CN104834780B - A kind of high speed railway sound barrier insertion loss Forecasting Methodology of five-sound source pattern - Google Patents
A kind of high speed railway sound barrier insertion loss Forecasting Methodology of five-sound source pattern Download PDFInfo
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Abstract
The invention discloses a kind of high speed railway sound barrier insertion loss Forecasting Methodology of five-sound source pattern, according to the composition in high-speed railway noise source, position, frequency characteristic and attenuation law, it is five wheel track area, lower car body, vehicle body upper portion, collector system, bridge structure noise source parts by high-speed railway noise source equivalent-simplification, insertion loss of the wing plate to five sound sources is calculated by monophone source module respectively.After sound barrier being installed, after noise superposition at wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure noise transmission to sensitive spot, draw the OA overall noise level after installation sound barrier, subtract each other again with noise level before installation sound barrier, and bridge wing plate insertion loss correction term is introduced, draw the insertion loss predicted value using five-sound source computational methods.Instant invention overcomes defect present in the prediction of existing sound barrier insertion loss, applied to high speed railway sound barrier engineering design and Evaluation of Environmental Noise Influence, has the advantages of predicted value is accurate, and engineering practicability is strong.
Description
Technical field
The invention belongs to environmental engineering high speed railroad noise to control research field, is related to a kind of high-speed railway sound-screen
Hinder the Forecasting Methodology of noise reduction, the high speed railway sound barrier insertion loss Forecasting Methodology of especially a kind of five-sound source pattern, fit
For 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.It is different for prediction
Height sound barrier is newest both at home and abroad to determine the reasonable altitudes of high speed railway sound barrier to the theoretical noise reduction of sensitive point for noise
High-speed railway sound source is divided into upper and lower two parts by the method proposed in achievement in research, is based on《Sound barrier acoustics design and measurement
Technical specification》The endless sound barrier of middle recommendation is to line source insertion loss predictive mode, by bottom sound source through sound barrier diffraction
The acoustic energy for reaching sensitive spot afterwards is superimposed with top sound source direct sound wave, obtains installing the sound level after sound barrier, then with installing sound barrier
Sound level before is subtracted each other, and tries to achieve the total insertion loss of sound barrier.The main parameters that the Forecasting Methodology is related to are the equivalent frequency of bottom sound source
Rate and height equivlent, bottom sound source equivalent frequency are 1250Hz, and height equivlent is rail level above 0.6m.
However, the above method still suffers from obvious deficiency when predicting high speed railway sound barrier insertion loss.On the one hand, high-speed iron
Road actual noise source distribution below rail level 3m to rail level above 5.6m it is interior in a big way, it is only equivalent with bottom and two, top
Sound source is difficult to accurate distribution of noise sources characteristic, and the equivalent frequency in high-speed railway noise source and energy proportion are not constants, are
The variable relevant with train running speed, the insertion loss predicted by existing method is a constant unrelated with speed, with reality
There is certain deviation in measured value, bring difficulty to engineering design, the actual noise reduction after sound barrier is installed under Part load and is less than
Predicted value passively adds engineering construction amount, it is necessary to take engineering remedial measure just ambient noise can be made to reach design object value
And fund input；On the other hand, insertion loss when the only predictable top sound source of this method is not blocked by sound barrier completely, greatly
Limit its scope of application.
The content of the invention
The present invention is for deficiency existing for current high speed railway sound barrier insertion loss Forecasting Methodology, there is provided a kind of new
High speed railway sound barrier insertion loss Forecasting Methodology, will on the basis of recognizing field test data in a large amount of high-speed railway noise sources
High-speed railway noise source simplifies equivalent quinquepartite, based on each several part sound source equivalent frequency and height equivlent with train running speed
Level rate of change, using five-sound source model prediction insertion loss, goes for 300km/h and the high-speed railway of above velocity stage.
