高速列车受电弓气动噪声研究综述

刘海涛; 王文宇; 周新; 张长亮; 肖乾

doi:10.19818/j.cnki.1671-1637.2023.03.001

高速列车受电弓气动噪声研究综述

doi: 10.19818/j.cnki.1671-1637.2023.03.001

华东交通大学机电与车辆工程学院，江西南昌 330013

基金项目:

国家自然科学基金项目 12104153

江西省主要学科学术和技术带头人培养计划项目 20204BCJL23034

详细信息

作者简介:
刘海涛(1986-)，男，湖北宜昌人，华东交通大学副教授，工学博士，从事振动噪声控制与声源定位追踪研究

中图分类号: U264
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出版历程
- 收稿日期: 2022-12-16
- 网络出版日期: 2023-07-07
- 刊出日期: 2023-06-25

Review on aerodynamic noise analysis of high-speed train pantographs

School of Mechatronics and Vehicle Engineering, East China Jiaotong University, Nanchang 330013, Jiangxi, China

Funds:

National Natural Science Foundation of China 12104153

Training Plan for Academic and Technical Leaders of Major Disciplines in Jiangxi Province 20204BCJL23034

More Information

Author Bio:
LIU Hai-tao(1986-), male, associate professor, PhD, 2860@ecjtu.edu.cn

摘要

摘要: 为更深入全面了解高速列车受电弓气动噪声研究现状，阐明高速列车受电弓气动噪声机理与规律，总结了近年来国内外高速列车受电弓气动噪声的研究，概括了中国、日本、德国与法国高速列车受电弓的发展历程，分析了受电弓气动噪声源、辐射气动噪声特性以及高速列车受电弓气动噪声研究方法，探讨了高速列车受电弓气动噪声生成机理与抑制方法，总结了当前研究的主要成果。分析结果表明：受电弓作为列车顶部的重要受流装置，由多个杆件组成，在高速气流中会产生显著的有调噪声，是高速列车环境噪声污染主要来源之一；高速列车受电弓主要气动噪声源分布在弓头、铰链机构、绝缘子、底架等部件的迎风侧位置，研究受电弓气动噪声的手段有实车试验、风洞试验以及数值模拟；增加附属装置可以有效控制气动噪声，如增加导流罩、喷射气流、等离子体驱动器等，但这些方法增加了系统的复杂度；基于仿生学原理改变杆件表面微结构，可以显著抑制受电弓湍流旋涡的生成，从而大幅降低气动噪声；优化杆件截面形状以及空间结构设计，可以减少阻力及湍流旋涡的生成，进而有效控制气动噪声。可见，多种途径可以降低受电弓气动噪声，但工程落地的可行性、气动噪声与气动阻力及弓网接触稳定性的耦合关系，仍需进一步深入研究。
- 高速列车 /
- 受电弓 /
- 气动噪声 /
- 噪声源 /
- 声辐射 /
- 气动噪声优化 /
- 计算气动声学
Abstract: In order to deeply and comprehensively understand the research status of aerodynamic noise of high-speed train pantographs and elucidate its mechanisms and laws, the research on the aerodynamic noise in China and abroad in recent years was summarized. Its development histories in China, Japan, Germany, and France were outlined. The sources of aerodynamic noise of pantographs, the characteristics of radiated aerodynamic noise, and the research methods for the aerodynamic noise were analyzed. The generation mechanisms and suppression methods of the aerodynamic noise were explored, and the main achievements obtained in the current research were summarized. Analysis results indicate that, as an important current collection device on the top of the train, the pantograph consists of multiple rods, and it generates significant tonal noise in high-speed airflow and is one of the main sources of environmental noise pollution in high-speed trains. The main sources of aerodynamic noise of high-speed train pantographs are distributed on the windward sides of components such as the pantograph head, knuckle, insulators, and base frame. The methods for studying the aerodynamic noise of pantographs include actual train test, wind tunnel experiment, and numerical simulation. The addition of auxiliary devices, such as the wind deflector, jet flow, and plasma actuator, can effectively control the aerodynamic noise, but these methods increase the complexity of the system. According to the principle of bionics, modifying the surface microstructure of rods can significantly suppress the generation of turbulent vortices of pantographs, thus greatly reducing the aerodynamic noise. Optimizing the cross-sectional shape and spatial structure design of rods can reduce the generation of drag and turbulent vortices, thereby effectively controlling aerodynamic noise. So, various approaches can be employed to reduce the aerodynamic noise of pantographs. However, the feasibility of engineering implementation, the coupling relationship between aerodynamic noise and aerodynamic resistance, as well as the contact stability between the pantograph and catenary, still need to be further investigated.
- high-speed train /
- pantograph /
- aerodynamic noise /
- noise source /
- acoustic radiation /
- aerodynamic noise optimization /
- computational aeroacoustics

