AT511769B1 - METHOD FOR PREDICTING IMMISSIONS - Google Patents

Abstract

The invention relates to a method for predicting the immissions of a vehicle (1) to a predetermined immission point (3). According to the invention, it is provided that a) the path (2) is predetermined by a number of waypoints (21) located thereon, b) a number of emission sources are predetermined on the vehicle (1) and a given emission is assigned to the individual emission sources c) that the emissions determined by the vehicle (1) are each attributed to one of the waypoints (21), whereby for each waypoint (21) an emission function Fi (t) is determined over the time (t), d) that for each Waypoint (21) a transfer function (Hi) is determined, by means of which an immission function vi (t) is determined in dependence on the emission function Fi (t), e) that the respective waypoint (21) associated transfer function Hi to the individual from the vehicle (1) emanating emission values in the waypoints (21) is applied, wherein for each of the waypoints (21) each an immission function vi (t) is determined, and f) that a prediction function v (t) by Superpositi on the individual immission functions vi (t) is determined.

Description

Description [0001] The invention relates to a method for the prediction of immissions, in particular emissions caused by traffic, according to the preamble of claim 1.

So far, individual methods are known from the prior art, by means of which the Aususe effects of emissions and immissions of certain vibration sources are determined to Immis¬sionspunkte. The invention is based on the general problem that, especially in the area of traffic, the immission sources are typically moved, so that the models known hitherto emanating from a stationary emission source. Failure to predict or predict immissions at a particular point.

Typically, forecasts are provided for traffic jerks for buildings near planned railroad tracks. It may be both überirdi¬sche as well as underground rail lines. The aim of such forecasts is to be able to effectively estimate the vibration immissions and their effects on the buildings and their inhabitants. The assessment of immissions is governed by various standards, in particular ÖNORM S 9012, S 9020 and DIN 4150. From the prior art, methods are known which use either exact physical models for prognosis or alternatively the measured transfer function from the emission point to the immission point for a prognosis in the frequency range. Physical model predictions, such as analytical solutions, finite element simulations, or boundary element simulations, are usually computationally expensive and, unless additional ground floor testing is provided, provide relatively high uncertainty results with respect to physical properties Models assumed material properties.

An alternative and more practical solution, which is known from the prior art, is to measure transfer function and to multiply this with an emission spectrum of the vibration source in order to obtain an emission spectrum at the immission point. For those who are equal to the limits defined in the standards (ÖNORM, DIN), however, it is necessary to extract from the emission spectrum approximately comparative values, such as the maximum vibration velocity, the sliding RMS evaluating vibration velocity, which entails inaccuracies. In addition, there is the considerable disadvantage that the calculated immission spectrum of the vibration emanates from a pumping source with periodic excitation, which does not correspond to the conditions of shocks caused by the rail traffic.

The object of the invention is therefore to provide a method for the prediction of vibrations, by means of which the effects of moving emission sources can be safely predicted.

The invention solves this problem in a method of the type mentioned with the features of the characterizing part of the independent claim. 1

[0008] According to the invention, in a method, the preamble of claim 1 provides that [0008] a) the path is predetermined by a number of waypoints located on it, b) that a number of emission sources, in particular in the region of [0010] c) that the emissions determined by the vehicle are in each case assigned to one of the waypoints or several waypoints according to the position of the individual emission sources of the vehicle each waypoint an emission function F i (t) is determined over time, d) that for each waypoint a transfer function is determined, by means of which one of the

[0012] e) that the transfer function H, assigned to the respective waypoint, is determined by the emission values at the immission point describing the immission point vi (t) as a function of the emission function Fi (t) assigned to the respective waypoint is applied in the waypoints, wherein as a result of the evaluation of the respective transfer function Hi an immission function V | (t) is determined for each of the waypoints, and [0013] f) that a prediction function v (t) by superposition of the individual immission functions V | (t) is determined and this prediction function v (t) is reproduced to predict the immissions of the emissions caused by the vehicle.

The method according to the invention has the advantage that the fact that vehicles act as vibration sources and not merely as point sources but cause vibrations over a relatively large line-shaped area is better taken into account. Furthermore, it is advantageous that the result of the prognosis is present as the time course of the immission, whereby limit value comparisons can be carried out particularly quickly and efficiently. In addition, the different dispersive soil properties and the soil attenuation can be taken into account in the respective calculation model.

Advantageously, it may be provided that as physical emissions on the axles of the vehicle, the waypoints and / or the immission point prevailing physical quantities, such as vibrations, forces, mechanical vibrations, Schwingge¬ speeds, sound waves and / or electromagnetic waves are used.

