信号与高帧频CCD结合,解决了光学系统中振动信号和激光信号之间的转换问题,不仅能够测量振动对系统光束指向稳定性的影响,而且能够得到振动信号本身的频率特性。利用该方法对振源为150 Hz和200 Hz两种条件下的光学系统受迫振动进行测量,得到了与输入信号相吻合的振动信号属性。通过实验与分析得知:时域振幅测量精度为6.25 m,频域分辨力为2 Hz,方法简便高效,测量结果准确,已应用于角多路准分子激光主振荡功率放大器系统打靶试验平台光束指向稳定性的研究中。     

Investigation on Noise Pollution Comprehensive Treatment of Distribution Transformer in Living Area

In the current paper, which deals with the noise pollution excited by distribution transformers in the living area, a comprehensive treatment scheme is put forward for the purpose of reducing the sound pressure level emitting into the environment. In accordance with the associated test standard, the sound pressure levels of distribution transformer and surrounding environment are not only tested but analyzed as well. The measurements were carried out with the frequency analysis of the 1/3 octave resolution, with the center frequencies at 125 Hz, 250 Hz, 400 Hz, and 500 Hz. As illustrated, on the basis of the measurement results, the frequency of noise at 500 Hz of distribution transformer causes the major noise pollution in the surrounding environment. This measurement result is in line with the noise frequency characteristics of distribution transformer. There are two transmission routes of noise: i) the noise excited by distribution transformer transmits by means of the wall of distribution room, and ii) part of noise spreads through the ground of distribution room. Accordingly, acoustic shield and vibration isolation device are applied for the reduction of the low frequency noise emitted through the above two paths. Aimed at applying the appropriate acoustic material and vibration mounting, the evaluation of the noise reduction and vibration absorption is carried out in accordance with the sound and vibration insulation theory. Following the noise treatment, the transformer and environment noise are measured again. The corresponding findings shed light on the fact that the sound level satisfied the requirement of limits of the ordinance. The proposed noise treatment scheme can be applied to the existing power distribution facilities for controlling the sound levels that reach a point where it is comparatively more unobjectionable.     

充液管路系统流体声与结构声的复合有源控制

采用基于谐频自适应控制算法的有源消声与消振系统对充液管路系统突出的低频线谱噪声进行有源控制实验研究.建立了泵水循环管路实验系统,在管路中安装有源消声器对流体声进行控制,在管路出口障板上采用8×8通道有源消振系统控制结构声辐射。开展的低频线谱噪声与振动有源控制实验结果表明,在50~200 Hz频带内,通过结合有源噪声与振动控制可在多数频点取得10 dB以上的降噪效果。针对该实验系统,通过分别控制流体声和结构声分析了两者的贡献.实验结果验证了有源消声与消振系统具有较好的降噪性能,各频点处流体声与结构声占比情况不同,需要综合控制流体声与结构声才可以取得显著的降噪效果。      

The vibration discomfort of standing persons: 0.5-16-Hz fore-and-aft, lateral, and vertical vibration

To minimise the discomfort of standing people caused by vibration of a floor, it is necessary to know how their sensitivity to vibration depends on the frequency of the vibration. This study was designed to determine how the discomfort of standing people exposed to horizontal and vertical vibration depends on vibration frequency over the range 0.5-16 Hz. Using the method of magnitude estimation, sixteen subjects judged the discomfort caused by fore-and-aft, lateral, and vertical sinusoidal vibration at each of the sixteen preferred one-third octave centre frequencies from 0.5 to 16 Hz at each of nine magnitudes. Subjects also reported the main cause of their discomfort. Equivalent comfort contours were constructed, reflecting the effect of frequency on subject sensitivity to vibration acceleration. With horizontal vibration, at frequencies between 0.5 and 3.15 Hz the discomfort was similar when the vibration velocity was similar, whereas at frequencies between 3.15 and 16 Hz the discomfort was similar when the vibration acceleration was similar. At frequencies less than 3.15 Hz, the subjects experienced problems with their stability, whereas at higher frequencies vibration discomfort was mostly experienced from sensations in the legs and feet. With vertical vibration, discomfort was felt in the lower-body and upper-body at all frequencies. The frequency weightings in current standards for predicting the vibration discomfort of standing persons have been greatly influenced by the findings of studies with seated subjects: the weightings are consistent with the experimentally determined frequency-dependence of discomfort caused by vertical vibration but inconsistent with the experimentally determined frequency-dependence of discomfort caused by horizontal vibration. The results suggest that the responses of seated and standing people are similar for vertical vibration, but differ for horizontal vibration, partly due to greater instability in standing persons.     

