CN104834780A - High-speed railway sound barrier insertion loss prediction method of five-sound-source mode - Google Patents
High-speed railway sound barrier insertion loss prediction method of five-sound-source mode Download PDFInfo
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Abstract
The invention discloses a high-speed railway sound barrier insertion loss prediction method of a five-sound-source mode. The method comprises the following steps of equivalently simplifying a high-speed railway noise source into a wheel-rail area noise source, a train body lower part noise source, a train body upper part noise source, a current collection system noise source and a bridge structure noise source according to the composition, position, frequency characteristics and attenuation law of the high speed railway noise source, and respectively calculating the insertion loss of a wing plate for the five sound sources by virtue of a single-sound-source mode; spreading the noise of a wheel-rail area, a train body lower part, a train body upper part, a current collection system and a bridge structure to be superimposed with noise on a sensitive point after a sound barrier is installed, obtaining a main noise grade after the sound barrier is installed, subtracting the main noise grade from the noise grade before the sound barrier is installed, introducing an insertion loss correction item of the bridge wing plate, and obtaining an insertion loss prediction value by adopting the five-sound-source calculation method. By adopting the method, the weaknesses in the traditional sound barrier insertion loss prediction method can be overcome. The high-speed railway sound barrier insertion loss prediction method is applied to the high-speed railway sound barrier engineering design and the ambient noise influence valuation and has the advantages of accurate prediction value and high engineering practicability.
Description
Technical field
The invention belongs to environmental engineering subject high speed railroad noise and control research field, relate to a kind of Forecasting Methodology of Noise Mitigation Effect of High Speed Railway Sound Barrier, especially a high speed railway sound barrier insertion loss Forecasting Methodology for five-sound source pattern, is applicable to high speed railway sound barrier engineering design and Evaluation of Environmental Noise Influence.
Background technology
The prediction of sound barrier insertion loss is an important content in high speed railway sound barrier engineering design.For prediction differing heights sound barrier is to the theoretical noise reduction of sensitive point for noise, to determine the reasonable altitudes of high speed railway sound barrier, high-speed railway sound source is divided into by the method proposed in domestic and international newest research results, lower two parts, based on the endless sound barrier recommended in " sound barrier acoustic design and measuring technique specification " to line source insertion loss predictive mode, acoustic energy bottom sound source being arrived after sound barrier diffraction sensitive spot superposes with top sound source direct sound wave, obtain the sound level after installing sound barrier, subtract each other with the sound level of installing before sound barrier again, try to achieve the total insertion loss of sound barrier.The main parameters that this Forecasting Methodology relates to is bottom sound source equivalent frequency and equivalent height, and bottom sound source equivalent frequency is 1250Hz, and equivalent height is the above 0.6m of rail level.
But, still there is obvious deficiency during said method prediction high speed railway sound barrier insertion loss.On the one hand, the source distribution of high-speed railway actual noise below rail level 3m to the above 5.6m of rail level in a big way in, only be difficult to accurate distribution of noise sources characteristic with bottom and two, top equivalent source, and the equivalent frequency in high-speed railway noise source and energy proportion are not constants, the variable relevant with train running speed, the insertion loss predicted by existing method is a constant irrelevant with the speed of a motor vehicle, certain deviation is there is with measured value, difficulty is brought to engineering design, actual noise reduction after sound barrier is installed lower than predicted value under Part load, need to take engineering remedial measures that neighbourhood noise just can be made to reach design object value, passively add engineering construction amount and fund input, on the other hand, the insertion loss of the method when only measurable top sound source is not blocked by sound barrier completely, greatly limits its scope of application.
Summary of the invention
The present invention is directed to the deficiency that current high speed railway sound barrier insertion loss Forecasting Methodology exists, provide a kind of new high speed railway sound barrier insertion loss Forecasting Methodology, on a large amount of high-speed railway noise source identification field test data basis, high-speed railway noise source is simplified equivalent quinquepartite, based on each several part sound source equivalent frequency and equivalent height with train running speed level rate of change, adopt five-sound source model prediction insertion loss, go for the high-speed railway of 300km/h and above velocity stage.
