摘要
与明线运行相比,隧道内的高速列车车内噪声将明显增加。通过线路试验,对我国某型高速列车以160~350 km/h速度在明线和隧道运行时的车内振动噪声进行测试分析。掌握两种线路下的车内振动和噪声、车身表面气动噪声、转向架区域振动和噪声特性及其随速度的变化规律;采用50通道球形声阵列,识别两种线路下的车内主要噪声源,并分析噪声源的车内区域贡献率,进而在此基础上研究两种线路下的车内声振传递特性。结果表明,两种线路下车内噪声频谱差异主要体现在315~2000 Hz,各测点不同线路的声压级差值与运行速度相关性较小,车内噪声受轮轨噪声激励影响相对明显。对于客室中部,列车350 km/h匀速运行时,隧道段列车顶板和客室后方贡献率分别增加4.0%和3.0%,地板贡献率降低8.6%,差异频段主要体现在63~160 Hz。对于侧墙区域,明线段车内低频噪声主要来自侧墙的振动,而在隧道时,车内低频噪声则主要来自于侧墙车身表面的气动激励。客室内噪声总值和频谱分布的差异在隧道运行情况下会减小,现有更关注客室端部噪声控制的传统认识,在列车隧道运行下,需要同样重要地关注和对待客室中部区域。
The interior noise level of high-speed trains running in a tunnel can be obviously increased compared with that running on the ground surface.The interior noise and vibration characteristics of a high-speed train under two different running cases(on the ground surface or in a tunnel)at speed of 160-350 km/h are analyzed according to the line test.The interior noise and vibration characteristics,the bogie area noise and vibration characteristics,the aerodynamic noise characteristics on vehicle body surface,and their variations with speed under those two running cases are obtained.By using the 50-channel spherical acoustic array,the main noise sources of the interior noise under those two running cases are identified,the contribution rate of the noise sources are analyzed,and on this basis,the interior noise and vibration transmission characteristics are studied.Results show that the difference of interior noise spectrum in the two running cases is mainly reflected in 315-2000 Hz.The difference of sound pressure level for different lines is relatively independent to the operating speed.The interior noise is significantly affected by the wheel-rail noise excitation.For the middle area of the coach,when the train runs at 350 km/h,the contribution rates of the roof and the rear of the cabin are increased by 4.0%and 3.0%,respectively;the contribution rate of floor is decreased by 8.6%,and the main differences of the noise spectrum between them are located in 63-160 Hz.For the sidewall area,the low frequency noise source on the ground surface mainly comes from the vibration of the sidewall;but for the tunnel,it mainly comes from the aerodynamic excitation of the side wall surface.The variation of the total noise value and the spectrum distribution in the passenger room will be reduced under the tunnel operation.The existing concept of the noise control concern mainly at the end of the passenger compartment,but as this study indicates,it is also crucial to pay attention to the central area of the passenger compartment un
作者
柳明
张捷
高阳
蒋文杰
肖新标
LIU Ming;ZHANG Jie;GAO Yang;JIANG Wenjie;XIAO Xinbiao(State Key Laboratory of Traction Power,Southwest Jiaotong University,Chengdu 610031;CRRC Changchun Railway Vehicles Co.,Ltd.,Changchun 130062)
出处
《机械工程学报》
EI
CAS
CSCD
北大核心
2020年第8期207-215,共9页
Journal of Mechanical Engineering
基金
国家重点研发计划战略性国际科技创新合作重点专项(2016YFE0205200)
国家自然科学基金(U1834201)
国家重点研发计划(2016YFB1200506-08/2016YFB1200503-02)资助项目。
关键词
高速列车
车内噪声
隧道
明线
声源识别
high-speed train
interior noise
tunnel
ground surface
sound source recognition