Technical scheme is as follows：
A kind of high speed railway sound barrier insertion loss Forecasting Methodology of five-sound source pattern, technical step include：S1 determines to make an uproar
The relative position of acoustic sensing point and high-speed railway circuit, S2 determine to intend horizontal range of the sound barrier of installation away from circuit and relative to
The height on rail top, S3 determine that upper edge, lower edge are relative to rail top on the outside of horizontal range and wing plate of the bridge wing plate outside away from circuit
Travel speed, S5 when height equivlent, S4 determine bullet train by intending installing sound barrier section are determined under wheel track area, car body
Portion, vehicle body upper portion, energy proportion coefficient, the S6 of collector system and bridge structure sound source determine wheel track area, lower car body, on car body
Portion, collector system and bridge structure sound source height equivlent and away from line level distance, S7 determine wheel track area, lower car body, car
Body top, the equivalent frequency of collector system and bridge structure sound source, S8 calculate wheel track area, lower car body, vehicle body upper portion, current collection system
Path difference of the equivalent source through sound barrier diffraction sound and direct sound wave, S9 prediction sound barriers unite on wheel track area, lower car body, car body
Portion, the insertion loss of collector system equivalent source, S10 calculate bridge structure equivalent source through bridge wing plate diffraction sound and direct sound wave
Path difference, S11 prediction bridge wing plates the insertion loss of five-sound source pattern is used to the insertion loss of bridge structure noise, S12
Calculation formula predicts total insertion loss of sound barrier.
S1, the relative position for determining sensitive point for noise and high-speed railway circuit
Horizontal range L of the sensitive spot away from high-speed railway posterolateral route center line0, unit m；Sensitive spot and the height on rail top
Spend poor H0, unit m.
S2, determine to intend horizontal range of the sound barrier away from circuit of installation and the height relative to rail top
Intend horizontal range L of the sound barrier inner surface away from high-speed railway posterolateral route center line of installationScreen, unit m, intend installation
Sound barrier at the top of with the height difference H on rail topScreen, unit m.
S3, determine that upper edge, lower edge are relative to rail top on the outside of horizontal range and bridge wing plate of the bridge wing plate outside away from circuit
Height equivlent
Horizontal range L away from circuit on the outside of bridge wing plateWing plate, the upper height equivlent along relative to rail top in bridge wing plate outside
HEdge on wing plate, on the outside of bridge wing plate lower edge relative to rail top height equivlent HWing plate lower edge。
S4, determine bullet train by intending installing travel speed during sound barrier section
Train running speed is V, unit km/h.
S5, the energy proportion coefficient for determining wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source
The energy proportion coefficient of sound source is Ci（i=1,2,3,4,5）, subscript i represents wheel track area, lower car body, car body successively
Top, collector system and bridge structure；
The noise source sound intensity data that sound source power proportionality coefficient is recognized test acquisition by high-speed railway noise source are fitted to obtain,
It is the variable related to train running speed；
。
S6, the height equivlent for determining wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source
The height equivlent of sound source is sound source equivalent position and the height difference H on rail topi(i=1,2,3,4,5), subscript i according to
It is secondary to represent wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure, H1=0.42m、H2=1.25m、H3=3.17m、
H4=4.44m、H5=-1.85m, the noise source data statistic analysis that test acquisition is recognized by high-speed railway noise source obtain；
Wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source and the horizontal range of circuit are sound source
Equivalent position and the horizontal range for intending installation sound barrier side wire center, wheel track area, lower car body, vehicle body upper portion, current collection system
The horizontal range of system equivalent source and circuit is Ls1=1.7m, it is the average level distance with circuit on the outside of speed train cars,
The horizontal range Ls of bridge structure equivalent source and circuit2=0.7m, it is bridge web outside and the average level distance of route.
