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作 者:陈建国[1,2] 夏禾[2] 蔡超勋[3] 于秀梅[1]
机构地区:[1]石家庄铁道大学土木学院,河北石家庄050043 [2]北京交通大学土木建筑学院,北京100044 [3]中国铁道科学研究院铁道建筑研究所,北京100081
出 处:《振动工程学报》2011年第3期229-234,共6页Journal of Vibration Engineering
基 金:北京市自然科学基金资助项目(8082021);河北省自然科学基金资助项目(E2011210020);中央高校基本科研业务费专项资金资助项目(2009JBM078);比利时-中国政府间合作项目(BIL07/07)
摘 要:对武广客运专线上高速运行列车引起的环境噪声及声屏障降噪效果进行了实测,测得大量噪声数据。通过分析得到以下结论:高速列车的机车辐射噪声随列车速度的增大而增大;通过路基段时的辐射噪声为82.8~91.8 dB(A),通过桥梁段时为79.3~89.6 dB(A),随着桥梁和路基高度的逐渐增大,辐射噪声略有减小的趋势;噪声频率主要集中在低频段(f=40~80 H z)和中频段(f=500~8 000 H z),与桥梁区段相比,路基区段随频率的增加声能量衰减较为平缓。近期路基段铁路边界噪声值在60~65 dB(A),桥梁段为55~60 dB(A);中期(2018年)边界噪声的预测噪声值较近期值有明显增大,最大值接近规范限值。路基声屏障降噪效果为6~8 dB(A),桥梁声屏障降噪效果为6~7 dB(A);声屏障越高降噪效果越明显,3.15 m高声屏障降噪效果较2.65 m高声屏障提升2 dB(A)左右。A field experiment was carried out at the Wuhan-Guangzhou high-speed railway to study the train-induced environment noise and noise mitigation effect of the sound barriers.The measured results show that the noise emitted by the train vehicles was increase with train speed,it was 82.8~91.8 dB(A) when the train ran on the ground track,and 79.3~89.6 dB(A) when the train ran on the bridge;the emitted noise of the train was decrease with the height of the bridge and the subgrade;the noise was mainly at low frequency(f=40~80 Hz)and medium frequency(f=500~8 000 Hz);The acoustic energy increasing with frequency on ground section attenuated more gently than on the bridges.Currently,the boundary noise alongside the ground track was 60~65 dB(A),and on bridges 55~60 dB(A);the predicted boundary noise alongside ground track by the year of 2018 will be much higher than present one,whose maximum value will be up to the code allowances.The noise reduction of sound barriers is 6~8 dB(A) on ground track,and 6~7 dB(A) on bridges.The higher the barriers are,the more effective the noise reduction is: the noise reduction of 3.15 m-high-barrier is 2 dB(A) more than 2.65 m-high-barrier.
分 类 号:U21[交通运输工程—道路与铁道工程] U24
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