Technical scheme of the present invention is as follows:
A high speed railway sound barrier insertion loss Forecasting Methodology for five-sound source pattern, technical step comprises: S1 determines the relative position of sensitive point for noise and high-speed railway circuit, S2 determines that the sound barrier intending installing is apart from the horizontal range of circuit and the height relative to tread, S3 determines outside the horizontal range of circuit and wing plate, to go up edge outside bridge wing plate, lower edge is relative to the equivalent height of tread, S4 determines that bullet train passes through to intend travel speed when installing sound barrier section, S5 determines wheel track district, lower car body, vehicle body upper portion, the energy proportion coefficient of slip ring system and bridge structure sound source, S6 determines wheel track district, lower car body, vehicle body upper portion, the equivalent height of slip ring system and bridge structure sound source and distance line level distance, S7 determines wheel track district, lower car body, vehicle body upper portion, the equivalent frequency of slip ring system and bridge structure sound source, S8 calculates wheel track district, lower car body, vehicle body upper portion, slip ring system equivalent source is through the path difference of sound barrier diffraction sound and direct sound wave, S9 predicts that sound barrier is to wheel track district, lower car body, vehicle body upper portion, the insertion loss of slip ring system equivalent source, S10 calculates the bridge structure equivalent source path difference through bridge wing plate diffraction sound and direct sound wave, S11 predicts that bridge wing plate is to the insertion loss of bridge structure noise, S12 adopts total insertion loss of the insertion loss computing formula prediction sound barrier of five-sound source pattern.
S1, determine the relative position of sensitive point for noise and high-speed railway circuit
Sensitive spot is apart from the horizontal range L of high-speed railway posterolateral route center line
0, unit m; The height difference H of sensitive spot and railway tread
0, unit m.
S2, determine that the sound barrier intending installing is apart from the horizontal range of circuit and the height relative to tread
Intend the horizontal range L of the sound barrier inside surface distance high-speed railway posterolateral route center line installed
screen, unit m, intends the height difference H of sound barrier top and the railway tread installed
screen, unit m.
S3, to determine outside bridge wing plate outside the horizontal range of circuit and bridge wing plate upper along, lower edge relative to the equivalent height of tread
Apart from the horizontal range L of circuit outside bridge wing plate
wing plate, upper along the equivalent height H relative to tread outside bridge wing plate
edge on wing plate, lower to the equivalent height H relative to tread outside bridge wing plate
edge under wing plate.
S4, determine bullet train pass through intend install sound barrier section time travel speed
Train running speed is V, unit km/h.
S5, determine the energy proportion coefficient of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source
The energy proportion coefficient of sound source is C
i(i=1,2,3,4,5), subscript i represents wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure successively;
Sound source power scale-up factor is tested by the identification of high-speed railway noise source the noise source sound intensity data fitting obtained and is obtained, and is the variable relevant to train running speed;
。
S6, determine the equivalent height of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source
The equivalent height of sound source is the height difference H of sound source equivalent position and railway tread
i(i=1,2,3,4,5), subscript i represents wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure successively, H
1=0.42m, H
2=1.25m, H
3=3.17m, H
4=4.44m, H
5=-1.85m, tests by the identification of high-speed railway noise source the noise source data statistic analysis obtained and obtains;
The horizontal range of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source and circuit is sound source equivalent position and the horizontal range of intending installing sound barrier side wire center, and the horizontal range of wheel track district, lower car body, vehicle body upper portion, slip ring system equivalent source and circuit is Ls
1=1.7m, for outside speed train cars with the average level distance of circuit, the horizontal range Ls of bridge structure equivalent source and circuit
2=0.7m is the average level distance of bridge web outside and route.