S7, the equivalent frequency for determining wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source
The equivalent frequency of sound source is fi(i=1,2,3,4,5), unit Hz, test is recognized by high-speed railway noise source and obtained
Noise source sound intensity Spectrum Fitting obtain, subscript i represents wheel track area, lower car body, vehicle body upper portion, collector system and bridge successively
Structure；
。
S8, wheel track area, lower car body, vehicle body upper portion, collector system equivalent source are calculated through sound barrier diffraction sound with going directly
The path difference of sound
The sound wave of source emission reaches the diffraction sound of sensitive spot and the path difference D of direct sound wave through sound barrieri=Ai+B-di(i=
1,2,3,4)；
In formula：Subscript i represents wheel track area, lower car body, vehicle body upper portion, collector system successively；
AiFor the distance at the top of i-th of sound source to sound barrier,
；
B is distance of the sound barrier top to sensitive spot,
；
diFor i-th of sound source and the air line distance of sensitive spot,
；
When sensitive spot is located at sound barrier to caused by i-th of sound source outside acoustic shadow,。
S9, prediction sound barrier to wheel track area, lower car body, vehicle body upper portion, collector system equivalent source insertion loss
Using simple sund source insertion loss computation schema：
In formula, subscript i represents wheel track area, lower car body, vehicle body upper portion, collector system successively；
Insertion loss for sound barrier to i-th of sound source, unit dB；
；
C is the velocity of sound, is taken as 340m/s.
S10, wheel track area, lower car body, vehicle body upper portion, collector system, bridge structure sound source are calculated through bridge wing plate diffraction
The path difference of sound and direct sound wave
The sound wave of source emission reaches 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 area, lower car body, vehicle body upper portion, collector system and bridge structure successively；
As i=1,2,3,4, aiDistance for i-th of sound source to the upper edge in wing plate outside,
,
B is the upper distance along to sensitive spot on the outside of wing plate,
,
diFor i-th of sound source and the air line distance of sensitive spot,
；
As i=5, aiFor the distance of lower edge on the outside of i-th of sound source to wing plate,
,
B be wing plate on the outside of lower edge to sensitive spot distance,
,
diFor i-th of sound source and the air line distance of sensitive spot,
；
When sensitive spot is located at bridge wing plate to caused by bridge structure equivalent source outside acoustic shadow,。
S11, prediction bridge wing plate are inserted to wheel track area, lower car body, vehicle body upper portion, collector system, bridge structure sound source
Enter loss
Using simple sund source insertion loss computation schema：
In formula, subscript i represents wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure successively；
Insertion loss for bridge wing plate to i-th of sound source, unit dB；
；
C is the velocity of sound, is taken as 340m/s.
S12, total insertion loss using five-sound source insertion loss predictor formula calculating sound barrier
Wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source after installation sound barrier are propagated to quick
After the noise energy superposition of sense point, the sound pressure level after installation sound barrier is drawn, then is subtracted each other with the overall sound pressure level before installation sound barrier,
And introduce bridge wing plate insertion loss correction term, that is, draw the total insertion loss predicted value of sound barrier of five-sound source pattern；
The pattern specifically used for：
In formula, ILAlwaysFor the total insertion loss of high speed railway sound barrier, unit dB.
The present invention has the advantages and positive effects of：
Composition, position, frequency characteristic and the attenuation law in high-speed railway noise source of the present invention, by high-speed railway noise source etc.
Effect is reduced to five wheel track area, lower car body, vehicle body upper portion, collector system, bridge structure noise source parts, passes through simple sund source mould
Formula calculates insertion loss of the wing plate to five sound sources respectively.After sound barrier being installed, wheel track area, lower car body, vehicle body upper portion, collection
After noise superposition at electric system and bridge structure noise transmission to sensitive spot, the OA overall noise level after installation sound barrier is drawn, then
Subtract each other with noise level before installation sound barrier, and introduce bridge wing plate insertion loss correction term, draw using five-sound source computational methods
Insertion loss predicted value.The predicted value that this method obtains is accurate, and engineering practicability is strong, can more than Accurate Prediction 300km/h not
With velocity stage section high speed railway sound barrier insertion loss, ambient noise after installing sound barrier is avoided to be less than target value, need
Carry out engineering and remedy caused loss, apply also for high for different sensitive spot noise reduction demands optimization sound barrier economic technology
Degree, improve the reasonability of sound barrier height.