To assess emissions from railway lines can be provided that asWeg a road or a railway line is used.

In order to obtain an advantageous spatial resolution and to be able to take into account the spatial distribution of the sources of vibration in the vehicle, it may be provided that the waypoints follow each other along the way, in particular at a distance of between 3 cm and 10 m, preferably 0.6m, between two are arranged, the number of points preferably between 30 and 5000, in particular between 100 and 200, is set.

A particularly simple determination of the emanating from a vehicle or caused emissions and their effects on the emission point provides that a) on the vehicle a reference point is determined and the distances of the axes of

Vehicle in the direction of extension of the path and / or in the direction of travel of the vehicle, b) for each individual axis, the respective outgoing from the vehicle and via this

Axis is transmitted to the predetermined path, in particular beforehand, determined or estimated, and is available in the form of an axle emission function Fa (t) defined over time, c) an influencing function 1 (D) characterizing the underground of the path ) indicating the effects and propagations of emission at a point on the way in a distance spaced point from that point, and d) that the waypoints Fj (t) are as follows Regulation to be determined: m

Fi (t) = YjFa (t) l (vt-sa-xi) ds v_ _ /

a- \ D

Where (x,) is the position of the respective waypoint with respect to a given Koordi¬natensystem, the argument D = (v * t - sa - x,) the distance of the a-th axis to ith Weg¬ point at time t and where ds is the distance between each two adjacent waypoints and where I is an influence function which has its maximum in the area around the argument 0 and preferably falls symmetrically about this maximum, and where v is the speed of the vehicle and sa is the distance of the a-th axis to a reference point on the vehicle.

A particularly advantageous influence function, which is adaptable to individual occurrences of the background of the path, provides that the influence function I with the formula

β ~ ψ, V 1 (D) = - (cos φ - sin φ) 2k - r [0025] where r = (4EI / k) 0.25; φ = ΌΙΐ, and where k corresponds to the bedding of the ground per linear meter [N / m2] and El corresponds to the bending stiffness [Nm2] of the beam model of the road construction. In this advantageous development of the invention, in particular, dispersive soil properties can be easily taken into account.

Alternatively, the influence function can be determined by determining the influence function 1 (D) by applying a predetermined emission at a point on the path and detecting the emissions in a predetermined number of adjacent further points on the path away from the point in which the influence function 1 (D) is set as the ratio between the amplitude of the emission and the amplitude of the immission.

For the advantageous discretization of the path, it can be provided that the distance between two adjacent waypoints is chosen such that the influence function l (x) between two adjacent waypoints by less than 20%, in particular by less than 5%, of the maximum value of the influence function l (x) varies between these waypoints. This allows accurate results to be achieved with relatively little computational effort.

For the advantageous modeling of the transmission of the emissions from the path to the immission point it can be provided that the transfer functions Hs (f) are determined as a function of the frequency of the emissions or immissions by a single transfer function H (f) for a predetermined waypoint having a predetermined distance dT from the immission point, and wherein the transfer function H | (f) is set according to the following rule: #, - (/) = ^ (/) 1 ^] exp i-2iIjfD. {di-dT Where K i is the distance of the respective waypoint from the immission point, where α is a coefficient of attenuation, where D is an attenuation constant, dj is the distance of the respective waypoint from the immission point and where vs (f) is the propagation speed of emissions, in particular of vibrations in the soil.

For the simple determination of the results of the transfer function it can be provided that for the application of the transfer function H, to the emission function F, (t) the emission function is Fourier-transformed, the Fourier transform f, (t) with the transfer function H, (f) is multiplied and the result of this multiplication is Fourier-transformed back, the immission function v, (t) being determined as a result of the Fourier inverse transformation.

To take into account different propagation velocities at different frequencies, it can be provided that, to apply the transfer function H, with the frequency-dependent propagation velocity vs (f) to the emission function Fi (t), the emission function is Fourier-transformed, the Fourier transform f , (f) is multiplied by the transfer function H | (f), and optionally with a given filter function J (f), and the result of this multiplication is Fourier-back transformed, the immission function Vj (t) being the result of the Fourier inverse transformation is set.

Furthermore, it can be provided that the filter function J (f) is set with J (f) = exp (-2jref (di / vs (f) -tsio)), where di is the distance of the respective waypoint from the immission point and tSio represents a reference time delay, which is determined in particular with tSio = di / max (vs (f)). The transfer function can be adapted better to the ground attenuation at points away from the immission point. Furthermore, this particular development of the invention also offers the possibility of determining the phase differences, a time offset and time delays caused by wave propagation times of the immission from individual point sources with great accuracy.