抑制大型折叠腔结构光斑抖动技术的研究

针对光腔镜盒的真空变形和振动对精密光学系统的影响,分析了传统刚性连接的光学调整架平台以及球关节连接结构在减振降噪设计的不足,从支撑和柔性密封连接的角度,设计了隔离振动和光腔镜盒真空变形的精密光学调整架平台,对应用于大型折叠腔的双层光学调整架平台的动力学特性进行ANSYS仿真,并完成了光斑抖动验证实验。结果显示框架式双层光学调整架平台的第一阶弹性体频率可达到126.5,172.3Hz,很好地满足折叠腔光学调整架平台的使用要求;应用在大型折叠腔,抽真空试验前后He-Ne导引光输出光斑位置无变化,形状变化很小,出光过程中输出抖动角均方根值为3.73″,隔离振动传递效果明显。     

SEATED OCCUPANT APPARENT MASS CHARACTERISTICS UNDER AUTOMOTIVE POSTURES AND VERTICAL VIBRATION

The biodynamic apparent mass response characteristics of 24 human subjects (12 males and 12 females) seated under representative automotive postures with hands-in-lap (passengers) and hands-on-steering wheel (drivers) are reported. The measurements were carried out under white noise vertical excitations of 0·25, 0·5 and 1·0m/s²r.m.s. acceleration magnitudes in the 0·5-40Hz frequency range and a track measured input (1·07m/s²). The measured data have been analyzed to study the effects of hands position, body mass, magnitude and type of vibration excitation, and feet position, on the biodynamic response expressed in terms of apparent mass. A comparison of the measured response of subjects assuming typical automotive postures involving inclined cushion, inclined backrest and full use of backrest support with data determined under different postural conditions and excitation levels revealed considerable differences. The biodynamic response of automobile occupants seated with hands in lap, peaks in the 6·5-8·6Hz frequency range, which is considerably higher than the reported range of fundamental frequencies (4·5-5Hz) in most other studies involving different experimental conditions. The peak magnitude tends to decrease considerably for the driving posture with hands-on-steering wheel, while a second peak in the 8-12 Hz range becomes more apparent for this posture. The results suggest that biodynamic response of occupants seated in automotive seats and subject to vertical vibration need to be characterized, as a minimum, by two distinct functions for passenger and driving postures. A higher body mass, in general, yields higher peak magnitude response and lower corresponding frequency for both postures. The strong dependence of the response on the body mass is further demonstrated by grouping the measured data into four different mass ranges: less than 60 kg, between 60·5 and 70 kg, between 70·5 and 80 kg, and above 80 kg. From the results, it is concluded that hands position and body mass have the most significant influence on the apparent mass response under automotive posture and vibration.     

多振子梁弯曲振动中的局域共振带隙

从梁的弯曲振动方程出发,利用传递矩阵法,给出了无限周期结构的一维多振子声子晶体梁的弯曲振动能带结构,并利用有限元方法计算了有限周期结构梁的弯曲振动频率响应.建立了多振子声子晶体梁的简化模型,推导出带隙起始截止频率公式.结果表明:一维多振子声子晶体梁具有比单振子声子晶体梁更宽更丰富的振动带隙,可应用于呈倍频关系的减振降噪中;振动在带隙频率范围内频率响应具有明显的衰减;所建立的简化模型与理论模型结果符合较好.研究工作为梁类结构的减振提供一种新的思路.     