Brief description of the drawings
Fig. 1 is the high speed railway sound barrier insertion loss Forecasting Methodology schematic flow sheet of the present invention.
Fig. 2 is wheel track area, lower car body, vehicle body upper portion, collector system sound source through sound barrier diffraction sound and through acoustic path
Schematic diagram；
Fig. 3 is wheel track area, lower car body, vehicle body upper portion, collector system sound source through bridge wing plate diffraction sound and through sound travel
Footpath schematic diagram；
Fig. 4 is bridge structure sound source through bridge wing plate diffraction sound and direct sound wave path schematic diagram.
Description of symbols in figure：
Ls1Wheel track area, lower car body, vehicle body upper portion, collector system sound source are away from wire center distance, Ls2Bridge structure sound source
Away from wire center distance, H1Wheel track area sound source height, H2Lower car body sound source height, H3Vehicle body upper portion sound source height, H4Electric system
Sound source height, H5Bridge structure sound source height, LScreenThe horizontal range of sound barrier and circuit, HScreenEdge and rail top on sound barrier
Relative altitude, LWing plateWing plate outside and the horizontal range of circuit, HEdge on wing plateIt is upper along relatively high with rail top on the outside of bridge wing plate
Spend and be, HWing plate lower edgeLower edge and the relative altitude on rail top, L on the outside of bridge wing plate0Horizontal range of the sensitive spot away from rail track, H0
Sensitive spot and the difference in height on rail top, A1Distance at the top of wheel track area sound source to sound barrier, A2Lower car body sound source is to sound barrier
The distance at top, A3Distance at the top of vehicle body upper portion sound source to sound barrier, A4Distance at the top of collector system sound source to sound barrier, B
To the distance of sensitive spot, a at the top of sound barrier1The distance on upper edge, a on the outside of wheel track area sound source to wing plate2Lower car body sound source is to wing plate
The distance on edge, a on outside3The distance on upper edge, a on the outside of vehicle body upper portion sound source to wing plate4Upper edge on the outside of collector system sound source to wing plate
Distance, a5The distance of lower edge on the outside of bridge structure sound source to wing plate, the upper distance along to sensitive spot in b wing plates outside, d1Wheel track area
The air line distance of sound source and sensitive spot, d2The air line distance of lower car body sound source and sensitive spot, d3Vehicle body upper portion sound source and sensitive spot
Air line distance, d4The air line distance of collector system sound source and sensitive spot, d5The air line distance of bridge structure sound source and sensitive spot.
Embodiment
High speed railway sound barrier insertion loss with specific embodiment to the five-sound source pattern of the present invention below in conjunction with the accompanying drawings
Forecasting Methodology is described further.Following each embodiments are merely to illustrate the present invention and not limitation of the present invention.