S7, determine the equivalent frequency of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source
The equivalent frequency of sound source is f
i(i=1,2,3,4,5), unit is Hz, and test by the identification of high-speed railway noise source the noise source sound intensity Spectrum Fitting obtained and obtain, subscript i represents wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure successively;
。
S8, calculate wheel track district, lower car body, vehicle body upper portion, slip ring system equivalent source through the path difference of sound barrier diffraction sound and direct sound wave
The sound wave of source emission arrives the diffraction sound of sensitive spot and the path difference D of direct sound wave through sound barrier
i=A
i+ B-d
i(i=1,2,3,4);
In formula: subscript i represents wheel track district, lower car body, vehicle body upper portion, slip ring system successively;
A
ibe the distance of i-th sound source to sound barrier top,
；
B is the distance of sound barrier top to sensitive spot,
；
D
ibe the air line distance of i-th sound source and sensitive spot,
；
When sensitive spot is positioned at outside the acoustic shadow that sound barrier produces i-th sound source,
.
S9, prediction sound barrier are to the insertion loss of wheel track district, lower car body, vehicle body upper portion, slip ring system equivalent source
Application simple sund source insertion loss computation schema:
In formula, subscript i represents wheel track district, lower car body, vehicle body upper portion, slip ring system successively;
For sound barrier is to the insertion loss of i-th sound source, unit dB;
；
C is the velocity of sound, is taken as 340m/s.
S10, calculate wheel track district, lower car body, vehicle body upper portion, slip ring system, bridge structure sound source through the path difference of bridge wing plate diffraction sound and direct sound wave
The sound wave of source emission arrives the diffraction sound of sensitive spot and the path difference of direct sound wave through bridge wing plate
;
In formula: subscript i represents wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure successively;
Work as i=1,2,3, when 4, a
ibe the distance on upper edge outside i-th sound source to wing plate,
，
B is upper along the distance to sensitive spot outside wing plate,
，
D
ibe the air line distance of i-th sound source and sensitive spot,
；
As i=5, a
ibe the distance on lower edge outside i-th sound source to wing plate,
，
B is lower to the distance to sensitive spot outside wing plate,
，
D
ibe the air line distance of i-th sound source and sensitive spot,
；
When sensitive spot is positioned at outside the acoustic shadow that bridge wing plate produces bridge structure equivalent source,
.
S11, prediction bridge wing plate are to the insertion loss of wheel track district, lower car body, vehicle body upper portion, slip ring system, bridge structure sound source
Application simple sund source insertion loss computation schema:
In formula, subscript i represents wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure successively;
For bridge wing plate is to the insertion loss of i-th sound source, unit dB;
；
C is the velocity of sound, is taken as 340m/s.
S12, employing five-sound source insertion loss predictor formula calculate total insertion loss of sound barrier
After wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure imparts acoustic energy after installation sound barrier being cast to the noise energy superposition of sensitive spot, draw the sound pressure level after installing sound barrier, again with the overall sound pressure level before sound barrier be installed subtract each other, and introduce bridge wing plate insertion loss correction term, namely draw the total insertion loss predicted value of the sound barrier of five-sound source pattern;
The pattern of concrete employing is:
In formula, IL
alwaysfor the total insertion loss of high speed railway sound barrier, unit dB.
The advantage that the present invention has and good effect are:
The formation in high-speed railway noise source of the present invention, position, frequency characteristic and attenuation law, be wheel track district, lower car body, vehicle body upper portion, slip ring system, bridge structure noise source five parts by high-speed railway noise source equivalent-simplification, calculate the insertion loss of wing plate to five sound sources respectively by simple sund source pattern.After sound barrier being installed, after wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure noise transmission to the noise superposition at sensitive spot place, draw the OA overall noise level after installing sound barrier, again with installation sound barrier before noise level subtract each other, and introduce bridge wing plate insertion loss correction term, draw the insertion loss predicted value adopting five-sound source computing method.The predicted value that the method obtains is accurate, engineering practicability is strong, can Accurate Prediction 300km/h above friction speed level section high speed railway sound barrier insertion loss, to avoid installing after sound barrier neighbourhood noise lower than re-set target value, need to carry out engineering and remedy caused loss, also be applicable to optimize sound barrier economic technology height for different sensitive spot noise reduction demand, improve the rationality of sound barrier height.
