Towards a model for electric vehicle noise emission in the European prediction method CNOSSOS-EU

The CNOSSOS-EU method is recommended in Europe for environmental noise prediction. In regards to road traffic, it includes vehicle noise emission models implicitly referring to internal combustion vehicles. The development of electrically driven vehicles calls for the future consideration of these vehicles in prediction models. On the basis of experimental data, the study reported in this paper proposes a noise emission model for extending CNOSSOS-EU to light electric vehicles. Correction terms to be applied to the propulsion noise component are determined. Investigations on a sample of tyres with good rolling resistance performance, which is a main tyre selection criterion on these vehicles, indicated that no correction is required for the rolling noise component. Differences between the noise emission from conventional vehicles and electric vehicles are discussed for several road surfaces. Owing to the limited vehicle sample as well as transitional statements, this new model for electric vehicles running at constant speed over 20 km/h should be considered as a first step towards the definition of this vehicle technology in CNOSSOS-EU.     

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.     

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.     

Evaluation of sound absorption capacity of asphalt mixtures

Noise generation is an environmental problem that affects human beings, animals and even plants. Several serious diseases have their development associated to the exposure of human beings to high levels of noise pressure, such as arterial hypertension, gastrointestinal changes, alterations in blood glucose and high heart rate, among others. Vehicle traffic is part of a group of noise-generating factors. Various mechanisms govern the generation and propagation of vehicle noises, which are produced mainly by motor vibration at speeds below 50 km/h and by the tire-pavement contact at speeds above 50 km/h. The noise generated by tire-pavement contact is the result of two components: aerodynamic noise (mainly related to the coating porosity), and mechanical noise (related to the coating texture). The noise generation according to these two components may be mitigated by using special asphalt mixtures. This work evaluates the sound absorption of four different types of asphalt mixtures (common dense-graded asphalt mixture, dense-graded rubberized asphalt mixture, rubberized porous coat with void volumes varying from 22% to 27%, and rubberized open-graded friction course) and the effect of granulometry and void volume of each mixture on the sound absorption coefficient. Mixture slabs were molded in a slab compactor developed by LCPC (Laboratoire Central des Ponts et Chaussées) and specimens were extracted from each one for assessing the sound absorption capacity in the laboratory. The acoustic behavior was evaluated according to standard ISO 10534-2, using impedance tubes. Results showed that sound absorption is strongly influenced by void percentage, interconnected void percentage and layer thickness.     

Skirts and barriers for reduction of wayside noise from railway vehicles—an experimental investigation with application to the BR185 locomotive

An experimental investigation to determine the noise reduction efficiency of a number of combinations of vehicle mounted noise skirts and trackside low barriers has been carried out. A 1:4-scale mock-up of the German BR185 locomotive was built. Special care was taken to achieve a realistic representation of the wheel/rail sources, using rotating acoustic source wheels able to imitate the radiation from structural modes and acoustic rail ducts with independently adjustable vertical and lateral slots. The acoustic insertion loss (IL) equivalent to a full-scale microphone position at 25 m distance from the track was determined for the different source components separately. The total IL was obtained from sound power spectra calculated with the TWINS software. Results for the design speed (v=120 km/h) and a case with a lower speed (v=100 km/h) are presented to illustrate the effect of speed on the acoustic IL. The tests were performed in open-air free field conditions. The experimental procedure used in the present investigation gives detailed information on the relative contributions from different source components, which is valuable for further design studies. For the eight combinations reported here, the overall reduction achieved was in agreement with results in the literature. The IL was 2-3 dB(A) for cases with only vehicle skirts and the case with only low track barriers. The combined configurations had insertion losses of 7-13 dB(A).     

LES-FEM coupled analysis and experimental research on aerodynamic noise of the vehicle intake system

To thoroughly explore the aerodynamic noise in order to achieve a more efficient engineering application for a vehicle intake system, the large eddy simulation and the finite element method were employed in numerical simulations, and the aeroacoustic characteristics were validated through the experimental data. In this research, the k-ε model was adopted to simulate the steady state fluid dynamic, and the static pressure loss was consistent with the bench test data, indicating the computational fluid dynamics model was valid. After acquiring the data from the steady state simulation, the fluctuating pressure of the inner wall was calculated based on the transient state calculation results from the large eddy simulation. Thereafter, the finite element method was used to determine the acoustic performance of the intake system. By comparing the experiment data, the noise reduction indicated that the intake system performed well at various frequencies, e.g. 320 Hz, 520 Hz and 770 Hz, but poorly at 140 Hz, 210 Hz, 420 Hz and 600 Hz. Finally, the far-field aerodynamic noise was calculated based on FW-H equation, and the output showed that the noise of each measuring point agreed well with the test results in trend. In particular, the inlet sound pressure spectrum almost fit the test data with the airflow of 300 m³/h, and several amplitude peaks appeared at 210 Hz, 420 Hz and 600 Hz, corresponding to the low-attenuation region of the noise reduction curve. Moreover, the specific frequencies were not shifted with the airflow changing. In conclusion, the numerical simulation method proves to be effective in calculating the aerodynamic noise accurately.     