To correct the results, it can be provided that the prediction function v (t) is subjected to high-pass filtering, preferably with a cut-off frequency of 1 Hz.

A preferred embodiment of the binding is illustrated by the following drawing figures.

Fig. 1 shows schematically a railroad track with a rail vehicle and a building serving as an immission object with an in-building emission point.

FIG. 2 shows a schematic and simplified representation of the scene represented in FIG. 1.

3 shows by way of example an axle load occurring on an axle of the vehicle.

Fig. 4 shows schematically the assignment of the emanating from the individual axes

Forces on the waypoints of the way.

Fig. 5 shows a preferred influence function.

Fig. 6 shows an example of an experimentally determined wave velocity in dispersive soil.

FIG. 7 shows the contribution of the individual axles of the vehicle to the force acting on a waypoint.

FIG. 8 shows the emission function caused by the drive of the vehicle and assigned to a waypoint.

Fig. 9 shows an enlarged portion of Fig. 8.

Fig. 10 shows a transfer function determined by measurement.

FIG. 11 shows a computationally determined immission function without application of a

Filter.

Fig. 12 shows the immission function shown in Fig. 11 after application of a

Filter.

Fig. 13 shows a determined by superposition of the individual immission functions

Prognostics.

FIG. 14 shows the prediction function shown in FIG. 13 after application of a low-pass filter.

In Fig. 1, a path 2 in the form of a railroad track with a rail vehicle 1 and serving as an immission object building with a Immissi¬onspunkt 3 are shown schematically. In the course of the special embodiment of a method according to the invention described below, the effects of vibrations generated by the rail vehicle 1 on the immission point 3 are to be determined. The aim of the investigation is to determine the effects of different passing rail vehicles 1, such as with several wagons, on the house.

In the embodiment of the invention shown here, a plurality of waypoints 21 are given on the way 2. In the present railway path serving as path 2, points each lying on the thresholds are given as the waypoint 21, and the waypoints 21 are preferably used as waypoints 21 on the points located centrally between the rails.

In the following, an emission or immission is understood to be a physical quantity, for example a vibration, an occurring force, a mechanical vibration, a swinging speed, the intensity of sound waves or electromagnetic waves. Of course, combinations of the stated physical quantities can also be used.

Different sizes can also be used as immission and emission, for example the force prevailing on the vehicle 1 can be used as emission and the speed of movement of the walls of the building in the region of the immission point 3 can be used as an immission.

Fig. 2 shows a schematic representation of the individual waypoints 21 on the way 2. The path 2 is shown in one dimension, d. H. Any curves or crests are not dar¬gestellt. On the path 2, a number of 2n + 1 waypoints 21 are given which each have the same distance ds from one another. Alternatively, it is of course possible to keep the distances between the individual waypoints different, wherein in the following calculations, in each case for each waypoint 21 or for each two adjacent waypoints 21 the concrete distance ds is to be inserted into the respective formula.

The individual waypoints 21 receive a unique index depending on their location on the way. If a vehicle 1 travels the route 2, it travels in succession waypoints 21, each with increasing or decreasing indices. In the present case, the indices for the 2n + 1 waypoints 21 are chosen from -n to + n. As shown in FIG. 2, each of the waypoints 21 has a different distance d to the immission point 3. For all of the waypoints 21, the distance to the immission point 3 is calculated or determined by measurement. For the measurement, for example, for each waypoint 21 as well as for the immission point 3the coordinates, in particular by means of GPS, can be determined and in each case the distance d between the respective waypoint 21 and the immission point 3 can be determined.

As further shown in Fig. 2, it is assumed that any emissions emanating from the vehicle 1 used for the following model calculations are each attributed to one of the waypoints 21. In this case, each of the waypoints 21 is in each case assigned an emission function Fj (t), which approximately indicates how the time profile of the emissions emanating from the respective waypoint 21 is. It is assumed that in each individual waypoint 21 approximately an emission point source is arranged, to which the respective emissions of the vehicle 1 are attributed.

This assumption is of course only an approximation of the actual emission behavior, but provides accurate results, especially when a large number of close points is used and the distances to the immission point 3 are large in relation to the distances of the individual waypoints 21 to each other. In the present example, the distance ds is in each case about one meter, while the distance to the emission point 3 is in the range between 20 and 1000 meters. In general, however, the distances between the waypoints 21 and the immission point 3 can be much larger.

