Experimental and numerical investigation of effect of sawn timber dimensions in ultrasonic velocity measurements of Spanish softwoods

Ultrasonic sound velocity measurements with hand-held equipment remain due to their simplicity among the most used methods for non-destructive grading of sawn woods, yet a dedicated normalization effort with respect to strength classes for Spanish species is still required. As part of an ongoing project with the aim of definition of standard testing methods, the effect of the dimensions of commonly tested Scots pine (Pinus sylvestris L.) timbers and equipment testing frequency on ultrasonic velocity were investigated. A dedicated full-wave finite-difference time-domain software allowed simulation of pulse propagation through timbers of representative length and section combinations. Sound velocity measurements vL were performed along the grain with the indirect method at 22 kHz and 45 kHz for grids of measurement points at specific distances. For sample sections larger than the cross-sectional wavelength ?RT, the simulated sound velocity vL converges to vL = (CL/?)0.5. For smaller square sections the sound velocity drops down to vL = (EL/?)0.5, where CL, EL and ? are the stiffness, E-modul and density, respectively. The experiments confirm a linear regression between time of flight and measurement distance even at less than two wavelength menor que2?L distance, the fitted sound speed values increased by 15% between the two tested frequencies.

On sonic anemometer measurement theory

In this paper a model for the measuring process of sonic anemometers (ultrasound pulse based) is presented. The differential equations that describe the travel of ultrasound pulses are solved in the general case of non-steady, non-uniform atmospheric flow field. The concepts of instantaneous line-average and travelling pulse-referenced average are established and employed to explain and calculate the differences between the measured turbulent speed (travelling pulse-referenced average) and the line-averaged one. The limit k1l=1 established by Kaimal in 1968, as the maximum value which permits the neglect of the influence of the sonic measuring process on the measurement of turbulent components is reviewed here. Three particular measurement cases are analysed: A non-steady, uniform flow speed field, a steady, non-uniform flow speed field and finally an atmospheric flow speed field. In the first case, for a harmonic time-dependent flow field, Mach number, M (flow speed to sound speed ratio) and time delay between pulses have revealed themselves to be important parameters in the behaviour of sonic anemometers, within the range of operation. The second case demonstrates how the spatial non-uniformity of the flow speed field leads to an influence of the finite transit time of the pulses (M≠0) even in the absence of non-steady behaviour of the wind speed. In the last case, a model of the influence of the sonic anemometer processes on the measurement of wind speed spectral characteristics is presented. The new solution is compared to the line-averaging models existing in the literature. Mach number and time delay significantly distort the measurement in the normal operational range. Classical line averaging solutions are recovered when Mach number and time delay between pulses go to zero in the new proposed model. The results obtained from the mathematical model have been applied to the calculation of errors in different configurations of practical interest, such as an anemometer located on a meteorological mast and the transfer function of a sensor in an atmospheric wind. The expressions obtained can be also applied to determine the quality requirements of the flow in a wind tunnel used for ultrasonic anemometer calibrations.

Dynamic response of underpasses for high-speed train lines

Underpasses are common in modern railway lines. Wildlife corridors and drainage conduits often fall into this category of partially buried structures. Their dynamic behavior has received far less attention than that of other structures such as bridges, but their large number makes their study an interesting challenge from the viewpoint of safety and cost savings. Here, we present a complete study of a culvert, including on-site measurements and numerical modeling. The studied structure belongs to the high-speed railway line linking Segovia and Valladolid in Spain. The line was opened to traffic in 2004. On-site measurements were performed for the structure by recording the dynamic response at selected points of the structure during the passage of high-speed trains at speeds ranging between 200 and 300 km/h. The measurements provide not only reference values suitable for model fitting, but also a good insight into the main features of the dynamic behavior of this structure. Finite element techniques were used to model the dynamic behavior of the structure and its key features. Special attention is paid to vertical accelerations, the values of which should be limited to avoid track instability according to Eurocode. This study furthers our understanding of the dynamic response of railway underpasses to train loads.