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.     

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.     

Noise-impact estimates per FTA and APTA criteria

In a recent paper, light-rail line noise exposures were predicted both in terms of maximum pass-by sound levels for comparison to APTA criteria and day-night average sound levels for comparison to FTA criteria. For the local land uses and ambient noise conditions of the project, the distances for the unmitigated pass-by noise exposures to attenuate to the APTA and FTA criteria limits were estimated and the numbers of included dwellings counted. The results found that the FTA impact-onset (i.e., “some-impact”) criterion curve yielded significantly greater noise exposed areas while the APTA criteria yielded results between those of the FTA “some”- and “severe”-impact curves. However, those results only applied to the specific project under evaluation. This paper attempts to extend and generalize the comparison by parametric computation of exposed areas using both the FTA and APTA procedures. Predicted exposures in this paper are compared as a function of background ambient sound levels, type of land use impacted, numbers of daytime and nighttime operations, and train pass-by maximum sound levels. At very low background ambient sound levels, FTA tended to predict the greatest exposure, while in very noisy environments, APTA predicted more exposure. APTA predicted more exposure with low numbers of daily and/or nighttime operations, and FTA predicted more exposure with high numbers, but the comparative exposures were strongly dependent upon background ambient sound level and land use. For train pass-by maximum sound levels, APTA tended to show more exposure for very quiet pass-bys and to be intermediate to FTA/some and FTA/severe for noisier events—with the comparative exposures strongly dependent upon background ambient and land use.     

On rail vehicle vibrations induced by track unevenness: Analysis of the excitation mechanism

This paper deals with the analysis of the vibrations induced on the carbody of a rail vehicle by track unevenness. Attention is focused on the excitation mechanism of the carbody vibration modes, which has a strong influence on the vehicle's comfort. At first the problem is investigated through a simple three-degree-of-freedom analytical model, and the phenomenon of the critical velocities is analysed, pointing out how both rigid and flexible carbody vibration modes can be excited to a different extent, depending on the vehicle speed, and how they combine to produce the final carbody accelerations. Then the dynamic response of a real vehicle running on irregular track is simulated through a more detailed multibody model, suitable for quantitatively reproducing its dynamic behaviour in the 0-25 Hz frequency range. The 68 degrees-of-freedom of this model correspond to 35 rigid vibration modes of the vehicle components (carbody, bogie frames and wheelsets), plus the 33 carbody flexible modes which fall into the frequency-range of interest. In the last part of the paper, the obtained numerical results are compared to the experimental data collected during on-line tests, showing how the adopted numerical model accurately simulates the dynamic behaviour of the real vehicle at the different velocities, with very good agreement. The results presented in the paper demonstrate that the excitation of the flexible modes may have a decisive effect on carbody accelerations and that introducing carbody flexibility in the vehicle model turns out to be unavoidable for properly predicting a rail vehicle comfort performance.     

Wind dependence of ambient noise in shallow water of Bay of Bengal

This work reports on investigations into the wind dependence of ambient noise in the Bay of Bengal. Ambient noise measurements were made in the shallow water of Bay of Bengal using a portable broadband, high frequency data acquisition system together with a sensitive hydrophone suspended from the measuring platform at a depth of 5 m from the surface where the ocean depth was 25 m. Periodic measurements were carried out for one year corresponding to a wind speed range between 2 m/s and 9 m/s during summer, monsoon and winter seasons. The proportionality of the noise level with wind speed for frequencies ranging from 500 Hz to 6 kHz for each season was studied. The analysis reveals that the correlation between the wind speed and the ambient noise spectrum level was higher at lower frequencies. The results of empirical fitting based on analysis were used for noise level prediction and the model predictions compare well with the measured noise level. Further it was observed that the wind generated noise level measured during summer was approximately 8 dB less than that in other seasons. On the other hand the proportionality between the noise level and the wind speed was less during winter.     

