Volume 21 Issue 3
Aug.  2021
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Article Navigation >  Journal of Traffic and Transportation Engineering  > 2021  >  21(3): 169-178
CHEN Yan-ming, FENG Qing-song, LUO Kun, XIN Wei, LUO Xin-wei. Noise characteristics of urban rail transit viaduct installing damping rail[J]. Journal of Traffic and Transportation Engineering, 2021, 21(3): 169-178. doi: 10.19818/j.cnki.1671-1637.2021.03.010
Citation: CHEN Yan-ming, FENG Qing-song, LUO Kun, XIN Wei, LUO Xin-wei. Noise characteristics of urban rail transit viaduct installing damping rail[J]. Journal of Traffic and Transportation Engineering, 2021, 21(3): 169-178. doi: 10.19818/j.cnki.1671-1637.2021.03.010
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Noise characteristics of urban rail transit viaduct installing damping rail

doi: 10.19818/j.cnki.1671-1637.2021.03.010
  • 1.

    MOE Engineering Research Center of Railway Environment Vibration and Noise, East China Jiaotong University, Nanchang 330013, Jiangxi, China

  • 2.

    Directly Branch of Yichun Highway Administration Bureau, Yichun 336028, Jiangxi, China

  • 3.

    Guangzhou Metro Design and Research Institute Co., Ltd., Guangzhou 510010, Guangdong, China

Funds:

National Natural Science Foundation of China 51878277

National Natural Science Foundation of China 52068029

Training Plan for Academic and Technical Leaders of Major Disciplines of Jiangxi Province 20194BCJ22008

Key Research and Development Program of Jiangxi Province 20192BBE50008

More Information
  • Author Bio:

    CHEN Yan-ming(1990-), male, doctoral student, 944894571@qq.com

    FENG Qing-song(1978-), male, professor, PhD, fqshdjtdx@aliyun.com

  • Received Date: 2021-01-20
  • Publish Date: 2021-06-01
    Abstract
  • In order to study the variation of train pass-by noise before and after installing damping rail on urban rail transit elevated line, a Guangzhou viaduct with damping rail was taken as the research object. Based on the field noise test at the measuring points near the track before and after the damping rail laying on the elevated line, 7.5 and 30 m away from the center line of the running track, the variation of train pass-by noise was analyzed from the time domain statistics, frequency spectrum and insertion loss in the whole process of elevated line reconstruction, including before rail replacement, after rail replacement, just installing damping rail and after half a year's operation. Research results show that rail replacement and installing damping rail as noise reduction measures at the noise source can achieve noise reduction effect to a certain extent, the noises reduce 1.1 and 2.9 dB(A), respectively. Installing damping rail can effectively reduce the noise caused by rail pinned-pinned vibration radiation. Before rail replacement, the pass-by noise energy around the elevated line is mainly concentrated in the range of 100-3 000 Hz, with the first and second peaks around 100-125 Hz and 2 000 Hz, respectively. After rail replacement, just installing damping rail and after half a year's operation, the pass-by noise energies are mainly concentrated in the range of 500-2 000 Hz, with the peak frequency around 800 Hz. The low frequency noise under 60 Hz changes little during the whole construction of the elevated line. The frequency near 60 Hz is the natural frequency of wheel-rail system, and in the whole process of installing damping rail, the natural characteristics of wheel rail system change little. Half a year later after installing damping rail, compared with that just installing damping rail, at 7.5 and 30 m away from the track center line, the change of high-frequency noise above 1 000 Hz is smaller, and the radiation noise (100-300 Hz) produced by the local structural vibration of the bridge increases to a certain extent. 1 tab, 11 figs, 30 refs.

     

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