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摘要: 建立了3节编组的CRH380B高速列车气动噪声计算模型, 包括6个转向架、2个风挡、3个空调机组和1个DSA380型受电弓等细微结构, 采用基于Lighthill声学理论的宽频带噪声源模型对高速列车气动噪声源进行识别, 基于高阶有限差分法的大涡模拟对高速列车近场非定常流动进行分析, 并采用Ffowcs Williams-Hawkings声学比拟理论对高速列车气动噪声进行预测。计算结果表明: 远场噪声计算结果与风洞试验结果的最大差值为1.45dBA, 因此, 高速列车气动噪声计算模型是准确的; 对气动噪声贡献量由大到小依次为转向架系统(6个转向架)、车端连接处(2个风挡)、受电弓与空调机组, 数值分别为83.58、79.31、74.08、59.71dBA; 以受电弓开口方式运行的整车气动噪声贡献量小于闭口方式, 最大声压级和平均声压级分别小于0.40、0.31dBA; 头车一位端转向架对转向架系统气动噪声贡献量最大, 为79.73dBA; 对受电弓气动噪声贡献量由大到小依次为: 碳滑板、平衡臂、弓头支架、底架、绝缘子、下臂杆、铰接结构、上臂杆、拉杆与平衡杆, 数值分别为97.95、93.02、86.63、82.07、79.46、76.85、72.43、66.63、62.02、54.22dBA; 在速度为350km·h-1时, 受电弓气动噪声存在主频为305、608、913 Hz, 且此3阶单频噪声频率是由弓头部位涡流脱落所导致的气动噪声贡献。Abstract: The calculation model of aerodynamic noise of CRH380 Bhigh-speed train with 3 vehicles was established, including some detailed geometries such as six bogies, two windshields, three air conditioning units and one DSA380 pantograph. The aerodynamic noise sources of high-speed train were identified by the broadband noise source model based on the Lighthill acoustic theory. The near-field unsteady flow around the high-speed train was analyzed by using the large-eddy simulation based on the high-order finite difference method. The aerodynamic noise of high-speed train was predicted by using the Ffowcs Williams-Hawkings acoustic analogy theory. Computation result shows that the maximum deviation of calculated result of far-field aerodynamic noise and wind tunnel test result is 1.45 dBA, so the calculation model is accurate. The order based on the aerodynamic noise contribution amounts from large to small is bogie system (six bogies), inter-coach spacing (two windshields), pantograph and air conditioning unit, and the numerical values are 83.58, 79.31, 74.08 and 59.71 dBA, respectively. The aerodynamic noisecontribution amount of train in the knuckle-downstream direction of pantograph is less than the value in the knuckle-upstream direction of pantograph, and the maximum sound pressure level (SPL) and the average SPL are 0.40 dBA and 0.31 dBA, respectively. The aerodynamic noise contribution of the first bogie of head car is biggest and is 79.73 dBA. From large to small in turn, the order based on the aerodynamic noise contribution amounts of pantograph is carbon skateboard, balance arm, panhead support, chassis, insulators, lower arm rod, knuckle, upper arm rod, pull rod and balance rod, and the numerical values are 97.95, 93.02, 86.63, 82.07, 79.46, 76.85, 72.43, 66.63, 62.02 and 54.22 dBA, respectively. At 350 km·h-1, the dominant frequency of aerodynamic noise of pantograph exists 305, 608 and 913 Hz that are resulted from the aerodynamic noise contribution because of panhead's vortex shedding.
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Key words:
- high-speed train /
- pantograph /
- bogie /
- aerodynamic noise /
- large eddy simulation /
- noise contribution
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图 16 受电弓不同开口方式的声压级对比曲线
Figure 16. SPL curve comparison in different opening directions of pantograph
图 19 受电弓各部件气动噪声贡献量对比
Figure 19. Contrast of aerodynamic noise contributions for parts of pantograph
表 2 数值仿真与风洞试验声压级对比
Table 2. SPL comparison between wind tunnel test and numerical simulation
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