以成灌快铁安德站为工程背景开展现场试验，实测了轨道梁、站台、候车大厅和办公室区域的振动加速度和声压，并对实测信号进行时域和频域分析。采用数值方法在频域内分析了轨道梁振动、桥墩动反力、站房振动和室内二次辐射噪声，并将计算结果与实测值进行对比。结果表明：当列车以速度190 km/h通过车站时，轨道梁振动的优势频段为40～80 Hz，竖向振动加速度峰值小于规范限值；办公室和候车大厅地面振动的优势频段为20～100 Hz，振级接近80 dB；站台处、办公室内和候车大厅内噪声的优势频段分别为300～2500 Hz、40～63 Hz和20～100 Hz，办公室内和候车大厅内的低频噪声远远超出身心舒适度限值；桥墩竖向动反力的优势频段为25～63 Hz，是引起办公室和候车大厅地面振动的主要原因；站房–土体耦合有限元模型和内部声辐射边界元模型可以较好地模拟站房振动及二次辐射噪声。
Abstract
A field test was carried out on Chengdu to Dujiangyan fast railroad. Vibration accelerations and sound pressures regarding track beam, platform, waiting hall and office were measured and then analyzed in time domain and frequency domain, respectively. Vibration response of track beam, reaction force of pier, station buildings and structure–borne noise were simulated in frequency domain and then compared with measured data. Results show that: at a train speed of 190 km/h, the vibration of track beam dominates in the frequency range of 40~80 Hz and the maximal value is within the limit specified in standard; the dominant vibration frequencies of office and waiting hall ground are 20~100 Hz, with values close to 80 dB; the dominant noise frequencies on the platform, in the office and waiting hall are respectively 300~2500 Hz, 40~63 Hz and 20~100 Hz, and the low–frequency noises in the two latter locations are extremely higher than the mental and physical discomfort limits; the dominant frequency of pier’s vertical reaction force is 25~63 Hz, which principally causes the vibrations of office and waiting hall ground; the vibration of station buildings and structure–borne noise can be well estimated by the station buildings–soil coupling finite element model and interior boundary element model.
关键词
高架车站 /
振动 /
噪声 /
现场试验 /
数值分析
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Key words
elevated station /
vibration /
noise /
field test /
numerical analysis
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