In FIGS. 3 to 5, the assignment of the individual emissions emitted by the vehicle 1 to the waypoints 21 is shown in more detail. It is further assumed that the emissions are emitted mainly via the axles of the vehicle 1 on the way 2 and beyond transmissions of immissions, such as the air are relatively low. In the present embodiment, the vibration forces occurring at the individual axles of the vehicle 1 are determined as emissions.

On the vehicle 1, the emissions are determined, the emissions are each assigned to one of the wheel axles or axles 12. An axle emission function Fa (t) is determined for each of the axles 12 of the vehicle 1. The axle emission function Fa (t) indicates for each axle with an axle index a the respective axle emission originating from the vehicle 1 and transmitted via this axle 12 to the ground of the path 2. The axle emission function Fa (t) will be pre-determined by a pre-pickup on the vehicle 1. Thus, the axle emission function Fa (t) emanating from a particular wagon in a single wagon on a test track can be predetermined and used for a plurality of wagons associated with the vehicle 1. The time course of an axle emission function Fa (t) is shown in FIG. 3 and indicates the force exerted by the respective axle on the path 2, in the present case on the track body, shown over time.

The vibrations emitted by the vehicle 1 are caused by the acting force of the passing axles 12. The forces act on the axles, the distances of the individual axles being predetermined by a point R predetermined on the vehicle. The position of the axles 12 at a given point in time can be determined by the speed v of the vehicle 1 by the respective distance from the given point. The axle emission functions Fa (t), a = 1..m give the respective axis 12 with the index a on the background of the path 12 output power.

The axle loads Fa (t) include dynamic forces. These significantly influence the prognosis, so special attention is paid to their definition. The dynamic forces are caused by unevenness (of the wheel, the road, the rail), the vehicle dynamics, the traffic-path dynamics, and the contact stiffness wheel-road / rail. There are various methods for determining the axle load profiles. For example, the axis emission functions may be determined by accelerometers or force gauges at the respective axes. Usually, acceleration measurements are made directly on a wheel of the axle 12. Alternatively, finite element simulations can also be performed in which a ride of the vehicle 1 on the uneven ground, such as a damaged road or rail, is simulated.

When determining the individual axle emission functions Fa (t), it should be noted that these are not independent of one another with multi-axle vehicles 1. The dynamic forces are largely determined by the unevenness of the road / rail, so there is a high correlation between the axle load and the axle position. Furthermore, the axles are connected by the vehicle structure so that forces between the axles can be transmitted via the vehicle 1.

Advantageously, the axle emission functions Fa (t) are determined such that the axle emissions are determined directly by measurement on the vehicle 1, which typically also causes emissions at the immission point 3. If, for example, goods trains are traveling on route 2, then the axle emission functions Fa (t) of freight trains can be determined and the following calculations used as a basis. However, it is not mandatory for the further calculations that the axle emission functions Fa (t) are determined when traveling over the path 21. Rather, this measurement can be done on any track.

FIG. 4 shows the association between the emissions emitted by the individual axles 12 and the waypoints 21. On the vehicle 1, a point R is preset, which is fixed with respect to the vehicle 1. The individual axles 12 of the vehicle 1 are assumed to be fixed in position relative to the point R. In the present example, the point Rin the center of the vehicle 1 is specified. The axles 12 each have a predetermined coordinate sa from the point R, where a indicates the index of the respective axle 12 on the vehicle 1, and positive sa coordinates point from the point R toward the direction of travel.

The axes 12 give a certain emission with a given intensity, as shown in FIG. 3 shown from. In the following, an assignment of the individual axle forces starting from the axles 12 to the waypoints 21 will be described. Each emission emanating from an axis 12 is distributed to the waypoints 21 of the path 2 by means of the following assignment. It is assumed that the vehicle 1 is moving over the path 1 at a predetermined speed v. The point R is at an instant t = 0 on an origin point x = 0 given on the path 1 and moves along the path with the velocity v. After a predetermined time t, the point R on the vehicle 1 is at a position x = v · t. The individual axes are offset from the point R on the path 1 and are each at points x = v t - sa, where sa indicates the coordinate of the respective axis 12 with the index a from the point R. The distance D between the a-th axis to the i-th waypoint 21 is thus obtained by means of the rule D = v · t - sax.

