Catálogo ferrocarril ICR, Ingeniería para el Control del Ruido. Servicios de ingeniería acústica en ferrocarril.

1. Noise and vibration engineering for the Railway Sector
AILWAYS
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2. “Far better an approximate answer to the right question,
which is often vague, than an exact answer to the wrong
question, which can always be made precise.”
John W. Tukey
Right questions lead to right answers
“I am not bound to swear allegiance to the dogmas of any
master.”
Horace
The good thing of a problem without an obvious
Solution is the pleasure in finding it
“I support that symbiogenesis is the result of a long time
coexistence and that is the main source of evolutionary
novelty in all superior non-bacterian organisms.”
Lynn Margulis
Fluent communication is the key to progress

3. Analyser FFT 32 channels
A WORK METHOD
Measurements in Real Time
History
Ingeniería para el Control del Ruido (ICR) is a
company located in Barcelona dedicated to
solving noise and vibrations problems. Foun-
ded in 1995 by professionals with more than
20 year of experience in the field of vibro-
acoustics, ICR offers recent analysis methods
for railways, automotive, wind power, indus-
try and civil engineering sectors.
The company’s goal has always been to offer
the right and most efficient solution for each
vibro-acoustic problem. To do so, most of
ICR efforts have been focused on R+D, with
the objective to develop new predictive and
analysis methods.This company innovative
profile has allowed ICR to take part in nume-
rous highly technological projects, both natio-
nal and international. In some cases, these
projects were focused on a technology trans-
fer from ICR to the main European rolling
stock manufacturers.
The company staff is formed by PhD, physi-
cistsand engineers. This combined knowled-
ge and experience allows the company to
analyze any vibro-acoustic problem from a
global and specialized point of view. The re-
sult is always a good diagnostic of the noise
and vibration problema and the proposal of
the best solution.
Solutions to noise and vibration
problems
ICR offers solutions to noise and problems of
its customers. This can be done either by
solving the problems once they are detected,
or what is better, by trying to prevent and
avoid them at the product design stage. Eve-
ry problem receives an individual attention
and the best analysis options and proceeding
alternatives are chosen for it. This includes
the use of standard engineering methods or
the use of ICR developed methods and analy-
sis techniques.
ICR includes acoustics studies, noise measu-
rements, vibrations analysis, environmental
impact studies, noise maps, software deve-
lopment, acoustic insulation studies, acoustic
barrier design, noise and vibration analysis
paths, etc.
ICR has up to 48 channels to measure noise
and vibrations simultaneously, with the
required accelerometers and microphones.
All these elements analyse the signal
according to the frequency and in real time
— they can analyse spectra, transfer func-
tions, coherence...
The tests required in ICR can be performed
effectively with the goal of finding solutions
for real problems of noise and vibration. This
is possible thanks to the simultaneous con-
trol of a large amount of measurement
points.
Our commitment is to always guarantee the
best solution for each vibro-acoustic prob-
lem. The experience acquired working for
more than 20 years has shown us that each
problem of sound and vibration is unique and
requires a right answer. For this reason,
large part of the company’s investments are
made in research and development in order
to always offer an efficient solution for your
problem of noise and vibration.