Cardiopulmonary resonance at 0.1 Hz demonstrated by averaged Lomb-Scargle periodogram

We demonstrate the resonant-like behaviour of the cardiopulmonary system in healthy people occurring at the natural low frequency oscillations of 0.1 Hz, which are often visible in the continuous pressure waveform. These oscillations represent the spontaneous oscillatory activity of the vasomotor centre and are sometimes called the Mayer waves. These 10-second rhythms probably couple with forced breathing at the same frequency and cause the observed cardiopulmonary resonance phenomenon. We develop a new method to study this phenomenon, namely the averaged Lomb-Scargle periodogram method, which is shown to be very effective in enhancing common frequencies in a group of different time series and suppressing those which vary between datasets. Using this method we show that in cardiopulmonary resonance the cardiopulmonary system behaves in a very similar way to a simple mechanical or electrical oscillator, i.e. becomes highly regular and its averaged spectrum exhibits a clear dominant peak and harmonics. If the forcing frequency is higher than 0.1 Hz, the total power and the share of power in the dominant peak and harmonics are lower and the prominence of the dominant peak and its harmonics greatly diminishes. It is shown that the power contributions from different forcing frequencies follow the resonance curve.     

对称折叠通道结构的低频通风吸声体*

为了消除或减少低频噪声,该文 提出了一种低频通风超材料吸声体,该吸声体由对称的折叠通道结构组成,具有深度亚波长、高通风空间占比和低频高效吸声的特性.通过传递矩阵方法、有限元模拟和四麦克风实验法,揭示了对称折叠通道结构通风吸声的物理机制.首先在理论上分析单个吸声体的通风吸声性能并进行了仿真模拟,在共振频率423 Hz附近,吸声系数大于0.9,通风空间占比高达40%.吸声单体的共振频率可通过改变折叠通道的长度来灵活调控,组合多个不同共振频率的吸声单体可以拓宽吸声体的有效吸声带宽.由四个吸声单体组合的通风吸声体可实现314－366 Hz频率范围内的高效声吸收(吸声系数大于0.8),且通风空间占比达到35%,而结构厚度仅为314 Hz时波长的1/10.该低频通风吸声体具有结构简单、结构强度高和容易制造等特点,在低频通风降噪领域有着潜在的应用前景．     

Attenuation of flexural vibration for floating floor and floating box induced by ground vibration

This paper investigates the vibration isolation performance of floating floor and floating box structures to control rail vibration transmission. Simple theoretical and experimental methods are developed to analyze the effects of stiffener beam, mass and arrangement of isolator on the fundamental natural frequency of the flexural vibration of floating floor and box structure.The vibration reduction performances of floating floor and box structure are found to be degraded by flexural vibration of the floor or supporting stiffener beam. From the results of vibration measurements; stiffener beams increase the fundamental natural frequency of flexural vibration of floating floor and enhance vibration isolation. Also they can further alleviate the effect of flexural vibration using optimum isolator arrangement effectively. The proposed floating box design achieved a vibration reduction of 15-30 dB in frequency region of critical rail vibration (30-200 Hz).     

Fore-and-aft transmissibility of backrests: Variation with height above the seat surface and non-linearity

The transmissibility of a seat depends on the dynamic response of the human body (which varies between individuals, body locations, and vibration magnitudes) and the dynamic response of the seat (which varies according to seat design). In the fore-and-aft direction, the transmissibility of a seat backrest was therefore expected to vary with vertical position on the backrest. This experimental study with 12 subjects investigated how backrest transmissibility varied with both the vertical measurement position and the magnitude of vibration. The transmissibilities of the backrest of a car seat and a block of solid foam were measured at five heights above the seat surface with random fore-and-aft vibration at five magnitudes (0.1, 0.2, 0.4, 0.8 and 1.6 ms⁻² rms) over the range 0.25–20 Hz. The median transmissibilities exhibited resonances in the range 4–5 Hz for the car seat and in the range 3–6 Hz for the foam. The backrests showed clear changes in transmissibility with vertical position, but there were minimal changes in the resonance frequencies. For both backrests, the transmissibilities were greatest at the middle of the backrest. The least transmissibility was measured at the top of the car seat but at the bottom of the foam backrest. At each measurement position on both backrests, the transmissibility was non-linear with vibration magnitude: the resonance frequencies and transmissibilities at resonance decreased with increasing vibration magnitude. The variations in backrest transmissibility with vertical position and with vibration magnitude were sufficiently great to affect assessments of backrest dynamic performance. The results suggest that the fore-and-aft transmissibilities of backrests should be evaluated from more than one measurement location.     