Transmission performance of 20 × 10 Gb/s WDM signals using cascaded optimized SOAs with OOK and DPSK modulation formats

We investigated 20 channels at 10 Gb/s wavelength division multiplexing (WDM) transmission over 1190 km single mode fiber and dispersion compensating fiber using cascaded inline semiconductor optical amplifier at a span of 70 km for RZ-DPSK (return zero differential phase-shift keying) modulation format by using same channel spacing, i.e. 100 GHz. We show for RZ-OOK (return zero on-off keying) format a transmission distance of up to 1050 km with Q factor more than 15 dB, without any power drops. We developed the SOA model for inline amplifier having minimum cross-talks and ASE (amplified spontaneous emission) noise power with sufficient gain. At optimal bias current of 400 mA, a high constant gain of 36.5 dB is obtained up to a saturation power of 21.36 mW. So reduction of cross-talk and distortion is possible by decreasing the bias current at appropriate amplification factor.The DPSK modulation format has less cross-talk as compared to OOK format for nonlinearities and saturation case. The impact of optical power received and Q factor at different distance for both RZ-OOK and RZ-DPSK modulation format has been illustrated. We have shown the optical spectrum and clear Eye diagram at the transmission distance of 1190 km in RZ-DPSK system and 1050 km in RZ-OOK systems.The bit error rate (BER) for all channels observed is less than 10⁻¹⁰ up to gain saturation for both DPSK and OOK systems. Finally, we investigated that the transmission distance decreases with a decrease in channel spacing of up to 20 GHz.     

Simulation of DWDM signals using optimum span scheme with cascaded optimized semiconductor optical amplifiers

We numerically simulated the ten channels at 10 Gb/s dense wavelength division multiplexing (DWDM) transmission faithfully over 17,227 km using 70 km span of single mode fiber (SMF) and dispersion compensating fiber (DCF) using optimum span scheme at channel spacing 20 GHz. For this purpose, inline optimized semiconductor optical amplifiers (SOAs) and DPSK format are used. We optimized the SOA parameters for inline amplifier with minimum crosstalk and amplified spontaneous emission noise with sufficient gain at bias current 400 mA. For this bias current, constant gain 36.5 dB is obtained up to saturation power 21.35 mW. We have also optimized the optical phase modulator bandwidth for 400 mA current which is around 5.5 GHz with crosstalk −14.2 dB between two channels at spacing 20 GHz.We show the 10×10 Gb/s transmission over 70 km distance with inline amplifier has good signal power received as compared to without amplifier, even at equal quality factor. We further investigated the optimum span scheme for 5670 km transmission distance for 10×10 Gb/s with channel spacing 20 at 5.5 GHz optical phase modulator bandwidth. As we increase the transmission distance up to 17,227 km, there is increase in power penalty with reasonable quality.The impact of optical power received and Q factor at 5670 and 17,227 km transmission distance for different span schemes for all channels has been illustrated. For launched optical power less than saturation, all channels are obtained at bit error rate floor of 10⁻¹⁰.     

Temperature effect on tyre-road noise

Tyre-road noise emission decreases when the outdoor temperature increases, with a variation that can exceed −0.1 dB(A)/°C. This effect depends on tyre-road combination, but semi-generic corrections can improve the accuracy of tyre-road noise measurements. In this paper, the variation of pass-by noise level of a passenger car at 90 km/h with temperature is investigated, on seven types of road surfaces, under different temperature conditions. A good correlation between air, road surface and tyre temperature is outlined. A linear relationship between noise level and air temperature variations is observed for bituminous pavements, of about −0.1 dB(A)/°C, but reduced to −0.06 dB(A)/°C for pavements having porosity. No temperature effect is observed on cement concrete pavements. A spectral analysis shows that the temperature effect is highest in low and high frequency range, what can be explained by generating mechanisms rather than propagation.     

Potential low frequency ground vibration (<6.3 Hz) impacts from underground LRT operations

Vibration sensitive research activities at the laboratories of the University of Washington (UW) Physics and Astronomy Building (PAB) were a critical issue for the design of the Sound Transit Link Light Rail LRT system in Seattle, Washington. A study was conducted to measure and predict low frequency ground vibration generated by the LRT operations. The University's concern was an on-going research experiment in gravity, which had sensitivity to vibration below 6.3 Hz. The experiment was located on an independent concrete slab in an area cut-out from the building foundation with no connection to the building structure. Another concern was the planned future construction of a Life Sciences Center with vibration sensitive test equipment. This paper presents the results of a study to estimate the ground displacement at these buildings using empirical measured data of a similar deep tunnel transit system and finite difference modelling analysis.     

Performance evaluation of path-averaged soliton pulses in loss-managed 10-Gbps soliton transmission link over a long haul

In this paper, the performance evaluation of path-averaged soliton transmission link for various performance measures viz. OSNR, optical power, extinction ratio, bit error rate (BER) and Q factor at different levels of noise figure and values of pulse width (FWHM) has been carried out. The performance of soliton transmission link is studied, taking into account soliton interaction, amplified spontaneous emission (ASE) noise and noise figure. The model presented considers interaction in a random sequence of solitons and the effect of the ASE noise added in each amplification stage. The influence of ASE noise, noise figure and pulse width with different amplifier spacing on the BER and quality factor has been investigated. It has been shown that these play dominant roles in degrading the performance measures. We have demonstrated the capability of path-averaged (guiding-centre) soliton for a long-haul distance of 17,000 km at a bit rate of 10 Gbps without ASE effect and noise figure in each amplifier span length of 500 km. The average value of quality factor is found to be 16.6 dB and the average BER is of the order of 10⁻¹² over the transmission distance of 17,000 km. Further, it has been investigated that a severe system penalty results on the inclusion of ASE effect and noise figure in order to achieve the same level of performance. Thus, the investigations ascertain that in order to maintain the same level of BER and Q factor, the amplifier spacing and total transmission distance reduce considerably.     

