高速列车气动噪声研究综述

朱剑月; 张清; 徐凡斐; 刘林芽; 圣小珍

doi:10.19818/j.cnki.1671-1637.2021.03.003

高速列车气动噪声研究综述

doi: 10.19818/j.cnki.1671-1637.2021.03.003

朱剑月^{1, 2,},
张清^{1, 2},
徐凡斐^{1, 2},
刘林芽³,
圣小珍⁴

1.
同济大学铁道与城市轨道交通研究院，上海 201804
2.
同济大学上海地面交通工具风洞中心，上海 201804
3.
华东交通大学铁路环境振动与噪声教育部工程研究中心，江西南昌 330013
4.
上海工程技术大学城市轨道交通学院，上海 201620

基金项目:

国家自然科学基金项目 51875411

上海市科学技术委员会科研计划项目 19DZ2290400

详细信息

作者简介:
朱剑月(1973-)，男，江苏常熟人，同济大学副教授，工学博士，从事高速列车空气动力学与气动噪声研究

中图分类号: U270.16
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出版历程
- 收稿日期: 2021-01-23
- 网络出版日期: 2021-08-27
- 刊出日期: 2021-08-27

Review on aerodynamic noise research of high-speed train

ZHU Jian-yue^{1, 2
,},
ZHANG Qing^{1, 2},
XU Fan-fei^{1, 2},
LIU Lin-ya³,
SHENG Xiao-zhen⁴

1.
Institute of Rail Transit, Tongji University, Shanghai 201804, China
2.
Shanghai Automotive Wind Tunnel Center, Tongji University, Shanghai 201804, China
3.
MOE Engineering Research Center of Railway Environment Vibration and Noise, East China Jiaotong University, Nanchang 330013, Jiangxi, China
4.
School of Urban Railway Transportation, Shanghai University of Engineering Science, Shanghai 201620, China

Funds:

National Natural Science Foundation of China 51875411

Scientific Research Program of Shanghai Science and Technology Committee 19DZ2290400

More Information

Author Bio:
ZHU Jian-yue (1973-), male, associate professor, PhD, zhujianyue@tongji.edu.cn

摘要

摘要: 根据近年来高速列车气动噪声相关研究，从试验研究、理论分析和数值模拟方面介绍了当前高速列车气动噪声研究现状和研究成果, 分析了高速列车气动噪声源分布和产生机理，探讨了高速列车关键区域气动噪声降噪措施，展望了未来研究方向。研究结果表明：高速列车运行产生的气动噪声主要声源为几何体表面偶极子声源，分布在转向架、受电弓、车厢连接处、头车与尾车等区域；转向架区域存在着车体表面结构不连续性，气流流经时产生流动分离和流体相互作用，形成较强气动噪声源，可以采用转向架舱外设置裙板和舱内壁与周围铺设吸声板等措施进行降噪；受电弓各部件受到流动冲击作用，产生周期性涡旋脱落诱发的单音噪声，可通过减少受电弓结构部件、改变受电弓杆件截面形状、安装受电弓导流罩、受电弓两侧设置隔声板和射流控制等措施进行气动噪声有效控制；无封闭式车厢风挡形成开放式环形空腔，气流流经时产生较强的气动噪声和气动声学耦合，采用全封闭风挡可有效降低气动噪声产生；头车部位气流流动分离以及尾车部位由于尾涡脱落和非定常流动结构形成与发展，诱发气动噪声产生，头车、车身与尾车减少突出部件，保持几何体表面光滑和连续性，有利于取得较好的降噪效果；随着未来更高速度级高速列车研发，有必要进一步深入研究高速列车气动噪声理论与数值模拟方法，提升气动噪声降噪技术水平，有效控制气动噪声。
- 高速列车 /
- 气动噪声 /
- 数值模拟 /
- 计算气动声学 /
- 噪声控制
Abstract: According to the relevant research on the aerodynamic noise of high-speed trains in recent years, the present research status and achievements of the aerodynamic noise of high-speed trains were introduced from the aspects of experimental research, theoretical analysis and numerical simulation. The distribution and generation mechanism of aerodynamic noise sources of high-speed trains were analyzed, the measures to reduce aerodynamic noise in the key regions of high-speed trains were discussed, and the future research directions were prospected. Research results show that dipole sources on the geometric surfaces are the main source of aerodynamic noise, which are located in the regions of the bogie, pantograph, inter-coach, locomotive, and tail car of a high-speed train. In the bogie area, the structure of the vehicle body surface is discontinuous, and the flow separation and interaction occur when the airflow flows through, which form a strong aerodynamic noise source. The noise can be reduced by setting skirting plate outside the bogie cabin and laying sound absorbing plate around the cabin. The pantograph components are affected by the airflow impact, and the tonal noise induced by the periodic vortex falling off can be produced. The aerodynamic noise can be effectively controlled by reducing the pantograph structural components, changing the cross-section shape of the pantograph rod, installing the pantograph guide cover, setting up the sound insulation board on both sides of the pantograph and jet control measures. The open annular cavity is formed by the non-closed windshield, and the strong aerodynamic noise and aerodynamic acoustics coupling generated when the airflow flows through. The completely closed windshield can effectively reduce the aerodynamic noise generation. The separation of airflow at the head car and the formation and development of unsteady flow structure at the tail car can induce the generation of aerodynamic noise. The prominent parts can be reduced in the head car, body and tail car, and the surface of the geometry can be kept smooth and continuous, which is conducive to achieving better noise reduction effect. With the development of high-speed trains with higher speeds in the future, it is necessary to further study the aerodynamic noise theory and numerical simulation methods of high-speed trains, improve the technical level of aerodynamic noise reduction, and effectively control the aerodynamic noise generated by high-speed trains. 24 figs, 74 refs.
- high-speed train /
- aerodynamic noise /
- numerical simulation /
- computational aeroacoustics /
- noise control

