摘要
针对高速列车气动噪声声源组成的复杂性和各部件对总噪声的贡献量问题,本文基于Lighthill声学理论,采用三维、宽频带噪声源模型、LES大涡模拟和FW-H声学模型对初期研制设计的某型高速列车气动噪声进行数值模拟,分析该型列车的主要气动噪声源特性及对整车的贡献量大小,并提出降噪改进意见。研究结果表明：高速列车气动噪声是宽频噪声,高速列车以350km/h运行时,在20Hz以下存在明显的主频率,整车主要能量集中在630～4 000Hz范围内;距轨道中心线25m、头车鼻尖8m处的纵向噪声评估点,总声压级达到最大值95.9dBA;离轨道中心线的距离越大,其横向噪声评估点的声压级衰减幅度越小;运行速度的大小不改变列车声功率和远场噪声评估点的分布规律,只改变其幅值,随着运行速度的增大其增加幅度越小。高速列车最主要噪声源为头车的鼻尖和排障器,其次是转向架,最后是车辆连接处;对整车总噪声的贡献量,800～1 600 Hz范围内主要是头车,630～4 000Hz范围内主要是转向架,且中心频率为160Hz的幅值远大于车体、头车、尾车和风挡区域的噪声,1 000～2 000Hz范围内的噪声主要是车辆连接处,且中心频率为400Hz和1 600Hz时出现峰值;在车辆连接处设置全风挡及列车转向架部位设置全包裙板后,降噪效果明显。文中所得研究成果,可为高速列车气动噪声分布规律和结构优化、减阻降噪提供一定的科学依据。
To address the complexity of the composition of the aerodynamic noise sources of the high-speed train,and the contribution of each component to the total noise,this paper,based on Lighthill acoustic analogue theory,applied three-dimensional,broadband noise source model,large eddy simulation and FW-H acoustic model to simulate the aerodynamic noise for a high-speed train,to analyze the characteristics of the main aerodynamic noise sources of the train and the amount of contribution to the train,and to propose noise reduction advice.The results showed that high-speed train aerodynamic noise is broadband noise.When the train ran at 350km/h,noticeable main frequency existed under 20 Hz and the energy mainly concentrated in the range of 630~4 000 Hz.At the longitudinal noise evaluation points 25 maway from the center line of the track and 8mfrom the tip of the nose of the train head,the total SPL(sound pressure level)reached the maximum value of 95.9dBA.The greater the distance from the center line of the track was,the smaller the attenuated rate of SPL at the lateral noise evaluation points.The running speed did not change the distribution of the acoustical power nor the distributed regularity in the far field noise evaluation points of the train,but only changed the amplitude of the acoustical power.With the increase of the running speed,the amplitude growth decreased.The main noise sources of the high speed train came from nose and cowcatcher of the first car,followed by the bogie,and the junction between the cars.On the amount of contribution to the total vehicle noise,the main contribution within the 800~1 600 Hz was mainly the first car,while the main contribution within the 630~4 000 Hz range was mainly the bogie.At the center frequency of 160 Hz,the amplitude was greater than the noise of the car body,the first car,the tail car and windshield.The noise within the 1000~2000 Hz range was mainly the contribution of the junction between the cars.The noise peak appeared when the center frequency was 400 Hz and 1 60
出处
《铁道学报》
EI
CAS
CSCD
北大核心
2016年第7期40-49,共10页
Journal of the China Railway Society
基金
国家自然科学基金(U1234208)
牵引动力国家重点实验室自主课题(2016TPL_T02)