The present invention fully takes into account the engineering practicability of Forecasting Methodology, it is proposed that five according to high-speed railway noise source characteristic
Sound source mode prediction method, by high-speed railway noise source equivalent-simplification be wheel track area, lower car body, vehicle body upper portion, collector system,
Five parts of bridge structure noise source.Analyze to obtain according to Noise Source Identification field test data during high-speed railway combined test
Noise source energy with height distribution situation, actual sound source altitude range corresponding to wheel track area be rail level below 0.4m to rail level with
Upper 0.9m, actual sound source altitude range corresponding to lower car body are rail level above 0.9m to rail level above 2m, and vehicle body upper portion is corresponding
Actual sound source altitude range be rail level above 2m to rail level above 3.9m, actual sound source altitude range corresponding to collector system is
Rail level above 3.9m to rail level above 5.6m, actual sound source altitude range corresponding to bridge structure be rail level below 3m to rail level with
Lower 0.7m.Travel speed 300km/h to 380km/h, speed interval 10km/h high-speed railway acoustic source identification result are united
Meter analysis and curve matching, determine the energy proportions of five equivalent sources of high-speed railway, equivalent frequency with vehicle speed variation rate and wait
Effect height.Wheel track area, lower car body, vehicle body upper portion and collector system noise source are inserted by simple sund source mode computation sound barrier
Enter loss.Bridge wing plate edge far from 3.5 ~ 4.25m of circuit, to wheel track area, lower car body, vehicle body upper portion and collector system sound source to
Form acoustic shadow in bridge floor region below propagation path, to bridge structure Sound source noise into bridge floor area above propagation path shape
Into acoustic shadow, insertion loss of the wing plate to five sound sources is calculated by monophone source module respectively.After sound barrier being installed, wheel track
After noise superposition at area, lower car body, vehicle body upper portion, collector system and bridge structure noise transmission to sensitive spot, peace is drawn
The OA overall noise level after sound barrier is filled, then is subtracted each other with noise level before installation sound barrier, and introduces bridge wing plate insertion loss correction term,
Draw the insertion loss predicted value using five-sound source computational methods.
Embodiment 1
Village first proposes case：Village first is located near certain high-speed railway, and for one layer of building, it is away from circuit outer rail center line
Minimum distance be 30m；High-speed railway corresponding road section is box beam form, away from wire center 3.5m on the outside of wing plate, on the outside of wing plate on
High for rail top mark along height, lower edge is lower 0.9m than rail top on the outside of wing plate；Rail level 8m above ground level, sensitive spot be located at ground with
Upper 1.2m；Intend the installation high sound barrier noise controls of rail level above 2.05m, water of the sound barrier inner side away from railway posterolateral route center line
Flat distance is 3.31m；Train is 300km by the speed per hour for intending installation sound barrier section；Prediction sound barrier theoretical noise reduction be
Sound barrier insertion loss.
Specific calculation procedure is as shown in Figure 1：
S1, the relative position for determining sensitive point for noise and high-speed railway circuit
As shown in Figure 2：
Horizontal range of the sensitive spot away from rail track is L0=30m；
Sensitive spot and the difference in height on rail top are H0= -8+1.2=-6.8m。
S2, determine to intend horizontal range of the sound barrier away from circuit of installation and the height relative to rail top
As shown in Figure 2：
It is L by horizontal range of the sound barrier away from circuit of installationScreen=3.31m；
Relative altitude by edge and rail top on the sound barrier of installation is HScreen=2.05m。
S3, determine on the outside of horizontal range and wing plate on the outside of bridge wing plate away from circuit it is upper along, lower edge relative to rail top etc.
Effect height
As shown in Figure 3：
The horizontal range away from circuit is L on the outside of bridge wing plateWing plate=3.5m；
Lower edge and the relative altitude on rail top are H on the outside of bridge wing plateEdge on wing plate=0m；
Lower edge and the relative altitude on rail top are H on the outside of bridge wing plateWing plate lower edge= -0.9m；
S4, determine bullet train by intending installing travel speed during sound barrier section
Bullet train is by intending installing travel speed V=300km/h during sound barrier section；
S5, the energy proportion coefficient for determining wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source
Wheel track area sound source power proportionality coefficient C1= -0.0015V+1.12=0.67；
Lower car body sound source power proportionality coefficient C2= -0.0001V+0.21=0.18；
Vehicle body upper portion sound source proportionality coefficient C3=0.0003V-0.07=0.02；
Collector system sound source power proportionality coefficient C4=0.0008V-0.2=0.04；
Bridge structure sound source power proportionality coefficient C5=0.0005V-0.06=0.09。
S6, the height equivlent for determining wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source and away from
Line level distance
As shown in Figures 2 and 3：
Wheel track area sound source height equivlent H1=0.42m；
Lower car body sound source height equivlent H2=1.25m；
Vehicle body upper portion sound source height equivlent H3=3.17m；
