Many countries which seek to understand the acoustic performance of railway noise barriers have established standards for the conduct of in-situ experiments.However,there are no universally acknowledged receiver posit...Many countries which seek to understand the acoustic performance of railway noise barriers have established standards for the conduct of in-situ experiments.However,there are no universally acknowledged receiver positions for the evaluation of the barrier performance,a fact which may be leading to uncertainty over the noise reduction capabilities of available barriers.In terms of the descriptor of the barrier performance,the general recommendation is the A-weighted sound pressure level,although the latter is considered to underestimate low frequencies for railway noise barrier.Thus,in this study,the comparison of receiver positions and the descriptors among existing Chinese,ISO and European standards were investigated.Based upon a combination of diffraction theory and standards,a rearrangement of receiver positions and one-third-octave-band analysis were proposed.In addition,in line with improved methods,an in-situ measurement of insertion loss for a 1.5 mhigh railway noise barrier was designed and conducted.The results of the experiment validate as effective and applicable the new receiver positions.These results also suggest that one-third-octave-band analysis is indispensable.展开更多
The rail temperature rises when the linear eddy current brake of high-speed train is working, which may lead to a change of rail physical characteristics or an effect on train operations. Therefore, a study concerning...The rail temperature rises when the linear eddy current brake of high-speed train is working, which may lead to a change of rail physical characteristics or an effect on train operations. Therefore, a study concerning the characteristics of rail temperature rise caused by eddy current has its practical necessity. In the research, the working principle of a linear eddy current brake is introduced and its FEA model is established. According to the generation mechanism of eddy current, the theoretical formula of the internal energy which is produced by the eddy current is deduced and the thermal load on the rail is obtained. ANSYS is used to simulate the rail temperature changes under different conditions of thermal loads. The research result shows the main factors which contribute to the rising of rail temperature are the train speed, brake gap and exciting current. The rail temperature rises non-linearly with the in- crease of train speed. The rail temperature rise curve is more sensitive to the exciting current than the air gap. Moreover, the difference stimulated by temperature rising between rails of 60 kg/m and 75 kg/m is presented as well.展开更多
基金supported in part by the National Natural Science Foundations of China (Nos.51708422, 51678446,51408434)China Scholarship Council and cole Nationale des Ponts et Chaussées,for providing necessary financial assistance to LI Qiutong to pursue her Ph.D.in France
文摘Many countries which seek to understand the acoustic performance of railway noise barriers have established standards for the conduct of in-situ experiments.However,there are no universally acknowledged receiver positions for the evaluation of the barrier performance,a fact which may be leading to uncertainty over the noise reduction capabilities of available barriers.In terms of the descriptor of the barrier performance,the general recommendation is the A-weighted sound pressure level,although the latter is considered to underestimate low frequencies for railway noise barrier.Thus,in this study,the comparison of receiver positions and the descriptors among existing Chinese,ISO and European standards were investigated.Based upon a combination of diffraction theory and standards,a rearrangement of receiver positions and one-third-octave-band analysis were proposed.In addition,in line with improved methods,an in-situ measurement of insertion loss for a 1.5 mhigh railway noise barrier was designed and conducted.The results of the experiment validate as effective and applicable the new receiver positions.These results also suggest that one-third-octave-band analysis is indispensable.
基金project is supported by the Fundamental Research Funds for the Central Universities(No.2860219030)Foundation of State Key Laboratory of Traction Power,Southwest Jiaotong University(No. TPL1308)
文摘The rail temperature rises when the linear eddy current brake of high-speed train is working, which may lead to a change of rail physical characteristics or an effect on train operations. Therefore, a study concerning the characteristics of rail temperature rise caused by eddy current has its practical necessity. In the research, the working principle of a linear eddy current brake is introduced and its FEA model is established. According to the generation mechanism of eddy current, the theoretical formula of the internal energy which is produced by the eddy current is deduced and the thermal load on the rail is obtained. ANSYS is used to simulate the rail temperature changes under different conditions of thermal loads. The research result shows the main factors which contribute to the rising of rail temperature are the train speed, brake gap and exciting current. The rail temperature rises non-linearly with the in- crease of train speed. The rail temperature rise curve is more sensitive to the exciting current than the air gap. Moreover, the difference stimulated by temperature rising between rails of 60 kg/m and 75 kg/m is presented as well.