4. Train vibroacoustic test
ICR success relies on five main points:
• Our own prediction methods, based on
real operational conditions measure-
ments, reduce the need for many theo-
retical assumptions.
• The ability to analyse both the airborne
and the structure-borne noise contribu-
tions. In addition to the noise source
contributions (Transmission Path Ana-
lysis) we can quantify the noise and
vibration transmission paths followed
from the sources to each subsystem
(Advanced Transmission Path Analy-
sis).
• Very short response time.
• Really low prices.
• Absolute transparency of the used con-
cepts and methodology.
The final result: a complete Know-How for the
train manufacturer. Once introduced in the
production process, it provides a very useful
and reliable knowledge database for the next
train generation.
This is the way ICR proceeds. A detailed vi-
broacoustic test is performed in a basis train
that will serve as the starting point for the
study of the new one. With the obtained re-
sults we have all the necessary information to
predict the new train’s acoustic behaviour.
Numerical and analytical methods are then
used to evaluate any design modification in-
volving materials and/or structural changes.
How much noise radiates each panel?
Once the test has been performed, we obtain
the noise contribution of each panel or sub-
system (window, door, floor...) to one or seve-
ral control microphones placed at any loca-
tion (Passengers and Vestibule Sectors, Dri-
ver Cab ...). The information is obtained for
any desired train’s real time operational con-
dition.
This allows us to apply statistical methods to
the results. A statistical approach is impor-
tant because many vibroacoustic inputs re-
main unknown when making measurements
(e.g. rail roughness or topography). Simple
approaches commonly used for these inputs
may lead to noise prediction errors.
Knowing each subsystem noise
contribution not only allows us to sort
the priorities of the modifications, but
may help to reduce the
manufacturing cost.
TRAIN VIBROACOUSTIC TEST
For any journey, we can also obtain the noise
contribution from the bogie connection
points to every control microphone. Informa-
tion is given, as usual, for the whole audible
frequency range.
The train manufacturer is then able to decide
the convenience of modifying the bogie con-
nection system.
Moreover, he will be able to prioritise all ne-
cessary changes on the basis of a clear nu-
merical criterion, knowing the improvement
obtained after each design modification. The
same results can be given for any auxiliary
equipment connected to the coach.
An example of structural excitation.

5. Evaluation of modifications
Once all tests have been performed, we can
calculate by means of numerical and analyti-
cal methods the noise changes that a design
modification will produce.
For instance, as we know all panel contribu-
tions for the initial basis train as well as the
transmission loss differences between the old
and new panels, we are able to calculate the
panel contributions in the new train.
Once all contributions are added we can ob-
tain the overall noise spectrum at any control
microphone for the new train.
The result: a complete acoustic model
The final result consists of a computational
acoustic model that includes:
• All modifications considered in the new
train project, as well as those sugges-
ted by ICR.
• The whole noise contributions of the
new train subsystems.
• Active framework: it is possible to acti-
vate/deactivate the modifications in
order to see their effect on the overall
noise.
• New modifications can be introduced in
the model obtaining the corresponding
new noise values.
In case of measurements being made for the
train running inside a tunnel, and if free-field
results are needed for the new train (or vice-
versa), a new model can be built to simulate
these circumstances. The new model is ba-
sed on the calculus of the parietal noise diffe-
rences between both cases.
Which are the air-borne and structure
borne noise contributions from each
panel?
We are able to distinguish between interior
noise air-borne and structure borne contribu-
tions from each panel. i.e we can divide the
noise radiated from a panel into a structural
component arising from the bogie and an
aerial component from the parietal noise
field.
Further information
The results obtained from tests give us a lar-
ge amount of information, which can be used
to verify the reliability of the used procedure.
Among them:
• Comparison between the overall dBA
reconstructed SPL (Sound Pressure
Level) and the measured one.
• Comparison between the reconstructed
spectra during a whole journey and the
measured one.
• Comparison between the overall dBA
SPL and the structure-borne overall
contribution.
As observed, we can perform a com-
plete vibroacoustic test of the train.
This allows us to quantify all sound
sources as well as noise transmission
paths. A very clear characterisation of
the train vibroacoustic behaviour is
then obtained.
As a final result we obtain: an interac-
tive complete acoustic model of the
train, which allows to see the effects
of any design modification.
TRAIN VIBROACOUSTIC TEST
Experimental setup.