Collector system sound source height equivlent H4=4.44m；
Bridge structure sound source height equivlent H5= -1.85m；
Wheel track area, lower car body, vehicle body upper portion, the horizontal range Ls of collector system sound source and circuit1=1.7m, bridge knot
The horizontal range Ls of structure sound source and circuit2=0.75m。
S7, the equivalent frequency for determining wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source
Wheel track area sound source equivalent frequency f1=0.03V+1999=2008Hz；
Lower car body sound source equivalent frequency f2= -3.12V+2378=1442Hz；
Vehicle body upper portion sound source equivalent frequency f3= -0.85V+1184=929Hz；
Collector system sound source equivalent frequency f4= -3.04V+2296=1384Hz；
The equivalent frequency sound source equivalent frequency f of bridge structure sound source5=6.03V-348=1461Hz。
S8, wheel track area, lower car body, vehicle body upper portion, collector system equivalent source are calculated through sound barrier diffraction sound with going directly
The path difference of sound
As shown in Figure 2：
Distance at the top of wheel track area sound source to sound barrier；
Distance at the top of lower car body sound source to sound barrier；
Distance at the top of vehicle body upper portion sound source to sound barrier；
Distance at the top of collector system sound source to sound barrier；
To the distance of sensitive spot at the top of sound barrier；
The air line distance of wheel track area sound source and sensitive spot；
Sound source and the air line distance of sensitive spot under car body；
Sound source and the air line distance of sensitive spot on car body；
The air line distance of collector system sound source and sensitive spot；
Path difference of the wheel track area sound source through sound barrier diffraction sound and direct sound wave；
Path difference of the lower car body sound source through sound barrier diffraction sound and direct sound wave；
Sensitive spot is located at sound barrier to caused by vehicle body upper portion and collector system sound source outside acoustic shadow,
Path difference of the vehicle body upper portion sound source through sound barrier diffraction sound and direct sound wave；
Path difference of the collector system sound source through sound barrier diffraction sound and direct sound wave。
S9, prediction sound barrier to wheel track area, lower car body, vehicle body upper portion, collector system equivalent source insertion loss
In formula, c=340m/s；
It can be calculated,
Sound barrier is to wheel track area sound source insertion loss IL1=19.1dB,
Sound barrier is to lower car body sound source insertion loss IL2=14.9dB,
Sound barrier is to vehicle body upper portion sound source insertion loss IL3=0dB,
Sound barrier is to collector system sound source insertion loss IL4=0dB。
S10, wheel track area, lower car body, vehicle body upper portion, collector system, bridge structure equivalent source are calculated through bridge wing plate
The path difference of diffraction sound and direct sound wave
As shown in Figure 3：
The distance on upper edge on the outside of wheel track area sound source to bridge wing plate；
The distance on upper edge on the outside of lower car body sound source to bridge wing plate；
The distance on upper edge on the outside of vehicle body upper portion sound source to bridge wing plate；
The distance on upper edge on the outside of collector system sound source to bridge wing plate；
The upper distance along to sensitive spot on the outside of bridge wing plate；
The air line distance d of wheel track area sound source and sensitive spot1=29.26m, lower car body sound source and sensitive spot air line distance d2
=29.48m, vehicle body upper portion sound source and sensitive spot air line distance d3=30.07m, collector system sound source and sensitive spot straight line away from
From d4=30.52m, is tried to achieve by S8；
Path difference of the wheel track area sound source through bridge wing plate diffraction sound and direct sound wave；
Sensitive spot is located at bridge wing plate to caused by lower car body, vehicle body upper portion, collector system sound source outside acoustic shadow,
Path difference of the lower car body sound source through bridge wing plate diffraction sound and direct sound wave；
Path difference of the vehicle body upper portion sound source through bridge wing plate diffraction sound and direct sound wave；
Path difference of the collector system sound source through bridge wing plate diffraction sound and direct sound wave；
As shown in Figure 4：
The distance of lower edge on the outside of bridge structure sound source to bridge wing plate；
On the outside of bridge wing plate lower edge to sensitive spot distance；
Bridge structure direct sound wave；
Sensitive spot is located at bridge wing plate and wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source is produced
Outside raw acoustic shadow,
Path difference of the bridge structure sound source through bridge wing plate diffraction sound and direct sound wave。
S11, prediction bridge wing plate are inserted to wheel track area, lower car body, vehicle body upper portion, collector system, bridge structure noise
Enter loss
In formula, c=340m/s；
It can be calculated,
Bridge wing plate is to wheel track area sound source insertion loss R1=5.4dB,
Bridge wing plate is to lower car body sound source insertion loss R2=0dB,
Bridge wing plate is to vehicle body upper portion sound source insertion loss R3=0dB,
Bridge wing plate is to collector system sound source insertion loss R4=0dB,
Bridge wing plate is to bridge structure sound source insertion loss R5=0dB。
S12, using five-sound source pattern insertion loss calculation formula predict sound barrier total insertion loss.