Accompanying drawing explanation
Fig. 1 is high speed railway sound barrier insertion loss Forecasting Methodology schematic flow sheet of the present invention.
Fig. 2 is that wheel track district, lower car body, vehicle body upper portion, slip ring system sound source are through sound barrier diffraction sound and direct sound wave path schematic diagram;
Fig. 3 is that wheel track district, lower car body, vehicle body upper portion, slip ring system sound source are through bridge wing plate diffraction sound and direct sound wave path schematic diagram;
Fig. 4 is that bridge structure sound source is through bridge wing plate diffraction sound and direct sound wave path schematic diagram.
Description of symbols in figure:
Ls
1wheel track district, lower car body, vehicle body upper portion, slip ring system sound source distance wire center distance, Ls
2bridge structure sound source distance wire center distance, H
1wheel track district sound source height, H
2lower car body sound source height, H
3vehicle body upper portion sound source height, H
4electric system sound source height, H
5bridge structure sound source height, L
screenthe horizontal range of sound barrier and circuit, H
screenalong the relative height with railway tread on sound barrier, L
wing platewith the horizontal range of circuit outside wing plate, H
edge on wing plateupper along with the relative height of railway tread being outside bridge wing plate, H
edge under wing platelower to the relative height with railway tread outside bridge wing plate, L
0the horizontal range of sensitive spot distance rail track, H
0the difference in height of sensitive spot and railway tread, A
1wheel track district sound source to the distance at sound barrier top, A
2lower car body sound source to the distance at sound barrier top, A
3vehicle body upper portion sound source to the distance at sound barrier top, A
4slip ring system sound source to the distance at sound barrier top, B sound barrier top to the distance of sensitive spot, a
1the distance on upper edge outside wheel track district sound source to wing plate, a
2the distance on upper edge outside lower car body sound source to wing plate, a
3the distance on upper edge outside vehicle body upper portion sound source to wing plate, a
4the distance on upper edge outside slip ring system sound source to wing plate, a
5the distance on lower edge outside bridge structure sound source to wing plate, upper along the distance to sensitive spot outside b wing plate, d
1the air line distance of wheel track district sound source and sensitive spot, d
2the air line distance of lower car body sound source and sensitive spot, d
3the air line distance of vehicle body upper portion sound source and sensitive spot, d
4the air line distance of slip ring system sound source and sensitive spot, d
5the air line distance of bridge structure sound source and sensitive spot.
Embodiment
Be described further below in conjunction with the high speed railway sound barrier insertion loss Forecasting Methodology of the drawings and specific embodiments to five-sound source pattern of the present invention.Following each embodiment is not only limitation of the present invention for illustration of the present invention.
The present invention is according to high-speed railway noise source characteristic, fully take into account the engineering practicability of Forecasting Methodology, proposing five-sound source mode prediction method, is wheel track district, lower car body, vehicle body upper portion, slip ring system, bridge structure noise source five parts by high-speed railway noise source equivalent-simplification.The noise source energy obtained according to Noise Source Identification field test data analysis during high-speed railway combined test is with height distribution situation, actual sound source altitude range corresponding to wheel track district is that below rail level 0.4m is to the above 0.9m of rail level, the actual sound source altitude range that lower car body is corresponding is that the above 0.9m of rail level is to the above 2m of rail level, the actual sound source altitude range that vehicle body upper portion is corresponding is that the above 2m of rail level is to the above 3.9m of rail level, the actual sound source altitude range that slip ring system is corresponding is that the above 3.9m of rail level is to the above 5.6m of rail level, actual sound source altitude range corresponding to bridge structure is below below rail level 3m to rail level 0.7m.Statistical study and curve are carried out to the high-speed railway acoustic source identification result of travel speed 300km/h to 380km/h, speed interval 10km/h, determines that the energy proportion of high-speed railway five equivalent sources, equivalent frequency are with vehicle speed variation rate and equivalent height.By the insertion loss of simple sund source mode computation sound barrier to wheel track district, lower car body, vehicle body upper portion and slip ring system noise source.Bridge wing plate edge is far from circuit 3.5 ~ 4.25m, in the following regional spread path of bridge floor, acoustic shadow is formed to wheel track district, lower car body, vehicle body upper portion and slip ring system sound source, in the above regional spread path of bridge floor, acoustic shadow is formed to bridge structure Sound source noise, calculates the insertion loss of wing plate to five sound sources respectively by simple sund source pattern.After sound barrier being installed, after wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure noise transmission to the noise superposition at sensitive spot place, draw the OA overall noise level after installing sound barrier, again with installation sound barrier before noise level subtract each other, and introduce bridge wing plate insertion loss correction term, draw the insertion loss predicted value adopting five-sound source computing method.
