综合交通枢纽站内环境噪声特性分析
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摘要
综合交通枢纽站内环境噪声水平直接影响工作人员和旅客的舒适性,关系着铁路站区综合开发的可持续发展。以某综合交通枢纽为工程背景,实测站内不同结构层的声压级水平,并进行时域和频域分析,研究不同类型列车和地铁进出站对站台、候车厅环境噪声的影响。得到以下结论(:1)站台层小时等效声级为65.4 dB(A)～70.2 dB(A)。候车厅高峰时间段小时等效声级为72.8 dB(A),相对于平峰时段高出4.6 dB(A),40 Hz～200 Hz频段范围内噪声实测高于舒适度限值。(2)不同类型列车进出站引起的站台层噪声响应存在最大声压级和响应时间的差异,但频谱响应的优势频段均为400 Hz～2 500 Hz。(3)列车制动进站过程,站台层、候车大厅的低频噪声响应基本不变,列车轮轨碰撞、制动等引起的较高频段的噪声响应迅速增强,主频向高频移动。其中站台层等效A声级为73.8 dB(A),候车大厅为75.3dB(A)。(4)随着与列车通行线路中心线距离的增大,站台关键点噪声响应呈现对数形式的衰减。(5)地铁的通行,对候车大厅的噪声环境影响不大。
The comfort of workers and passengers is directly affected by the level of environmental noise in integrated transport hubs, which is also critical to the sustainable development of railway station areas. Sound pressure level of different structural layers are measured in an integrated transport hub, and then analyzed in time domain and frequency domain. The impacts of different types of trains and train's arrival and departure on the environmental noise of the platform layer and waiting hall are studied. Research conclusions are as follows(1) The equivalent sound pressure level(SPL) in the platform layer is 65.4 dB(A)-70.2 d B(A) and the equivalent SPL in the waiting hall in the rush hour is 72.8 dB(A), which is 4.6 dB(A) higher than that in the flat peak time. The measured noise level is higher than the comfort limits in the range of 40 Hz-200 Hz.(2) The maximum SPL and response time of the platform layer caused by different types of trains and train's arrival and departure are various. However, the dominant noise frequencies of the frequency spectrum response are all in 400 Hz-2 500 Hz range.(3) During the trains' entering the station with braking, the low-frequency noise responses of the platform and the waiting hall remain unchanged basically, and the noise response in a higher frequency range increases rapidly, which is caused by the collision between the wheel and rail, braking, etc. As a result, the dominant frequency shifts to a high frequency range. The equivalent A-sound levels are 73.8 dB(A) for the platform layer and 75.3 dB(A) for the waiting hall.(4) As the distance between the key point of the platform and the track centerline increases, the noise response exhibits logarithmic attenuation.(5) Subway accessing station has little effect on the environmental noise in the waiting hall.
The comfort of workers and passengers is directly affected by the level of environmental noise in integrated transport hubs, which is also critical to the sustainable development of railway station areas. Sound pressure level of different structural layers are measured in an integrated transport hub, and then analyzed in time domain and frequency domain. The impacts of different types of trains and train's arrival and departure on the environmental noise of the platform layer and waiting hall are studied. Research conclusions are as follows(1) The equivalent sound pressure level(SPL) in the platform layer is 65.4 dB(A)-70.2 d B(A) and the equivalent SPL in the waiting hall in the rush hour is 72.8 dB(A), which is 4.6 dB(A) higher than that in the flat peak time. The measured noise level is higher than the comfort limits in the range of 40 Hz-200 Hz.(2) The maximum SPL and response time of the platform layer caused by different types of trains and train's arrival and departure are various. However, the dominant noise frequencies of the frequency spectrum response are all in 400 Hz-2 500 Hz range.(3) During the trains' entering the station with braking, the low-frequency noise responses of the platform and the waiting hall remain unchanged basically, and the noise response in a higher frequency range increases rapidly, which is caused by the collision between the wheel and rail, braking, etc. As a result, the dominant frequency shifts to a high frequency range. The equivalent A-sound levels are 73.8 dB(A) for the platform layer and 75.3 dB(A) for the waiting hall.(4) As the distance between the key point of the platform and the track centerline increases, the noise response exhibits logarithmic attenuation.(5) Subway accessing station has little effect on the environmental noise in the waiting hall.
引文
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[5]冉汶民,张迅,李小珍.成灌快铁线下桥式车站振动噪声实测与分析[J].振动与冲击,2016,35(7):225-232.
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[7]罗锟,雷晓燕.第六次铁路提速对沿线环境噪声的影响研究[J].铁道工程学报,2007(11):1-4.
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[2]雷晓燕,圣小珍.铁路交通噪声与振动[M].北京:科学出版社,2004.
[3]戴璐,孟子厚.公共场所背景噪声的频谱建模[J].电声技术,2007(5):9-12.
[4]辜小安,王澜.高速铁路高架车站候车大厅声学环境要求的研究[J].中国铁道科学,2012,33(4):120-125.
[5]冉汶民,张迅,李小珍.成灌快铁线下桥式车站振动噪声实测与分析[J].振动与冲击,2016,35(7):225-232.
[6]辜小安,邵琳,伍向阳,等.中国高速铁路客运车站内环境噪声影响特性[J].铁路节能环保与安全卫生,2017,7(02):55-58.
[7]罗锟,雷晓燕.第六次铁路提速对沿线环境噪声的影响研究[J].铁道工程学报,2007(11):1-4.
[8] Nr. 9 1997. Orienterinframilj?styrelsen, nr. 9 1997:Lavfrekventst?j,infralydogvibrationerieksterntmilj?.Milj?styrelsen. 1997(丹麦文).