6. ICR always use the most appropriate analysis
tools in order to solve a given problem and
applies the latest theoretical developments.
This demands a continuous learning process
in several areas, which allows us to constan-
tly improve our predictions.
At ICR we commonly make use of the latest
developments on.
• Advanced Transmission Path
• Analysis Finite Element Methods
• Boundary Element Methods
• Ray methods
• Vibro-acoustic responses
• Rolling noise prediction
• Squeal noise prediction
• Computational aeroacoustics
• Statistical Energy Analysis
Rolling and squeal noise
Given the geometry of the wheels, rails, their
materials and some general train data, we
can calculate (for a specified wheel&rail
roughness spectrum level) the rail and wheel
SWL (Sound Watt Level), and the SPL and
equivalent SPL at any distance.
After some measurements, we can calculate
the wheel dominant mode that controls the
limit cycle arisin from the wheel/rail non-
linear interaction in curves. This generates
the well-known problem of squeal noise.
Tools and theory for complete
analysis
TOOLS AND THEORY FOR COMPLETE ANALYSIS
Numerical methods
In addition to analytical methods, numerical
methods are nowadays essential for vibroa-
coustic predictions. Finite Element Methods
(FEM), Boundary Element Methods (BEM)
and Ray Methods are commonly used at ICR
in order to preview vibroacoustic problems in
the design process of the train.
The coach dynamic response to the motor
and auxiliary equipment inputs can be eva-
luated. Structural modifications can then be
proposed and their effects computed. The
corresponding noise radiation to the train
interior can also be calculated.
The upper figure shows a coach dynamic res-
ponse to a diesel engine supported by the
lateral crossbars of the motor frame in next
figure.
Some data and computations for rolling noise
prediction. Noise prediction using a ray method.
Motor frame.

7. ICR has incorporated the latest advances in
CFD (Computational Fluid Dynamics) and is
extending its abilities in order to perform
CAA (Computational Aeroacoustics) predic-
tions. This is a quickly evolving computatio-
nal field and reliable engineering CAA predic-
tions were out of the scope of any computer a
few years ago.
However, the rapid advances in computatio-
nal and numerical techniques allow us to
start addressing complex engineering pro-
blems.
ICR is able to make interior noise predictions
due to the aerodynamic loading in high-speed
trains. The process is threefold: first, a FEM-
CFD computation of the turbulent airflow
around the train surface is performed.
The pressure surface distribution due to the
aerodynamic loading is then obtained. Se-
cond, the previous results are used as inputs
of a FEM model of the train roof and/or fai-
ring (laterals and floor can also be conside-
red) and its dynamic response is evaluated.
Finally, in the third step a BEM method, or an
equivalent one, is used to predict the noise
radiated by the train roof vibration.
The aerodynamic loading noise contribution
is included in the train acoustic model and
its effect can be compared with the contribu-
tions of the train classical noise sources
(rolling noise, motor, auxiliary equipment…).
Computational fluid dynamics and com-
putational aeroacoustics
TOOLS AND THEORY COMPLETE ANALYSIS
Other Services
ICR offers many other services in the Railway
Sector. Our aim is to cover all the project as-
pects that may affect the vibroacoustic be-
haviour of the train. These include (among
others):
• Subsuppliers pursuit for a guarantee
that the auxiliary equipment fulfils the
project’s technical noise and vibration
specifications.
• Main line guidance for material design
tests.
• Technical and scientific training on
acoustics and vibrations.
• Technology Transfer.
• Acoustic environmental engineering.
Pressure distribution over a train surface
Pressure and velocity fields