Embodiment 1
Village first proposes case: village first is positioned near certain high-speed railway, and be one deck building, its minimum distance apart from circuit outer rail center line is 30m; High-speed railway corresponding road section is case beam form, apart from wire center 3.5m outside wing plate, upper along being highly tread absolute altitude outside wing plate, lower to 0.9m lower than railway tread outside wing plate; Rail level 8m above ground level, sensitive spot is positioned at the above 1.2m in ground; Intend installing rail level above 2.05m height sound barrier noise control, inside sound barrier, the horizontal range of distance railway posterolateral route center line is 3.31m; Train is 300km by intending installing the speed per hour in sound barrier section; The theoretical noise reduction of prediction sound barrier and sound barrier insertion loss.
Concrete calculation procedure is as shown in Figure 1:
S1, determine the relative position of sensitive point for noise and high-speed railway circuit
As shown in Figure 2:
Sensitive spot is L apart from the horizontal range of rail track
0=30m;
The difference in height of sensitive spot and railway tread is H
0=-8+1.2=-6.8m.
S2, determine that the sound barrier intending installing is apart from the horizontal range of circuit and the height relative to tread
As shown in Figure 2:
Be L by the sound barrier installed apart from the horizontal range of circuit
screen=3.31m;
By on the sound barrier installed along being H with the relative height of railway tread
screen=2.05m.
S3, to determine outside bridge wing plate outside the horizontal range of circuit and wing plate upper along, lower edge relative to the equivalent height of tread
As shown in Figure 3:
Horizontal range apart from circuit outside bridge wing plate is L
wing plate=3.5m;
Outside bridge wing plate, lower edge is H with the relative height of railway tread
edge on wing plate=0m;
Outside bridge wing plate, lower edge is H with the relative height of railway tread
edge under wing plate=-0.9m;
S4, determine bullet train pass through intend install sound barrier section time travel speed
Bullet train is by intending travel speed V=300km/h when installing sound barrier section;
S5, determine the energy proportion coefficient of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source
Wheel track district sound source power scale-up factor C
1=-0.0015V+1.12=0.67;
Lower car body sound source power scale-up factor C
2=-0.0001V+0.21=0.18;
Vehicle body upper portion sound source scale-up factor C
3=0.0003V-0.07=0.02;
Slip ring system sound source power scale-up factor C
4=0.0008V-0.2=0.04;
Bridge structure sound source power scale-up factor C
5=0.0005V-0.06=0.09.
S6, determine wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source equivalent height and apart from line level distance
As shown in Figures 2 and 3:
Wheel track district sound source equivalent height H
1=0.42m;
Lower car body sound source equivalent height H
2=1.25m;
Vehicle body upper portion sound source equivalent height H
3=3.17m;
Slip ring system sound source equivalent height H
4=4.44m;
Bridge structure sound source equivalent height H
5=-1.85m;
The horizontal range Ls of wheel track district, lower car body, vehicle body upper portion, slip ring system sound source and circuit
1=1.7m, the horizontal range Ls of bridge structure sound source and circuit
2=0.75m.
