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摘要: 基于统计能量分析(SEA)和半无限流体方法，建立6节编组的B型列车车外噪声预测仿真模型；通过试验提取车体SEA模型的振动激励和轮轨噪声激励，施加给车体并计算分析了车外噪声特性；以中国某城市轨道交通列车通过噪声试验对模型进行验证，并探讨了列车各板单元和轮轨噪声声源对车外场点声压的贡献量。研究结果表明：统计能量分析和半无限流体方法能够准确预测车外噪声，计算效率为常规方法的14.1倍；车速为60 km·h-1时，车外7.5和30.0 m处噪声显著频段为400~1 600 Hz，声压级随频率升高先增大后缓慢下降，其变化趋势和轮轨噪声变化趋势一致，最大幅值频率集中在800 Hz处，最大值分别为64.88、61.75 dB(A)；车外噪声贡献量由大到小依次为轮轨噪声、车窗、侧墙、车门、底板、顶板、端墙；车体振动辐射噪声在低频段的贡献较大，在中心频率为20~100 Hz时，车外噪声主要来源为车窗、侧墙，其贡献率分别达到21.2%和19.2%；在中心频率为100~500 Hz时，车体各板及轮轨噪声贡献率差异较小；在中心频率为500~5 000 Hz时，车体各板块的贡献率呈缓慢下降趋势，轮轨噪声的贡献率随频率升高逐渐增加，在2 000~5 000 Hz的1/3倍频带内达到60%以上。Abstract: Based on the statistical energy analysis (SEA) theory and semi-infinite fluid method, a 6-group B-type train external noise simulation model was established. The vibration and wheel-rail noise excitations of the SEA model of the vehicle were determined via testing. An excitation was applied to the vehicle, and the external noise characteristics were calculated and analyzed. The model was verified through a passing-noise experiment on a rail transit train in a city in China. The contributions of each plate and the wheel-rail noise to the sound pressure level at the external point were discussed as well. Analysis results indicate that the SEA theory and semi-infinite fluid method can accurately predict the external noise of a train, with a computational efficiency 14.1 times that of the conventional approach. When the speed is 60 km·h-1, the significant frequency band at 7.5 and 30.0 m outside the vehicle is 400-1 600 Hz. The sound pressure level increases first and then decreases slowly with the increasing frequency. The variation trend is the same as that of the wheel-rail noise. The maximum amplitude frequency is 800 Hz, with the maximum values being 64.88 and 61.75 dB(A). The contributions to the external noise in decreasing order are those from the wheel-rail noise, window, side wall, door, floor, roof, and end wall. The noise radiated due to vehicle vibration contributes significantly to the low-frequency band. At the center frequencies of 20-100 Hz, the main sources of external noise are windows and side walls, the contribution rates are 21.2% and 19.2%, respectively. At the center frequencies of 100-500 Hz, the difference in the noise contribution rates of each plate and the wheel-rail system is insignificant. At the center frequencies of 500-5 000 Hz, the contribution rates of each plate of the train decrease gradually, and the contribution rate of the wheel-rail noise increases gradually with the increasing frequency, reaching more than 60% in the 1/3 octave band of 2 000-5 000 Hz. 3 tabs, 15 figs, 30 refs.
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图 12 仿真值与试验值1/3倍频程图对比
Figure 12. Comparison of 1/3 octave diagrams between simulation and test values
表 1 结构材料属性
Table 1. Properties of structure materials
结构材料 泊松比 密度/(kg∙m-3) 弹性模量/GPa 应用区域 铝合金1 0.30 2 700 71.0 顶板、地板 铝合金2 0.32 2 702 69.0 侧墙、端墙 玻璃 0.22 2 500 55.0 车窗 混凝土 0.15 2 390 31.5 桥面板、护栏 
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表 2 仿真值和试验值A声级对比
Table 2. Comparison of A-weighted SPLs between simulation and test values
通过噪声 7.5 m处 30.0 m处 30列列车平均值/dB(A) 70.4 66.0 仿真值/dB(A) 68.8 64.1 误差/% 2.2 2.9
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表 3 计算效率对比
Table 3. Comparison of computational efficiencies
方法 单元数 子系统数 运算时间/s 本文方法 928 61.3 边界元法 14 582 20 520.0 几何声线法 196 870.0
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