北京地铁10号线乘车舒适性分析  

Riding Comfort Analysis of Beijing Subway No.10 Line

作　　者：王少钦[1] 于文法 李宇杰[3] 郑礼瑞 杨三资[4] 

机构地区：[1]北京建筑大学理学院,北京100044 [2]北京建筑大学土木与交通工程学院,北京100044 [3]北京市地铁运营有限公司,北京100044 [4]北京城建设计研究总院,北京100037

出　　处：《铁道标准设计》2017年第6期10-15,共6页Railway Standard Design

基　　金：国家自然科学基金(51508018);北京市教委科研计划项目(SQKM201610016015)

摘　　要：为了提高城市轨道交通出行的乘车舒适性,针对列车运行过程中比较敏感的振动和噪声进行研究。建立车辆-乘客耦合振动模型,推导系统振动微分方程,并编写相应计算程序进行求解,对车辆及车厢内部不同位置乘客的振动响应进行计算,结果表明,乘客与车辆的振动响应间存在明显差异,车厢中部乘客振动响应峰值会较两端偏小。对北京地铁10号线部分区段车厢内部噪声进行实际测量,数据证明空气动力噪声会使得车厢连接处噪声值较车厢中部明显偏高,曲线轨道处的轮轨尖啸噪声造成列车转弯时的瞬时声压最大值略有超标。通过振动计算及噪声测试可知,车厢中部振动较小、噪声较低,乘车舒适性会优于车厢两端。In order to improve the riding comfort of urban rail transit, sensitive vibrations and noises subject to train running are studied. A vehicle -passenger coupled vibration model is established, differential equation of system vibration is derived and a corresponding calculation program is written to solve the equation. Both the vibration responses of the vehicle and passengers in different positions are calculated. The results show that there is obvious difference between the vibration response of the vehicle and that of the passengers and the vibration peak value of the passengers in the middle of the car is smaller than that of those at the ends of the car. The noises measured in different sections of Beijing subway No. 10 line show that noise value at the connection between cars is obviously higher than that at the center of the car because of the aerodynamic noise,and the maximum noise equivalent level （Leq） resulted from the squeal noise when the train is running on the curve exceeds slightly the standard. According to the vibration calculation and noise test, it is proved that there is less vibration and lower noise in the middle of the car and the riding comfort is superior to that at the ends.

关 键 词：轨道交通 振动 噪声 乘车舒适性 

分 类 号：U231[交通运输工程—道路与铁道工程]