The assignment of the individual axle emissions to the waypoints takes place in the following way, that the respective assignment of the axle emission is chosen the stronger, the smaller the distance D between the respective axle 12 of the vehicle 1 and the respective waypoint 21. The smaller the distance D, the more the axle emission is assigned to the respective waypoint 21. In order to enable a numerical assignment, an influence function I (D), represented in FIG. 5, is given, with which the respective axle emission function Fa (t) is weighted, the weighted value of the axle emission function corresponding to the respective waypoint 21 associated emission function F, (t) is attributed. The influence function I (D), as can be seen in FIG. 5, has a maximum in the range around D = 0, that is to say in FIG. H. If the relevant axle 12 is located at the waypoint 21, the respective axle emission function Fa (t) is taken over comparatively strongest in the emission function Fj (t) of the respective one.

By superposition or superposition of the individual effects of the axes, each weighted by the respective distance from the waypoint, the emission function Fj (t) assigned to the waypoint 21 is created.

In each case one emission function F, (t) is determined for each of the waypoints 12. InFig. 7, the individual contributions of the axle forces to the emission function Fj (t) are shown. As can be seen from FIG. 7, the influence of individual axles 12 of vehicle 1 on a pre-defined waypoint 21 at different times is different in each case, depending on how far away the respective axle 12 is from the respective waypoint 21. For each of the axles 12 of the vehicle, a separate contribution Fia (t) can be made. The Summebzw. Superposition of the individual contributions Fia (t) to the respective emission function F | (t) of a waypoint is shown in FIG. FIG. 9 shows detail A shown in FIG. 8 in detail.

The influence function I (D) characterizes the background of the path 2 and indicates the effects and propagations of an emission emitted at a point on the path 2 in a point spaced from this point by a distance D.

The influence function I (D) is preferably symmetric about the point D = 0 and has its maximum in the point D = 0. Optionally, this function may also contain other local maxima and minima, but the function always has a smaller amount than D = 0. In this preferred embodiment of the invention, the Ein¬flussfunktion with

[0070] where r = (4EI / k) 0.25; ^ = D / r and where k corresponds to the bedding of the ground per linear distance [N / m2] and El corresponds to the bending stiffness [Nm2] of the beam model of the path construction. On a soft underground with gravel superstructure, the values are approximately r = 1 m and k = 30 MN / m2, whereby in the case of a tunnel tube in firmer soil the values are approximately r = 20 m and k = 300 MN / m2. The integral of the influence function l (D) over the entire path 2 is always equal to 1.

The influence function I (D) determines the force distribution on the path 2 when a punctiform force acts on the surface of the path 2 at a predetermined point. The respective value of the influence function I (D) indicates the proportion of the force exerted by a point source on the way, which acts at a distance D from the point source on the ground.

Alternatively, the influence function can also be determined by measurement by applying a predetermined emission at a point on the path 2 and determining the emissions in a predetermined number of adjacent further points on the path 2 at distance D to the point, the influence function 1 (D) is set as the ratio between the amplitude of the emission and the amplitude measured at the waypoint 21. Such a measurement does not necessarily have to be carried out with a vehicle 1 but can be carried out in a general manner by correlating an excitation, for instance in the form of a vibration or vibration, at a distance D from a waypoint 21 to the respective vibration or vibration measured at the waypoint 21.

Influence function I (D) can be determined according to another preferred embodiment of the invention with a model of the superstructure. The superstructure is often modeled as a konti¬nuierlich stored bar. The rigidity of the superstructure then determines the rigidity of the model beam and the bedding from the ground the rigidity of the beam bearing. In the case of a tunnel, the beam would be defined by rigidity of the tunnel tube.

The selection of the distances ds of the individual waypoints to each other depends on the Oberbauab. In a particular embodiment, in a rail track with gravel superstructure, the distance between the individual waypoints 21 ds be equated to the threshold distance.

Alternatively, for the selection of the distance ds of the waypoints 21, the criterion that the distance ds between two neighboring waypoints 21 is chosen such that the influence function l (x) between two adjacent waypoints 21 is less than 5%, can be predetermined. of the maximum value of the influence function I (x) varies between these waypoints 21. An axis emission is assigned by this approach to a plurality of waypoints 21, the assignment to the next waypoint 21 is always the strongest.

In the case of a railway track with a fixed carriageway or with road superstructure, a smaller value for ds is advantageous. It is advisable to choose the ds such that the influence function between two sections does not increase too much (for example, a maximum of 5% of the maximum value):

Here, (l (x)) max corresponds to the maximum value of the influence function and (dl (x) / dx) max to the maximum value of the derivative of the influence function.