S7, determine the equivalent frequency of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source
Wheel track district sound source equivalent frequency f
1=0.03V+1999=2008Hz;
Lower car body sound source equivalent frequency f
2=-3.12V+2378=1442Hz;
Vehicle body upper portion sound source equivalent frequency f
3=-0.85V+1184=929Hz;
Slip ring system sound source equivalent frequency f
4=-3.04V+2296=1384Hz;
The equivalent frequency sound source equivalent frequency f of bridge structure sound source
5=6.03V-348=1461Hz.
S8, calculate wheel track district, lower car body, vehicle body upper portion, slip ring system equivalent source through the path difference of sound barrier diffraction sound and direct sound wave
As shown in Figure 2:
Wheel track district sound source is to the distance at sound barrier top
;
Lower car body sound source is to the distance at sound barrier top
;
Vehicle body upper portion sound source is to the distance at sound barrier top
;
Slip ring system sound source is to the distance at sound barrier top
;
Sound barrier top is to the distance of sensitive spot
;
The air line distance of wheel track district sound source and sensitive spot
;
The air line distance of sound source and sensitive spot under car body
;
The air line distance of sound source and sensitive spot on car body
;
The air line distance of slip ring system sound source and sensitive spot
;
Wheel track district sound source is through the path difference of sound barrier diffraction sound and direct sound wave
;
Lower car body sound source is through the path difference of sound barrier diffraction sound and direct sound wave
;
Sensitive spot is positioned at outside the acoustic shadow that sound barrier produces vehicle body upper portion and slip ring system sound source,
Vehicle body upper portion sound source is through the path difference of sound barrier diffraction sound and direct sound wave
;
Slip ring system sound source is through the path difference of sound barrier diffraction sound and direct sound wave
.
S9, prediction sound barrier are to the insertion loss of wheel track district, lower car body, vehicle body upper portion, slip ring system equivalent source
In formula, c=340m/s;
Can be calculated,
Sound barrier is to wheel track district sound source insertion loss IL
1=19.1dB,
Sound barrier is to lower car body sound source insertion loss IL
2=14.9dB,
Sound barrier is to vehicle body upper portion sound source insertion loss IL
3=0dB,
Sound barrier is to slip ring system sound source insertion loss IL
4=0dB.
S10, calculate wheel track district, lower car body, vehicle body upper portion, slip ring system, bridge structure equivalent source through the path difference of bridge wing plate diffraction sound and direct sound wave
As shown in Figure 3:
The distance on upper edge outside wheel track district sound source to bridge wing plate
;
The distance on upper edge outside lower car body sound source to bridge wing plate
;
The distance on upper edge outside vehicle body upper portion sound source to bridge wing plate
;
The distance on upper edge outside slip ring system sound source to bridge wing plate
;
Upper along the distance to sensitive spot outside bridge wing plate
;
The air line distance d of wheel track district sound source and sensitive spot
1the air line distance d of=29.26m, lower car body sound source and sensitive spot
2the air line distance d of=29.48m, vehicle body upper portion sound source and sensitive spot
3the air line distance d of=30.07m, slip ring system sound source and sensitive spot
4=30.52m, is tried to achieve by S8;
Wheel track district sound source is through the path difference of bridge wing plate diffraction sound and direct sound wave
;
Sensitive spot is positioned at bridge wing plate to outside the acoustic shadow of lower car body, vehicle body upper portion, the generation of slip ring system sound source,
Lower car body sound source is through the path difference of bridge wing plate diffraction sound and direct sound wave
;
Vehicle body upper portion sound source is through the path difference of bridge wing plate diffraction sound and direct sound wave
;
Slip ring system sound source is through the path difference of bridge wing plate diffraction sound and direct sound wave
;
As shown in Figure 4:
The distance on lower edge outside bridge structure sound source to bridge wing plate
;
Lower to the distance to sensitive spot outside bridge wing plate
;
Bridge structure direct sound wave
;
Sensitive spot is positioned at outside the acoustic shadow that bridge wing plate produces wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source,
Bridge structure sound source is through the path difference of bridge wing plate diffraction sound and direct sound wave
.
