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摘要: 为探明城市轨道交通高架钢轨波磨地段振动噪声对沿线环境的影响，以某城市轨道交通高架钢轨波磨地段为研究对象，开展了列车以不同速度通过时的振动与噪声现场测试；基于测试结果分析了车速对城市轨道交通高架振动与噪声的影响，研究了城市轨道交通高架噪声的空间分布特性，解释了城市轨道交通高架钢轨波磨地段振动与噪声峰值产生的原因。研究结果表明：当列车分别以20、40、60、80、100和110 km·h-1的速度通过城市轨道交通高架钢轨波磨地段时，距线路中心线7.5 m、高于轨面1.2 m处的声压时程峰值分别约为0.6、0.9、1.3、1.9、2.3和3.3 Pa；轨面以上区域主要受轮轨噪声的影响，而梁体下方区域则主要受桥梁结构噪声的影响；轮轨噪声与车速之间存在着很强的线性相关性，而桥梁结构噪声与车速之间的线性相关性则略低，车速每增大10 km·h-1，轮轨噪声和桥梁结构噪声分别约增大1.7和1.1 dB；不同车速下城市轨道交通高架噪声随距离的衰减规律基本一致，测点与线路中心线的距离每增大1倍，测得的噪声约减小4.33 dB；钢轨波磨对城市轨道交通高架轮轨噪声的影响较为显著，钢轨波磨的波长决定了列车以不同速度过桥时钢轨振动加速度的峰值频率，进而影响轮轨噪声的峰值频率；城市轨道交通高架结构噪声的峰值频率主要与其自身的振动特性有关，与车速和钢轨波磨的关系并不大。Abstract: To explore the influences of vibration and noise of rail corrugation sections of urban rail transit viaducts on the environment along railway lines, field tests were carried out on the vibration and noise of a rail corrugation section on an urban rail transit viaduct induced by train passing at different speeds. Based on the field test results, the influences of train speed on the vibration and noise of urban rail transit viaduct were analyzed, and the spatial distribution characteristics of the noise of urban rail transit viaduct were studied. The formations of vibration and noise peaks of rail corrugation section were explained. Research results show that the peak sound pressures 7.5 m away from the central line of track and 1.2 m above the rail surface are about 0.6, 0.9, 1.3, 1.9, 2.3, and 3.3 Pa when the train passes through the rail corrugation section on the urban rail transit viaduct at speed of 20, 40, 60, 80, 100, and 110 km·h-1, respectively. The area above the rail surface is mainly affected by the wheel-rail noise, while the area below the beam is primarily affected by the bridge structure-borne noise. There is a strong linear correlation between the wheel-rail noise and the train speed, whereas the linear correlation between the bridge structure-borne noise and the train speed is slightly lower. When the train speed increases by 10 km·h-1, the wheel-rail noise and the bridge structure-borne noise increase by about 1.7 and 1.1 dB, respectively. The attenuation law of the noise of urban rail transit viaduct with the distance is consistent under different train speeds. The measured noise decreases by about 4.33 dB when the distance between the measuring point and the central line of track is doubled. The effect of rail corrugation on the wheel-rail noise of urban rail transit viaduct is significant. The rail corrugation wavelength determines the peak frequencies of rail vibration accelerations when the train passes over the bridge at different speeds, which in turn affects the peak frequencies of wheel-rail noise. The peak frequency of urban rail transit viaduct structure-borne noise is mainly related to the bridge vibration characteristics, and it has little relation to the train speed and the rail corrugation. 1 tab, 10 figs, 31 refs.
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Key words:
- urban rail transit /
- viaduct /
- rail corrugation /
- vibration and noise /
- test
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图 3 不同车速下测点N7.5-1的声压时程
Figure 3. Sound pressure time histories of measuring point N7.5-1under different train speeds
图 4 不同车速下典型噪声测点的声压级频谱
Figure 4. Sound pressure level spectra of typical noise measuring points under different train speeds
图 5 车速对典型噪声测点线性总声压级的影响
Figure 5. Influences of train speed on overall linear sound pressure levels of typical noise measuring points
图 6 v110-1工况下不同高度处典型噪声测点声压级频谱
Figure 6. Sound pressure level spectra of typical noise measuring points at different heights under test condition v110-1
图 7 距离对典型噪声测点线性总声压级的影响
Figure 7. Influences of distance on overall linear sound pressure levels of typical noise measuring points
图 8 不同车速下V1-1测点的振动加速度频谱
Figure 8. Vibration acceleration spectra of measuring point V1-1 under different train speeds
图 9 不同车速下V0-1测点的振动加速度频谱
Figure 9. Vibration acceleration spectra of measuring point V0-1 under different train speeds
表 1 测试工况
Table 1. Test conditions
序号 工况名称 车速/(km·h-1) 1 v20-1~v20-3 20 2 v40-1~v40-3 40 3 v60-1~v60-3 60 4 v80-1~v80-3 80 5 v100-1~v100-3 100 6 v110-1~v110-3 110 
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