The total insertion loss for predicting sound barrier is 5dB, is coincide substantially with field actual measurement results.
Claims (1)
1. the high speed railway sound barrier insertion loss Forecasting Methodology of a kind of five-sound source pattern, it is characterised in that this method is included such as
Lower step：
S1, the relative position for determining sensitive point for noise and high-speed railway circuit
Horizontal range L of the sensitive spot away from high-speed railway posterolateral route center line0, the height difference H on sensitive spot and rail top0；
S2, determine to intend horizontal range of the sound barrier away from circuit of installation and the height relative to rail top
Intend horizontal range L of the sound barrier inner surface away from high-speed railway posterolateral route center line of installationScreen, intend the sound barrier top installed
The height difference H in portion and rail topScreen；
S3, determine that lower edge is relative to the height equivlent on rail top on the outside of horizontal range and bridge wing plate of the bridge wing plate outside away from circuit
Horizontal range L away from circuit on the outside of bridge wing plateWing plate, the upper height equivlent along relative to rail top in bridge wing plate outside
HEdge on wing plate, on the outside of bridge wing plate lower edge relative to rail top height equivlent HWing plate lower edge；
S4, determine bullet train by intending installing travel speed during sound barrier section
Travel speed is V；
S5, the energy proportion coefficient for determining wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source
The energy proportion coefficient of sound source is Ci(i=1,2,3,4,5), subscript i=1 represent wheel track area, and subscript i=2 is represented under car body
Portion, subscript i=3 represent vehicle body upper portion, and subscript i=4 represents collector system, and subscript i=5 represents bridge structure；
C1=-0.0015V+1.12,
C2=-0.0001V+0.21,
C3=0.0003V-0.07,
C4=0.0008V-02,
C5=0.0005V-0.06；
S6, the height equivlent for determining wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source
The height equivlent of sound source is sound source equivalent position and the height difference H on rail topi(i=1,2,3,4,5), subscript i=1 generations
Table wheel track area, subscript i=2 represent lower car body, and subscript i=3 represents vehicle body upper portion, and subscript i=4 represents collector system, subscript i
=5 represent bridge structure；H1=0.42m, H2=1.25m, H3=3.17m, H4=4.44m, H5=-1.85m；Wheel track area, car body
Bottom, vehicle body upper portion, collector system and bridge structure sound source and the horizontal range of circuit are sound source equivalent position with intending installation sound
The horizontal range of barrier side wire center, wheel track area, lower car body, vehicle body upper portion, collector system equivalent source and circuit
Horizontal range is Ls1The horizontal range Ls of=1.7m, bridge structure equivalent source and circuit2=0.7m；
S7, the equivalent frequency for determining wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source
The equivalent frequency of sound source is fi(i=1,2,3,4,5), subscript i=1 represent wheel track area, and subscript i=2 represents lower car body,
Subscript i=3 represents vehicle body upper portion, and subscript i=4 represents collector system, and subscript i=5 represents bridge structure；
f1=0.03V+1999,
f2=-3.12V+2378,
f3=-0.85V+1184,
f4=-3.04V+2296,
f5=6.03V-348；
S8, calculate the diffraction of wheel track area, lower car body, vehicle body upper portion, collector system equivalent source through sound barrier arrival sensitive spot
The path difference of sound and direct sound wave
The sound wave of source emission reaches the diffraction sound of sensitive spot and the path difference D of direct sound wave through sound barrieri=Ai+B-di(i=1,2,3,
