高速列车受电弓导流罩气动噪声特性分析

蔡国华; 刘志明; 武振锋; 周述生

doi:10.13433/j.cnki.1003-8728.20220109

高速列车受电弓导流罩气动噪声特性分析

doi: 10.13433/j.cnki.1003-8728.20220109

1.
北京交通大学机械与电子控制工程学院，北京　100044
2.
兰州交通大学机电工程学院，兰州　730070

基金项目: 国家自然科学基金重大项目（11790281）

详细信息

作者简介:
蔡国华（1995−），硕士研究生，研究方向为列车空气动力学，20121320@bjtu.edu.cn

通讯作者:
刘志明，教授，博士生导师，zhmliu1@bjtu.edu.cn

中图分类号: U270.16
计量
- 文章访问数: 77
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- PDF下载量: 14
- 被引次数: 0
出版历程
- 收稿日期: 2021-09-05
- 刊出日期: 2023-09-30

Analysis on Aerodynamic Noise Characteristics of Pantograph Fairing of High-speed Train

1.
School of Mechanical, Electronic and Control Engineering, Beijing Jiaotong University, Beijing 100044, China
2.
School of Mechanical Engineering, Lanzhou Jiaotong University, Lanzhou 730070, China

摘要

摘要: 针对高速列车受电弓区域气动噪声问题，采用大涡模拟和FW-H声学模型重点对列车在250 km/h、350 km/h运行时受电弓导流罩气动噪声进行数值模拟，建立了车体+受电弓导流罩的计算模型，分析导流罩表面偶极子声源分布和气动噪声频谱特性。研究结果表明：350 km/h下导流罩表面气动噪声整体大于250 km/h；两种速度下导流罩表面偶极子声源分布规律在频域表现一致：在高频阶段声压级明显低于低频阶段，5 000 Hz下最大声压级仅为20 Hz下的40%；导流罩表面最大声压级都诱发于凹腔与后引导面的过渡处，20 Hz下分别可达136 dB、143 dB。此外，导流罩近场和远场气动噪声频谱曲线相似，均是一种宽频噪声，且能量主要集中在150 ~ 950 Hz，对后续更高速级列车受电弓导流罩降噪结构设计和隔声材料的选取有一定实际参考意义。
- 高速列车 /
- 受电弓导流罩 /
- 气动噪声 /
- 大涡模拟
Abstract: For the aerodynamic noise of high-speed train pantograph region, large eddy simulation (LES) and FW-H acoustic model were used to simulate the aerodynamic noise of pantograph fairing at speeds of 250 km/h and 350 km/h, and the aerodynamic noise calculation model of train+pantograph fairing was established to analyze the dipole sound source distribution and aerodynamic noise spectrum characteristics of the pantograph fairing. The results show that the aerodynamic noise on the fairing surface is overall larger than 250 km/h at 350 km/h. The distribution of the dipole sound source on the surface of the fairing at the two speeds is consistent in the frequency domain: the sound pressure level at the high frequency is obviously lower than that at the low frequency, and the maximum sound pressure level at 5 000 Hz is only 40% of that at 20 Hz; The loudest pressure levels on the surface of the fairing are induced at the transition between the concave cavity and the rear guide surface, reaching 136 dB and 143 dB respectively at 20 Hz. In addition, the near-field and far-field aerodynamic noise spectrum curves of the fairing are similar, both of which are broadband noise, and the energy is mainly concentrated in the range of 150-950 Hz, which has certain practical reference significance for the structural design of the pantograph fairing and the selection of sound insulation materials for the subsequent higher-speed trains.
- high-speed train /
- pantograph fairing /
- aerodynamic noise /
- large eddy simulation

HTML全文

图 1 列车主要噪声源与速度分区

Figure 1. Main sources of noise and speed zoning of trains

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图 2 高速列车受电弓系统

Figure 2. The pantograph system of high-speed trains

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图 3 几何模型

Figure 3. Geometric model

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图 4 计算域示意图

Figure 4. Schematic diagram of the computational domain

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图 5 流场计算网格

Figure 5. Computational grid for flow field calculations

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图 6 250 km/h导流罩表面偶极子噪声分布

Figure 6. Dipole noise distribution on the surface of the 250 km/h fairing

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图 7 350 km/h导流罩表面偶极子噪声分布

Figure 7. Dipole noise distribution on the surface of the 350 km/h fairing

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图 8 导流罩表面噪声频谱特性

Figure 8. Noise spectrum characteristics of the fairing surface

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图 9 A计权噪声频谱特性

Figure 9. A-weighted noise spectrum characteristics

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图 10 远场标准监测点示意图

Figure 10. Schematic diagram of far-field standard monitoring points

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图 11 远场气动噪声频谱

Figure 11. Far-field aerodynamic noise spectrum

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表 1 三辆编组与单节车体导流罩气动阻力对比

Table 1. Comparison of aerodynamic resistance between three car formations and one car body fairing

速度/（km·h^–1）三辆编组形式/N 单节车体/N 差值/N

250 2332.4 2323.2 9.2
300 3270.7 3258.3 12.4

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