低频标准真空涨落的测量

采用自平衡零拍方案, 对低频段的标准量子真空涨落进行了测量. 实验确定了该系统的饱和光功率约为3.2 mW. 在10 Hz–400 kHz的频率范围内, 系统的共模抑制比平均为55 dB, 在100 Hz处高达63 dB, 对激光经典技术噪声具有很强的抑制作用. 当入射光功率为400 μ W 时, 真空涨落噪声达到11 dB. 此低频量子真空噪声探测系统可广泛应用于量子计量和量子光学等研究领域.     

Structural-acoustic finite element analysis of the automobile passenger compartment: A review of current practice

This paper contains a brief review of the formulation of the finite element method for structural-acoustic analysis of an enclosed cavity, and illustrations are given of the application of this analytical method at General Motors Corporation to investigate the acoustics of the automobile passenger compartment. Low frequency noise in the passenger compartment (in approximately the 20–200 Hz frequency range) is of primary interest, and particularly that noise which is generated by the structural vibration of the wall panels of the compartment. The topics which are covered in the paper include the computation of acoustic modes and resonant frequencies of the passenger compartment, the effect of flexible wall panels on the cavity acoustics, the methods of direct and modal coupling of the structural and acoustic vehicle systems, and forced vibration analysis illustrating the techniques for computing panel-excited noise and for identifying critical panels around the passenger compartment. The capabilities of the finite element method are illustrated by applications to the production automobile, and experimental verifications of the various techniques are presented to illustrate the accuracy of the method.     

Control of ground-borne noise and vibration

Ground-borne noise and vibration created by train operations is one of the major environmental problems faced by rail transit systems. In the past 10–20 years there have been a number of developments in the control and prediction of ground-borne noise and vibration although it is evident that further research is needed. In this paper the focus is on two methods of controlling the vibration radiated by the transit structure. First is the use of floating slab trackbeds, a method that has proven to be very effective at reducing vibration at frequencies above the resonance frequency of the floating slab system. Second is to modify the design of transit car bogies such that the wheel/rail forces are reduced. Although this method is still in the exploratory phase it has been shown that proper design of the bogie suspension can significantly reduce the levels of ground-borne noise and vibration.     

Multi-Source Coupling Based Analysis of the Acoustic Radiation Characteristics of the Wheel–Rail Region of High-Speed Railways

Based on elastic mechanics, the fluid–structure coupling theory and the finite element method, a high-speed railway wheel-rail rolling-aerodynamic noise model is established to realize the combined simulation and prediction of the vibrations, rolling noise and aerodynamic noise in wheel-rail systems. The field test data of the Beijing–Shenyang line are considered to verify the model reliability. In addition, the directivity of each sound source at different frequencies is analyzed. Based on this analysis, noise reduction measures are proposed. At a low frequency of 300 Hz, the wheel-rail area mainly contributes to the aerodynamic noise, and as the frequency increases, the wheel-rail rolling noise becomes dominant. When the frequency is less than 1000 Hz, the radiated noise fluctuates around the cylindrical surface, and the directivity of the sound is ambiguous. When the frequency is in the middle- and high-frequency bands, exceeding 1000 Hz, both the rolling and total noise exhibit a notable directivity in the directions of 20–30° and 70–90°, and thus, noise reduction measures can be implemented in these directions.