In a further method step, the determination of the influence of the individual emissions from the waypoints 21 on the immission point 3 takes place. The immission point 3 has in each case a distance d 1 from the individual waypoints 21. An arbitrary waypoint 21 is selected which has a distance dT from the immission point 3.

In the following, the determination of a transfer function Hj is described which indicates the influence of immissions in a given waypoint 21 with an index i on the immission point 3. In each case, a separate transfer function Hj is determined for each waypoint 21. By means of the transfer function H assigned to the respective waypoint 21, an immission function v, (t) describing the emissions can be determined as a function of the transfer function Hj (t) associated with the respective waypoint 1 with the index i.

To determine the transfer functions H, in this preferred embodiment of the invention, first a single main transfer function H for a selected waypoint 21 is determined. The function H, and main transfer function H, is a function which, depending on the frequency f, indicates the relationship between the emission emitted at the selected waypoint 21 and the immission measured at the immission point 3.

The main transfer function H can be determined by emitting emissions at different frequencies f one after the other in the selected waypoint 21 and

Immissions in the immission point 3 at the respective frequency f are determined. For each frequency f, the value H (f) of the main transfer function can be determined as the ratio of the amplitude of the emission selected at the selected waypoint 21 and the immission measured at the immission point 3.

A measured main transfer function H is shown by way of example in FIG. 10. As outlined. 10, different vibration frequencies f are damped or forwarded differently. In the present case, the emissions emitted by the vehicle 1 are weighted by a factor of at most about 0.028 and thus transmitted to the emission point 3 in a damped manner.

By measuring the main transfer function H, many theoretical assumptions about the soil properties need not be made, whereby the results obtained are substantially more accurate.

According to an alternative embodiment of the invention, the Haupttransferfunkti¬on H - as well as the other transfer functions Hj - are calculated by means of a floor model, for which, however - as already mentioned - a good knowledge of Bodenbeschaf¬fenheit is required. For this purpose, various methods are known from the prior art, such as the transmission of ground vibrations can be determined by means of a finite element method.

The main transfer function H and optionally the transfer functions H have typically determined the physical unit mm / s / kN (oscillation speed per force). The emissions are usually expressed in terms of vibration velocity while the emissions are forces. However, the invention is not limited to the specific selection of the individual immission and emission quantities, so that the physical dimension of the transfer functions H, (f) can vary.

The remaining transfer functions H, (f) can be determined in accordance with a further alternative embodiment of the invention as the main transfer function H (f) by measurement.

According to a preferred embodiment of the invention, the remaining transfer functions H, (f) can also be determined on the basis of the main transfer function H (f). For this purpose, the distances d, the individual waypoints 21 are determined by the immission point 3 or the distances d , are already known in advance. The distance of the selected waypoint 21 is, as already mentioned, dT. In accordance with the following rule, the respective transfer function Hi (f) is now determined for each individual waypoint 21 with the index i:

For the selected point 21, the transfer function Hj (f) corresponds exactly to the main transfer function.

By calculating the transfer function H, (f) in the manner given above, the geometric damping and material damping of the soil is taken into account. The transfer functions H | (f) are complex-valued and include both the amplitudes and the phase information.

Here, α is a coefficient which has a different value depending on the kind of the transmitted waves. The coefficient α has the following values: -1 for space waves at depth -2 for surface waves at the surface -0.5 for Rayleigh waves.

The more the bottom dampens the respective waves, the greater the damping coefficient D is selected. In the present Ausführunasbeisoiel. where the ground consists largely of rock, a value of

Quite generally, for the damping constant

of the soil values are selected according to the following table.

The time delay of the transmission of the vibration is given by the distance to the immission point d, and by the bump velocity or propagation velocity vs (f).

The shear wave velocity or propagation velocity vs (f) may also be obtained from the measurement with a predetermined, excited or forced soil vibration by measurement. In order to obtain the propagation velocity vs (f), the transit time of the emission emitted at the selected waypoint 21 is determined up to the immission point 3 and divided by the distance dT divided by the selected waypoint 21 to the emission point 3.

In the case of an approximately non-dispersive soil can be used instead of a frequency-dependent approximately a constant vs, the propagation velocity is assumed to be independent of the frequency of the waves.

However, the propagation velocity vs (f) is generally chosen to depend on the particular frequency of the oscillations or waves, which may also account for the effects of disperse soils. Fig. 6 shows the propagation velocity vs (f) as a function of the frequency f. The propagation velocity has values between 400 m / s and 500 m / s depending on the frequency f.