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图 1 高速列车随速度增加产生的噪声

Figure 1. Noise generated by a high-speed train with increasing of speed

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图 2 TGV高速列车头车噪声源云图

Figure 2. Noise source maps from leading car of TGV train

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图 3 列车头车噪声源云图比较

Figure 3. Comparison of noise source maps of leading car

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图 4 声学风洞内声阵列测试

Figure 4. Acoustic array measurement in acoustic wind tunnel

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图 5 声学风洞内高速列车模型

Figure 5. High-speed train model in acoustic wind tunnel

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图 6 开口式航空声学风洞内高速列车模型

Figure 6. High-speed train model in open aeroacoustic wind tunnel

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图 7 列车轮对数值模拟DDES模型特性

Figure 7. DDES model properties of train wheelset simulation case

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图 8 转向架周围瞬态涡结构

Figure 8. Instantaneous vortex structure around bogie

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图 9 转向架气动噪声空间声指向性

Figure 9. Spatial noise directivity of bogie

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图 10 受电弓周围瞬态涡结构

Figure 10. Instantaneous vortex structure around pantograph

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图 11 TGV高速列车头车周围瞬态涡结构

Figure 11. Instantaneous vortex structure around TGV leading car

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图 12 FW-H气动噪声预测的可穿透积分面设置

Figure 12. Porous integration surfaces for FW-H aerodynamic noise prediction

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图 13 沿车轴轴向中截面四极子声源分布

Figure 13. Quadruple noise source distribution along axial mid-plane of axle

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图 14 列车尾迹内涡对

Figure 14. Vortex pair developed in train wake

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图 15 新干线高速列车车头转向架部位裙板

Figure 15. Fairing installed around leading bogie of Shinkansen high-speed trains

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图 16 转向架舱内壁增设吸声板

Figure 16. Sound-absorbing panel settled within bogie cavity

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图 17 排障器与转向架舱外裙板连接

Figure 17. Cowcatcher connected with bogie fairing around bogie cavity

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图 18 排障器模型

Figure 18. Cowcatcher models

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图 19 列车模型气动噪声源云图

Figure 19. Aerodynamic noise source maps of train model

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图 20 翼型受电弓

Figure 20. Aerofoil pantograph

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图 21 低噪声受电弓

Figure 21. Low-noise pantograph

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图 22 单臂受电弓

Figure 22. Single arm pantograph

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图 23 受电弓隔声板

Figure 23. Noise insulation plates of pantograph

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图 24 典型高速列车头型

Figure 24. Typical nose shapes of high-speed train

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