S11, prediction bridge wing plate are to the insertion loss of wheel track district, lower car body, vehicle body upper portion, slip ring system, bridge structure noise
In formula, c=340m/s;
Can be calculated,
Bridge wing plate is to wheel track district sound source insertion loss R
1=5.4dB,
Bridge wing plate is to lower car body sound source insertion loss R
2=0dB,
Bridge wing plate is to vehicle body upper portion sound source insertion loss R
3=0dB,
Bridge wing plate is to slip ring system sound source insertion loss R
4=0dB,
Bridge wing plate is to bridge structure sound source insertion loss R
5=0dB.
Total insertion loss of the insertion loss computing formula prediction sound barrier of S12, employing five-sound source pattern.
Total insertion loss of prediction sound barrier is 5dB, substantially identical with field actual measurement results.
Claims (1)
1. a high speed railway sound barrier insertion loss Forecasting Methodology for five-sound source pattern, it is characterized in that, the method comprises the steps:
S1, determine the relative position of sensitive point for noise and high-speed railway circuit
Sensitive spot is apart from the horizontal range L of high-speed railway posterolateral route center line
0, the height difference H of sensitive spot and railway tread
0;
S2, determine that the sound barrier intending installing is apart from the horizontal range of circuit and the height relative to tread
Intend the horizontal range L of the sound barrier inside surface distance high-speed railway posterolateral route center line installed
screen, intend the height difference H of sound barrier top and the railway tread installed
screen;
Lower to the equivalent height relative to tread outside S3, the horizontal range determining distance circuit outside bridge wing plate and bridge wing plate
Apart from the horizontal range L of circuit outside bridge wing plate
wing plate, upper along the equivalent height H relative to tread outside bridge wing plate
edge on wing plate, lower to the equivalent height H relative to tread outside bridge wing plate
edge under wing plate;
S4, determine bullet train pass through intend install sound barrier section time travel speed
Travel speed is V;
S5, determine the energy proportion coefficient of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source
The energy proportion coefficient of sound source is C
i(i=1,2,3,4,5), subscript i=1 represents wheel track district, and subscript i=2 represents lower car body, and subscript i=3 represents vehicle body upper portion, subscript i=4 presenting set electric system, and subscript i=5 represents bridge structure;
S6, determine the equivalent height of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source
The equivalent height of sound source is the height difference H of sound source equivalent position and railway tread
i(i=1,2,3,4,5), subscript i=1 represents wheel track district, and subscript i=2 represents lower car body, and subscript i=3 represents vehicle body upper portion, subscript i=4 presenting set electric system, and subscript i=5 represents bridge structure; H
1=0.42m, H
2=1.25m, H
3=3.17m, H
4=4.44m, H
5=-1.85m; The horizontal range of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source and circuit is sound source equivalent position and the horizontal range of intending installing sound barrier side wire center, and the horizontal range of wheel track district, lower car body, vehicle body upper portion, slip ring system equivalent source and circuit is Ls
1=1.7m, the horizontal range Ls of bridge structure equivalent source and circuit
2=0.7m;
S7, determine the equivalent frequency of wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure sound source
The equivalent frequency of sound source is f
i(i=1,2,3,4,5), subscript i=1 represents wheel track district, and subscript i=2 represents lower car body, and subscript i=3 represents vehicle body upper portion, subscript i=4 presenting set electric system, and subscript i=5 represents bridge structure;
S8, calculating wheel track district, lower car body, vehicle body upper portion, slip ring system equivalent source arrive the diffraction sound of sensitive spot and the path difference of direct sound wave through sound barrier
The sound wave of source emission arrives the diffraction sound of sensitive spot and the path difference D of direct sound wave through sound barrier
i=A
i+ B-d