After the respective transfer functions H | (t) for the individual waypoints 12 have been determined, the transfer functions Hj (t) can be applied to the individual emission functions Fj (t) assigned to the waypoints 12. The contribution of each individual mission function to the immission caused in immission point 3 is determined. This respective contribution is referred to below as the immission function V | (t). To determine the respective immission function v, (t), the respective emission function F, (t) is Fourier-transformed. The Fourier transform of the emission function F, (t) is then multiplied by the transfer function H | (f) and the filter term J (f), and the product thus calculated is back-transformed to obtain the immission function Vj (t).

In the present particular embodiment, the filter term J (f) is defined as follows: J (f) = exp (-2j7t (d i / vs (f) -tsio)).

In this case, tSio is set as a reference time delay, which in the present exemplary embodiment assumes the value tSio = di / max (vs (f)). In the present case, max (vs (f)) is about 500 m / s.

FIG. 11 shows an unfiltered immission function v (t) where J (f) = 1. For comparison, FIG. 12 shows a filtered immission function v (t), which by means of the above-described filter function J (f) = J (f) = exp (-2jrt (d / vs (f) -tsi0)).

This application of the transfer function Hi (f) and the filter function J (f) to the Emis¬sionsfunktion Fi (t) can be advantageously carried out by means of an FFT filtering (fast Fourier transform filtering). In this case, the respective emission function is transformed piecewise into the frequency domain, where it is multiplied by the filter characteristic of the transfer function and the filter function and then transformed back into the time domain.

FIGS. 11 and 12 show a filtering example. In this example, the axle emission functions Fa (t) exerted by the vehicle 1 consist of only two frequency components (5 and 30 Hz) with the same amplitude. In the filtered signal, on the one hand, the smaller amplitude of the 30 Hz component can be seen, which results from greater attenuation of higher frequencies. On the other hand, the temporal separation of the 5Hz and 30Hz comonents is apparent due to different time delays of the frequencies.

By summing the immission functions v, (t) for all the waypoints 21, a prediction function v (t) is created.

This prediction function v (t) is shown in FIG. 13. As a result of the summation of the individual individual immission functions v, (t), low frequencies occur (FIG. 13). These are not relevant for the prognosis and can be filtered out. With a high-pass filter with the cut-off frequency 1 Hz, the result of the immission forecast is then reached (FIG. 14).

Claims (14)

