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WAL Rail Damper for Track Noise Reduction

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Presentation on theme: "WAL Rail Damper for Track Noise Reduction"— Presentation transcript:

1 WAL Rail Damper for Track Noise Reduction
Wilson Acoustics Limited Wilson Acoustics Limited

2 Contents Rail Damper Working Principles Damper Development History
WAL Rail Damper Characteristics Manufacturing and Installation Frequency Tuning & Rubber Selection Laboratory Testing Field Measurement Wilson Acoustics Limited

3 Working Principles Vibration bending wave propagate along the rail and radiate as noise Track Decay Rate, dB/m ~ vibration attenuation per meter track (EN 15461:2008) Lower track decay rate  Longer vibration propagation distance  Larger effective radiation surface  Louder wayside / saloon noise Tuned mass damper used to increase decay rate Fn of the damper is tuned to rail vibration frequencies  rail vibration is transfer to the damper  dissipated by hysteresis rail damper Wilson Acoustics Limited

4 Development History ↑1st Prototype (2006)
Developed after observing tonal saloon noise in MOL Tuned Mass Damper by shear oscillation Attach to rail by magnets → 2nd Prototype (2007) Vibration absorption for both rail foot and rail web Multiple resonance frequency Wilson Acoustics Limited

5 Development History ← 3rd Prototype (2008) → 4th Prototype (2009)
Try to conduct test on operational rail. Magnetic mounting is not endorsed by MTR due to signaling concerns 2 clamping clips + Wax adhesion → 4th Prototype (2009) Vibration measured at operational rail indicates vibration level up to 80 g Structural components are strengthened Mounting mechanism is improved to provide higher and persistent mounting force. Wilson Acoustics Limited

6 Wilson Acoustics Limited
The mass is oscillating along the shear directions of the resilient layers. provides effective vibration absorption in both vertical and lateral directions, the noise radiating surfaces of the oscillation mass is significantly reduced, the ratio of oscillation mass to mounting mass is maximized. allows greater oscillation amplitude thus better vibration absorption. Gap filling material with high viscosity and low compressibility is placed at the mounting interfaces. Under static compressive mounting force, it behaves as flexible solid and deformed to fill up the movement gaps at the mounting interfaces. Under high frequency dynamic train excitation force, it behaves as stiff solid which provide high adhesion force and allow vibration energy to be effectively transferred to the dampers. Nylon nuts are screwed onto the top of conventional steel nuts. The high thread friction prevents nut loosening after repeated train passage. Resilient buffer layers are inserted at the mounting components to provide persistent mounting forces. prevents structural damage of mounting components for exceptional high vibration >100g Wilson Acoustics Limited

7 Damper Assembly Before transportation to site for installation, damper components are assembled into 3 parts Wilson Acoustics Limited

8 Damper Installation 10-15 dampers can be installed per hour by 1 team comprising 2 people. Wilson Acoustics Limited

9 Each rail section has its own noise frequency
Rail damper design frequency shall be specifically tuned Tuned for KTL curve and down-slope track section Wilson Acoustics Limited

10 Saloon Noise Critical Frequency 315-1600Hz
Hz  Tuned Mass Damping Mechanism The oscillation masses in each damper are tuned at specific frequencies within 300Hz to 1000Hz to absorb the vibration energy. >1000Hz  Viscous Damping Mechanism The damper employs a thin layer (~0.2mm) of viscous damping material applied at the rail foot bottom face to provide effective energy dissipation by viscous damping. Wilson Acoustics Limited

11 Damper Frequency Tuning
800Hz 400 & 800Hz 315Hz 630Hz 1000Hz where G is dynamic shear modulus of the resilient layer A is the surface area of resilient layer b is the thickness of the resilient layer M is the oscillation mass Frequency tuning can be achieved by adjusting the shear stiffness and dimensions of resilient rubber. Frequency Rubber Type Dimension 315Hz 550 Neoprene 40 x 45 x 1.25 mm 400Hz & 800Hz 50 x 55 x 1.25 mm 50 x 56 x 1 mm 630Hz 40 x 40 x 1 mm 55 x 58 x 1 mm 1000Hz 650 Neoprene 63 x 65 x 1 mm Wilson Acoustics Limited

12 Rubber Selection Appropriate Dynamic Shear Modulus
 Affects vibration absorption frequency Appropriate Mechanical Loss Factor  Affects vibration absorption bandwidth Durability to repeated dynamic stress Aging resistance under operation conditions Neoprene was selected. (A common material used in trackbed isolation) Wilson Acoustics Limited

13 Laboratory Testing General test and detail test are conducted to check the damper resonance frequencies. Wilson Acoustics Limited

14 Track Decay Rate Measurement
400Hz, Lateral 1000Hz, Lateral Wilson Acoustics Limited

15 Track Decay Rate Measurement
Estimated Rail Noise Reduction 4-8 dB Wilson Acoustics Limited

16 The End Wilson Acoustics Limited

17 Wilson Acoustics Limited
Oscillation Mass D1 & D2 Oscillation Mass C Oscillation Mass E Oscillation Mass B Oscillation Mass A Resilient Layers Wilson Acoustics Limited

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