i(i=1,2,3,4), in formula: subscript i=1 represents wheel track district, and subscript i=2 represents lower car body, and subscript i=3 represents vehicle body upper portion, subscript i=4 presenting set electric system; A
ibe the distance of i-th sound source to sound barrier top,
, B is the distance of sound barrier top to sensitive spot,
, d
ibe the air line distance of i-th sound source and sensitive spot,
, when sensitive spot is positioned at outside the acoustic shadow that sound barrier produces i-th sound source,
;
S9, prediction sound barrier are to the insertion loss of wheel track district, lower car body, vehicle body upper portion, slip ring system equivalent source
Application simple sund source insertion loss computation schema:
In formula, subscript i represents wheel track district, lower car body, vehicle body upper portion, slip ring system successively, for sound barrier is to the insertion loss of i-th sound source, and unit dB,
, c is the velocity of sound, is taken as 340m/s;
S10, calculate wheel track district, lower car body, vehicle body upper portion, slip ring system, bridge structure sound source through the path difference of bridge wing plate diffraction sound and direct sound wave
The sound wave of source emission arrives the diffraction sound of sensitive spot and the path difference of direct sound wave through bridge wing plate
, in formula: subscript i represents wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure successively, works as i=1,2,3, when 4, a
ibe the distance on upper edge outside i-th sound source to wing plate,
, b is upper along the distance to sensitive spot outside wing plate,
, d
ibe the air line distance of i-th sound source and sensitive spot,
; As i=5, a
ibe the distance on lower edge outside i-th sound source to wing plate,
, b is lower to the distance to sensitive spot outside wing plate,
, d
ibe the air line distance of i-th sound source and sensitive spot,
; When sensitive spot is positioned at outside the acoustic shadow that bridge wing plate produces bridge structure equivalent source,
;
S11, prediction bridge wing plate are to the insertion loss of wheel track district, lower car body, vehicle body upper portion, slip ring system, bridge structure sound source
Application simple sund source insertion loss computation schema:
In formula, subscript i=1 represents wheel track district, and subscript i=2 represents lower car body, and subscript i=3 represents vehicle body upper portion, subscript i=4 presenting set electric system, and subscript i=5 represents bridge structure; For bridge wing plate is to the insertion loss of i-th sound source, unit dB,
, c is the velocity of sound, is taken as 340m/s;
S12, employing five-sound source insertion loss predictor formula calculate total insertion loss of sound barrier
After wheel track district, lower car body, vehicle body upper portion, slip ring system and bridge structure imparts acoustic energy after installation sound barrier being cast to the noise energy superposition of sensitive spot, draw the sound pressure level after installing sound barrier, again with the overall sound pressure level before sound barrier be installed subtract each other, and introduce bridge wing plate insertion loss correction term, namely draw the total insertion loss predicted value of the sound barrier of five-sound source pattern; The pattern of concrete employing is:
In formula, IL
alwaysfor the total insertion loss of high speed railway sound barrier.
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| CN106153185A (en) * | 2016-06-15 | 2016-11-23 | 铁道第三勘察设计院集团有限公司 | Source Spectrum computational methods are divided in high-speed railway noise source |
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| CN108846216B (en) * | 2018-06-21 | 2022-08-12 | 中国铁道科学研究院集团有限公司节能环保劳卫研究所 | High-precision high-speed railway environmental noise prediction method |
| CN113935103A (en) * | 2021-12-17 | 2022-01-14 | 中国铁路设计集团有限公司 | Method for dynamically predicting insertion loss of high-iron-based sound source and sound barrier with limited long line |
| CN113935103B (en) * | 2021-12-17 | 2022-03-18 | 中国铁路设计集团有限公司 | Method for dynamically predicting insertion loss of high-iron-based sound source and sound barrier with limited long line |
| CN114021396A (en) * | 2022-01-05 | 2022-02-08 | 中国铁路设计集团有限公司 | Dynamic prediction calculation method for radiation noise of railway train |
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