8. : Noise and vibration path analysis of the different compontents which form the coach proto-
type of the new AVE model of CAF, Construcciones y Auxiliar de Ferrocarriles.
Consultancy engineering services in Alstom Transport Savigliano, Italy, for a 6 month pe-
riod. Alstom Transport.
Consultancy engineering services in Alstom Transport Belford, France, for a 18 month pe-
riod. Alstom Transport.
Consultancy engineering services in Alstom Transport Savigliano, Italy, for a 12 month pe-
riod. Alstom Transport.
Definition of the acoustic and vibration specifications for the equipments from external sup-
pliers. Project: Chennai Metro. Consultancy engineering services in Alstom Transport Sao
Paulo, Brazil. Alstom Transport.
Aocustic study and protocol measurements of 4.000 (C4k), train units for NIR, North Ire-
land Railways. CAF, Construcciones y Auxiliar de Ferrocarriles.
Research project “EVS (Equipments Vibrations Specification)” design and development of a
new tool for the specification of the maximiun noise and vibration levels of auxiliary equip-
ment installed in trains . Alstom Transport.
Transmission Path Analysis of the noise and vibrations of a prototype high speed train
(AGV). Alstom Transport.
Experimental tests of vibration in the power motor system of diesel units carried out in the
laboratory of Voith in Hamburg, Germany. CAF, Construcciones y Auxiliar de Ferrocarriles.
Acoustic study and Transmission Path Analysis in a diesel 251 locomotive of Renfe.
Atenasa
Sound pressure level measurements in the AVR 121 train in order to fulfil the noise regula-
tion according to technical specifications as defined by Renfe and European regulations
(ETI). CAF, Construcciones y Auxiliar de Ferrocarriles.
Study of the influence of the flow separation and the pressure fluctuations beneath the tur-
bulent boundary layer of the new generation high speed trains AGV (Automotrice à Grande
Vitesse), France. Alstom Transport.
Experimental Modal Analysis in the power motor system of diesel units ADR. CAF, Construc-
ciones y Auxiliar de Ferrocarriles.
Noise and vibration transmission path analysis in the Chamartín railway station. Solution
consultancy. Ineco.
Vibro-acoustic numerical model of train. Advice for air conditioning and verification meas-
ures in Madrid Subway. CAF, Construcciones y Auxiliar de Ferrocarriles.
Study of the influence of the non-stationary aerodynamic load on the noise levels inside the
high speed train TAV-S104, Lanzaderas project. Spain. AlstomTransport.
Transmission Path Analysis in the cabin of two diesel units model 333 and 334 of Vossloh.
Atenasa.
Stydy of the subsystem contributions at driver’s cab interior noise. Advanced Transmission
Path Analysis (direct transference approach). Barcelona Subway, Spain. CAF, Construc-
ciones y Auxiliar de Ferrocarriles.
Study of the sound pressure levels produced by the high speed line Vitoria - Bilbao - San
Sebastián in Durango, Viscaya, when the train passes over the viaduct. Ineco.
Noise and vibration engineering projects
BACKGROUND

9. BACKGROUND
“META X: Advanced vibro-acoustic analysis in railways. The ATPA method” for Alstom
Transport. The following tasks were carried out for this project:
1. Development of the testing procedures to obtain the vibro-acoustics specifications of
the different subsystems of any train (for both internal noise contributions and external
ones with the train stationary).
2. Evaluation of the interior noise contributions of all the different subsystems of the train
under normal operating conditions
3. Evaluation of the external noise contributions of all the different subsystems of the
train for stationary operating conditions.
4. Training: ICR trained Alstom employees in the application of the ATPA procedures.
ATPA Technology transfer project for CAF, Construcciones y Auxiliar de Ferrocarriles. The
following tasks were carried out for this project:
1. Development of the testing procedures to obtain the vibro-acoustics specifications
of the different subsystems of any train (for internal noise contributions).
2. Evaluation of the interior noise contributions of all train different subsystems under
normal operating conditions.
3. Training: ICR trained CAF employees in the application of the ATPA procedures.
Design of a silencer for the exit of foul air in the Rome Subway. CAF, Construcciones y Auxi-
liar de Ferrocarriles.
META W research project: advanced vibro-acoustic analysis in the railway industry. New
technologies and calculation methods. Alstom Transport.
Complete acoustic study in the Xin Min Line train in China including ATPA testing of the
Varsaw subway. Alstom Transport. The following tasks were carried out for this project:
1. ATPA of a previous model of train (Varsaw subway).
2. Implementation of modifications in the acoustic model of the new train.
3. Interior and exterior noise forecast of the new train.
4. Noise measurements according to client requirements.
Complete acoustic study of the Nothern Spirit including ATPA testing of the Heathrow Ex-
press, United Kingdom. CAF, Construcciones y Auxiliar de Ferrocarriles. The following tasks
were carried out for this project:
1. ATPA of a previous model of train (Heathrow Express).
2. Implementation of modifications in the acoustic model of the new train.
3. Interior and exterior noise forecast of the new train.
4. Noise measurements according to client requirements.
Cabin and intercommunication doors design. Xin Min Line Train, Rep. of China. Alstom-
Transport.
Complete acoustic study of the Diesel NIR (North Ireland Railways), UK. CAF, Construc-
ciones y Auxiliar de Ferrocarriles.
Control and monitoring of the vibrations produced by the works of the AVE in the section of
Sagrera to Nus Trinitat in Barcelona. Acciona infraestructuras.

10. Berruguete, 52. [Vila Olímpica Vall d’Hebrón]
08035 Barcelona. España - Tel/Fax. +34 93 428 63 39
E-mail: icr@icrsl.com
www.icrsl.com