4), in formula：Subscript i=1 represents wheel track area, and subscript i=2 represents lower car body, and subscript i=3 represents vehicle body upper portion, and subscript i=4 is represented
Collector system；AiFor the distance at the top of i-th of sound source to sound barrier,
B is distance of the sound barrier top to sensitive spot,diFor i-th of sound source and sensitivity
The air line distance of point,When sensitive spot is located at sound barrier to i-th
When caused by individual sound source outside acoustic shadow, Di=-| Ai+B-di|；
S9, prediction sound barrier to wheel track area, lower car body, vehicle body upper portion, collector system equivalent source insertion loss
Using simple sund source insertion loss computation schema：
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In formula, subscript i=1 represents wheel track area, and subscript i=2 represents lower car body, and subscript i=3 represents vehicle body upper portion, subscript i=
4 represent collector system, ILiInsertion loss for sound barrier to i-th of sound source, unit dB,C is the velocity of sound, is taken as
340m/s；
S10, calculate wheel track area, lower car body, vehicle body upper portion, collector system, bridge structure sound source through bridge wing plate diffraction sound with
The path difference of direct sound wave
The sound wave of source emission reaches the diffraction sound of sensitive spot and the path difference δ of direct sound wave through bridge wing platei=ai+b-di(i=
1,2,3,4,5), in formula：Subscript i=1 represents wheel track area, and subscript i=2 represents lower car body, and subscript i=3 represents vehicle body upper portion,
Subscript i=4 represents collector system, and subscript i=5 represents bridge structure, works as i=1, when 2,3,4, aiFor i-th of sound source to wing plate
The distance on edge on outside,B is upper edge on the outside of wing plate to sensitive spot
Distance,diFor i-th of sound source and the air line distance of sensitive spot,As i=5, aiFor the distance of lower edge on the outside of i-th of sound source to wing plate,B be wing plate on the outside of lower edge to sensitive spot distance,diFor i-th of sound source and the air line distance of sensitive spot,When sensitive spot is located at bridge wing plate to sound caused by bridge structure equivalent source
When outside shadow zone, δi=-| ai+b-di|；
The insertion damage of S11, prediction bridge wing plate to wheel track area, lower car body, vehicle body upper portion, collector system, bridge structure sound source
Simple sund source insertion loss computation schema is applied in mistake：
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In formula, subscript i=1 represents wheel track area, and subscript i=2 represents lower car body, and subscript i=3 represents vehicle body upper portion, subscript i=
4 represent collector system, and subscript i=5 represents bridge structure；RiInsertion loss for bridge wing plate to i-th of sound source, unit dB,C is the velocity of sound, is taken as 340m/s；
S12, total insertion loss using five-sound source insertion loss predictor formula calculating sound barrier
Wheel track area, lower car body, vehicle body upper portion, collector system and bridge structure sound source after installation sound barrier are propagated into sensitive spot
Noise energy superposition after, draw the sound pressure level after installation sound barrier, then subtract each other with the overall sound pressure level before installation sound barrier, and draw
Enter bridge wing plate insertion loss correction term, that is, draw the total insertion loss predicted value of sound barrier of five-sound source pattern；Specifically use
Pattern is：
In formula, ILAlwaysFor the total insertion loss of high speed railway sound barrier.
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