Aeroacoustics in high speed trains

Este trabajo se centra en el estudio de problemas aeroacústicos en los trenes de alta velocidad. Se han considerado dos escenarios en los que las ondas de presión generadas son críticos para el confort de los pasajeros. Uno es el debido a las ondas de presión que genera el tren cuando entra y sale de un túnel, que a su vez producen saltos de presión de baja frecuencia en el tren (cuando se cruzan con él) y en los alrededores del túnel cuando alcanzan la salida. Se estudia este fenómeno, y se propone un sistema aeroelástico basado en el galope transversal para disminuir la energía de estas ondas, y se analiza la energía extraíble de las ondas utilizando cuerpos con diferentes secciones transversales [Sorribes-Palmer and Sanz-Andres, 2013]. La influencia de la geometría de los portales en la energía radiada hacia el exterior de túnel es analizada experimentalmente, prestando especial atención a las boquillas porosas. Las ondas de presión en el interior del túnel se han analizado mediante el método de las características. Se han realizado ensayos experimentales para estimar la energía reflejada hacia el interior del túnel al alcanzar las ondas de presión el portal de salida del túnel. Se ha estudiado la formación e interacción entre el portal del túnel y la onda de choque generada en los túneles de gran longitud y pequeña fricción. Se propone un método para describir de forma aproximada el ruido radiado al exterior. Por otro lado se ha estudiado el ruido de media y alta frecuencia de origen aerodinámico. Se ha estudiado la influencia del desprendimiento de la capa límite sobre el tren. Se propone una metodología basada en una sección de tren característica para predecir rápidamente el nivel de presión de sonido dentro y fuera del tren para todo el rango de frecuencias. Se han realizado medidas experimentales en vía de los espectros de presión sobre la superficie del tren, y de la transmisibilidad de las uniones entre estructura y revestimiento. Los resultados experimentales se han utilizado en los modelos vibroacústicos. El método de la sección del tren característica es especialmente útil a altas frecuencias cuando todo el tren se puede modelar mediante el ensamblaje de diferentes secciones características utilizando el análisis estadístico de la energía. ABSTRACT This work is focused on the study of aeroacoustic problems in high speed trains. We have considered two scenarios in which the pressure waves generated are critical for passengers comfort. The first one is due to the pressure waves generated by a train entering in a tunnel. These waves generate pressure gauges inside the train (when they find each other) and outside of the tunnel portals. This phenomenon has been studied, and an aeroelastic system based on transverse galloping to reduce the energy of these waves is proposed. The maximum extractable energy by using bodies with different cross-section shapes is analyzed. The influence of the portals geometry in the energy radiated outwards the tunnel is analyzed experimentally, with particular attention to the porous exits. The pressure waves inside the tunnel have been analyzed using the method of characteristics. Experimental tests to estimate the energy reflected into the tunnel when the pressure waves reach the tunnel portal have been performed. We have studied the generation and interaction between the tunnel portal and a shock wave generated in long tunnels with small friction. A method to describe in an approximated way the pressure radiated outside the tunnel is proposed. In the second scenario, middle and high frequency noise generated aerodynamically has been studied, including the influence of the detachment of the boundary layer around the train. A method based on a train section to quickly predict the sound pressure level inside and outside the train has been proposed. Experimental test have been performed on board to evaluate the pressure power spectra on the surface of the train, and the transmissibility of the junctions between the structure and trim. These experimental results have been used in the vibroacoustic models. The low frequency pressure waves generated with the train during the tunnel crossing has been identified in the pressure spectrum. The train characteristic section method is especially useful at high frequencies, when the whole train can be modeled by assembling different sections using the statistical energy analysis. The sound pressure level inside the train is evaluated inside and outside the tunnel.

Aeroacoustic noise prediction in high speed trains due to attached and detached flow

This paper aims to set out the influence of the flow field around high speed trains in open field. To achieve this parametric analysis of the sound pressure inside the train was performed. Three vibroacoustic models of a characteristic train section are used to predict the noise inside the train in open field by using finite element method FEM, boundary element method (BEM) and statistical energy analysis (SEA) depending on the frequency range of analysis. The turbulent boundary layer excitation is implemented as the only airborne noise source, in order to focus on the study of the attached and detached flow in the surface of the train. The power spectral densities of the pressure fluctuation in the train surface proposed by [Cockburn and Roberson 1974, Rennison et al. 2009] are applied on the exterior surface of the structural subsystems in the vibroacoustic models. An increase in the sound pressure level up to10 dB can be appreciated due to the detachment of the flow around the train. These results highlight the importance to determine the detached regions prediction, making critical the airborne noise due to turbulent boundary layer.