1. A method for predicting the immissions, in particular of vibrations and / or sound, of a vehicle (1) moving along a predetermined path (2) with a predetermined longitudinal extent to a predetermined immission point (3), characterized in that a) the path ( 2) is predetermined by a number of waypoints (21) situated on it, b) that a number of emission sources, in particular in the area of the axles of the vehicle (1), are preset on the vehicle (1) and the individual emission sources in each case a predetermined emission is assigned, c) that the emissions determined by the vehicle (1) are in each case assigned to one of the waypoints (21) or several waypoints (21) corresponding to the position of the individual emission sources of the vehicle, wherein for each waypoint (21) an emission function Fi (t) is determined over the time (t), d) that for each waypoint (21) a transfer function (Hi) is determined by means of de an immission function vi (t) describing the immissions in the immission point (3) is determined as a function of the emission function f1 (t) assigned to the respective waypoint (21), by first determining a single main transfer function (H) for a selected waypoint (21), determining, as a function of the frequency (f), the relationship between the emission emitted at the selected waypoint (21) and the immission measured at the immission point (3), the main transfer function (H) being determined by successively selecting in the selected waypoint (21) Emissions with different frequencies (f) are emitted and immissions at the immission point (3) at the respective frequency (f) are determined or measured, wherein for each frequency (f) the value (H (f)) of the main transfer function (H ) as the ratio of the amplitude of the emission at the selected waypoint (21) and the emission determined or measured at the immission point (3) t), and the transfer functions (Hi) are derived from the main transfer function, e) the transfer function H assigned to the respective waypoint (21) is applied to the individual emission values in the waypoints (21) emanating from the vehicle (1) , wherein as a result of the evaluation of the respective transfer function H, an immission function vs (t) is determined for each of the waypoints (21), and f) that a prediction function v (t) is determined by superposition of the individual immission functions Vj (t) and represents this prediction function v (t) for predicting the immissions of emissions caused by the vehicle (1). 2. The method according to claim 1, characterized in that as emissions to the Ach¬sen (12) of the vehicle (1), the waypoints (21) and / or the immission point (3) vor¬herrschende physical variables, such as vibrations, forces , mechanical vibrations, vibration velocities, sound waves and / or electromagnetic waves are used. 3. The method according to claim 1 or 2, characterized in that is used as a road or a railway route. 4. The method according to claim 1 or 2, characterized in that the waypoints (21) behind the other along the path (2), in particular at a distance (ds) of each zwi¬schen 3 cm and 10 m, preferably 0.6m, between two are arranged adjacent to each other Weg¬punkten (21), wherein the number of points preferably between 30 and 5000, in particular between 100 and 200, is set. 5. The method according to any one of the preceding claims, characterized in that a) on the vehicle (1) a reference point (11) is determined and the distances (sa) of the axes of the vehicle (1) in the extension direction (X) of the path and / or b) for each individual axle (12), the respective axle emission originating from the vehicle (1) and transmitted via the axle (12) to the predetermined path (2) is indicated in the direction of travel (X) , in particular pre-determined, determined or estimated, and is available in the form of an axle emission function Fa (t) defined over time (t), c) an influence function l (D) characterizing the ground of the path (2) is given Indicating the effects and propagations of an emission emitted at a point on the way (2) in a point spaced from that point by a distance (D), and d) that the emission functions F, (t) for the waypoints (21) the following provision become: where (Xi) is the position of the respective waypoint (21) with respect to a given coordinate system, the argument D = (v * t - sa - x,) the distance of the a-th axis to the i-th waypoint (21) at time t and where ds is the distance between each two neighboring waypoints (21) and where I is an influence function which has its maximum in the region around the argument 0 and preferably falls symmetrically about this maximum, and where v corresponds to the speed of the vehicle (2) and sa is the distance of the a-th axis to a reference point on the vehicle (2). 6. The method according to claim 5, characterized in that the influence function I with the formula is given, where r = (4EI / k) 0.25; φ = ΌΙτ, and where k corresponds to the bedding of the ground per linear meter of track [N / m2] and El corresponds to the bending stiffness [Nm2] of the beam model of the track construction. 7. The method according to claim 5, characterized in that the influence function l (D) is determined by a predetermined emission is exerted in a point on the way (2) and the immissions in a predetermined number of adjacent further points on the way (2) is determined at a distance (D) to the point, wherein the influence function I (D) is defined as the ratio between the amplitude of the emission and the amplitude of the immission. 8. The method according to any one of claims 5 to 7, characterized in that the Ab¬stand (ds) between two adjacent waypoints (21) is selected such that the Ein¬flussfunktion l (x) between two adjacent waypoints (21) to less than 20%, in particular less than 5%, of the maximum value of the function of influence l (x) varies between these waypoints (21). 9. The method according to any one of the preceding claims, characterized in that the transfer functions Hj (f) depending on the frequency (f) of the emissions or Immis¬sionen be determined by the transfer function H (f) for a given waypoint (21 ) is determined, which has a predetermined distance dT from the immission point (3) and wherein the transfer function Η, (ί) is determined according to the following rule: where di is the distance of the respective waypoint (21) from the immission point (3), where α is a geometric attenuation coefficient, where D is an attenuation constant, d, is the distance of the respective waypoint (21) from the immission point (3) and where vs (f) the rate of transport of the emissions, in particular of vibrations in the soil, is. 10. The method according to claim 9, characterized in that for applying the transfer function H, to the emission function F, (t) the emission function is Fourier-transformed, the Fourier transform f, (f) with the transfer function Η, (ί ) and the result of this multiplication is Fourier-back transformed, the immission function Vj (t) being determined as a result of the inverse Fourier transform. Method according to claim 9 or 10, characterized in that, for applying the transfer function H, with the frequency-dependent propagation velocity vs (f) to the emission function Fi (t), the emission function is Fourier transformed, the Fourier transform f, (f) the transfer function Hj (f), and possibly with a predetermined filter function J (f) is multiplied, and the result of this multiplication is Fourier-back transformed, wherein the immission function v, (t) is determined as a result of the Fourier inverse transformation. 12. The method according to claim 11, characterized in that the filter function J (f) is set with J (f) = exp (-2jnf (di / vs (f) -tsio)), where d, the distance of the respective waypoint ( 21) from the immission point (3) and tSio represents a reference time delay, which is set esbeson¬dere with tSio = di / max (vs (f)). Method according to one of the preceding claims, characterized in that the prediction function v (t) is subjected to high-pass filtering, preferably with a cut-off frequency of 1 Hz. 14. A data carrier on which a computer program for carrying out a method according to one of the preceding claims is stored. For this 6 sheets of drawings