摘要
噪声环境评价是城市轨道交通环境影响评价的重要组成部分,但由于近年来新建城际铁路数量快速增长,具有成熟经验的设计速度100 km/h以下的城市轨道交通噪声源强取值已不适用。为解决这一问题,这一建立轮轨系统声辐射预测模型,计算不同车辆、速度工况下的地面线噪声源强,通过将广清城际铁路地面线噪声现场实测数据与仿真计算数据对比,验证了仿真模型的准确性。按HJ 453—2018《环境影响评价技术导则城市轨道交通》对列车噪声源强位置的规定计算得到设计速度120~160 km/h时噪声源强建议值在94.6~97.6 dB(A),设计速度160~200 km/h时噪声源强建议值在97.6~102.5 dB(A)。参照导则提出的噪声源强速度修正项拟合得出速度修正项系数为24.9,低于该标准提出的速度修正项系数30。
Noise environmental assessment is an important part of urban rail transit environmental impact assessment. In order to solve the problem that the current noise source intensity value of urban rail transit with a design speed below 100 km/h is not suitable for the newly-built intercity railway lines, a prediction model of the sound radiation of the wheel-rail system was established to calculate the ground line noise source intensity under the speed condition and different vehicles. The accuracy of the simulation model was verified by comparing the field measured data of the ground line noise of the Guangqing intercity railway with the simulation calculation data. According to the Technical Guidelines for Environmental Impact Assessment Urban Rail Transit on the location of train noise source intensity, the recommended value of noise source intensity is 94.6~97.6 dB(A) when the design speed is 120~160 km/h. The recommended value of noise source intensity is 97.6~102.5 dB(A) when the design speed is 160~200 km/h. According to the noise source intensity speed correction term proposed in Technical Guidelines, the speed correction term coefficient is 24.9, which is lower than the speed correction term coefficient 30 proposed by the standard.
作者
宋天昊
李俊玺
冯杜炀
吴思行
Song Tianhao;Li Junxi;Feng Duyang;Wu Sixing(China Railway Engineering Design and Consulting Group Co.,Ltd.,Beijing 100055,China)
出处
《铁道勘察》
2022年第2期94-97,共4页
Railway Investigation and Surveying
基金
中铁工程设计咨询集团有限公司科技开发课题(研2020-32)。
关键词
城际铁路
轮轨噪声
有限元分析
环境评价
噪声源强
intercity railway
rolling noise
finite element analysis
environmental impact assessment
noise source intensity