Characterization of 60 GHz Multi Quantum well passively mode-locked laser under optical self-injection locking

The quality and pulse compression of the 60 GHz millimeter wave signals generated by 750 μm long InAlGaAs Multi Quantum Well (MQW) passively mode locked laser under free running and optical self-injection locked conditions are experimentally characterized in terms of longitudinal modes under certain bias currents that range from 24 mA to 90 mA. Initially, the MQW laser is characterized in free running condition with no external injection. The measurements reflect that the free spectral range of laser under test is around 61 GHz and exhibit more than 22 lasing modes. The laser is then integrated into low phase noise self-injection locking oscillator by feeding a part of output RF signal back into the laser cavity to enhance passive mode locking. By doing so the microwave line width of our laser is reduced from 900 kHz to 24 kHz with significant increase in output of resultant beat tones which exhibits strong passive mode locking. This is the first time that the free running microwave line width of MQW laser is reduced up to this level. It is evident from our experimental investigation that as we increase the power and phase correlation between different longitudinal modes inside laser cavity through optical self-injection, the strength of the passively mode locked mechanism is significantly increased and the phase noise of radio frequency signal is drastically reduced.     

Characteristics of low noise hybrid fiber amplifier

The characteristics of hybrid fiber amplifier (HFA) are investigated. HFA is composed of three stages: short-length EDFA pre-stage, DCF Raman amplifier, and power boosting EDFA. HFA has low noise figure, high output power, and also wide input power dynamic range. Gain control method of HFA is presented experimentally, and the transient gain excursion is suppressed to less than 0.5 dB at 3 dB channel add-drop. HFA can be used as line amplifier in optical transmission link even combined with distributed Raman amplifier due to wide input power dynamic range. The transmission performance of HFA is better than EDFA by more than 1.0 dB of Q-factor in 720 km SMF transmission.     

The horizontal apparent mass of the standing human body

The driving-point dynamic responses of standing people (e.g. their mechanical impedance or apparent mass) influence their dynamic interactions with structures on which they are supported. The apparent mass of the standing body has been reported previously for vertical excitation but not for lateral or fore-and-aft excitation. Twelve standing male subjects were exposed to fore-and-aft and lateral random vibration over the frequency range 0.1-5.0 Hz for 180 s at four vibration magnitudes: 0.016, 0.0315, 0.063, and 0.125 m s⁻² rms. With lateral excitation at 0.063 m s⁻² rms, subjects also stood with three separations of the feet. The dynamic forces measured at the driving-point in each of the three translational axes (i.e. fore-and-aft, lateral and vertical) showed components not linearly related to the input vibration, and not seen in previous studies with standing subjects exposed to vertical vibration or seated subjects exposed to vertical or horizontal vibration. A principal peak in the lateral apparent mass around 0.5 Hz tended to decrease in both frequency and magnitude with increasing magnitude of vibration and increase with increasing separation of the feet. The fore-and-aft apparent mass appeared to peak at a frequency lower than the lowest frequency used in the study.     

Application of MetaRail railway noise measurement methodology: comparison of three track systems

Within the fourth RTD Framework Programme, the European Union has supported a research project dealing with the improvement of railway noise (emission) measurement methodologies. This project was called MetaRail and proposed a number of procedures and methods to decrease systematic measurement errors and to increase reproducibility. In 1999 the Austrian Federal Railways installed 1000 m of test track to explore the long-term behaviour of three different ballast track systems. This test included track stability, rail forces and ballast forces, as well as vibration transmission and noise emission. The noise study was carried out using the experience and methods developed within MetaRail. This includes rail roughness measurements as well as measurements of vertical railhead, sleeper and ballast vibration in parallel with the noise emission measurement with a single microphone at a distance of 7.5 m from the track. Using a test train with block- and disc-braked vehicles helped to control operational conditions and indicated the influence of different wheel roughness.It has been shown that the parallel recording of several vibration signals together with the noise signal makes it possible to evaluate the contributions of car body, sleeper, track and wheel sources to the overall noise emission. It must be stressed that this method is not focused as is a microphone-array. However, this methodology is far easier to apply and thus cheaper. Within this study, noise emission was allocated to the different elements to answer questions such as whether the sleeper eigenfrequency is transmitted into the rail.