HTML全文

图 1 对称面的气动噪声分布

Figure 1. Aerodynamic noise distribution on symmetrical surface

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图 2 多通道声像同步采集系统

Figure 2. Multi-channel acoustic imaging synchronous acquisition system

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图 3 声全息试验测试的高速列车噪声源分布

Figure 3. Distributions of noise sources in high-speed train measured by acoustic holography experiment

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图 4 声学风洞试验段及高速列车模型

Figure 4. Acoustic wind tunnel experimental section and high-speed train model

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图 5 1∶8缩比高速列车模型与测试麦克风阵列

Figure 5. 1∶8 scaled high-speed train model and testing microphone array

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图 6 受电弓和导流罩的风洞试验模型

Figure 6. Wind tunnel experimental models of pantograph and wind deflectors

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图 7 列车模型与远场麦克风测试点位置

Figure 7. Train model and far field microphone test point locations

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图 8 带喷射气流装置的受电弓弓头结构

Figure 8. Pantograph head structure with jet flow device

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图 9 带有通孔的TPS单臂式受电弓弓角

Figure 9. Bow angle of TPS single-arm pantograph with through-hole

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图 10 等离子体驱动器的构造与安装位置

Figure 10. Construction and installation position of plasma actuators

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图 11 表面粘附多孔金属材料的受电弓

Figure 11. Pantograph with surface adhered porous metal materials

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图 12 长耳鸮翼前缘锯齿结构

Figure 12. Serrated structure of leading edge of long eared owlwing

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图 13 仿生杆件模型

Figure 13. Bionic rod models

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图 14 带表面凹坑结构的圆柱形杆件模型

Figure 14. Cylindrical rod model with surface concave structures

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图 15 监测点布置

Figure 15. Layout of monitoring points

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图 16 远场R=5 m处的声压级分布

Figure 16. Sound pressure level distribution at a far field of R=5 m

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图 17 非对称截面杆的仿生模型

Figure 17. Bionic model of asymmetric cross section rod

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图 18 改进的受电弓几何模型

Figure 18. Improved geometric model of pantograph

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图 19 椭圆形截面优化模型

Figure 19. Optimized elliptical cross-section model

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图 20 展向波纹杆的几何描述

Figure 20. Geometric description of spanwise waviness bar

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图 21 四种展向波纹杆试验模型

Figure 21. Four experimental models of spanwise waviness bar

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图 22 菱形受电弓

Figure 22. Rhombic pantograph

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图 23 T型受电弓

Figure 23. T-type pantograph

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图 24 PS9037低噪声受电弓

Figure 24. PS9037 low-noise pantograph

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图 25 新型单臂式受电弓

Figure 25. New type single-arm pantograph

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表 1 处于升弓状态下不同风速远场的总声压级

Table 1. Total sound pressure levels at different wind speeds in far field during pantograph lifted state

风速/(km·h^-1)	状态	总声压级/dB(A)
风速/(km·h^-1)	状态	测点3	测点4
200	升弓	71.7	71.0
200	导流罩+升弓	71.5	70.9
230	升弓	75.6	74.9
230	导流罩+升弓	75.1	74.7
250	升弓	77.8	77.3
250	导流罩+升弓	77.5	77.2

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表 2 处于降弓状态下不同风速远场的总声压级

Table 2. Total sound pressure levels at different wind speeds in far field during pantograph folded state

风速/(km·h^-1)	状态	总声压级/dB(A)
风速/(km·h^-1)	状态	测点3	测点4
200	降弓	71.5	71.1
200	导流罩+降弓	70.3	70.5
230	降弓	75.2	75.0
230	导流罩+降弓	73.9	74.0
250	降弓	77.5	77.1
250	导流罩+降弓	76.3	76.3

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表 3 三种流速下4种杆件的总声压级

Table 3. Overall sound pressure levels of four types of rods at three flow velocities

杆件类型	不同流速(m·s^-1)的声压级/dB
杆件类型	14	28	42
光滑圆柱形	75.7	84.6	92.2
锯齿形	66.6	81.1	96.3
V型凹环形	76.1	86.2	88.1
波纹形	74.8	84.7	85.5

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表 4 两种流速下4种杆件的总声压级

Table 4. Overall sound pressure levels of four types of rods at two flow velocities

杆件类型	不同流速(m·s^-1)的声压级/dB
杆件类型	56	106
光滑圆柱形	116.62	130.93
O型凸环形	115.53	118.28
螺旋箍条形	93.55	107.55
打孔四棱柱形	108.57	120.56

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表 5 不同模型在不同监测点下的声压级

Table 5. Sound pressure levels at different monitoring points for different models dB

模型	监测点1	监测点19	监测点37	监测点55
光滑圆柱形杆件模型Ⅰ	56.9	73.0	56.7	73.0
凹坑杆件模型Ⅱ-1	63.7	71.5	64.0	71.5
凹坑杆件模型Ⅱ-2	63.6	71.1	64.0	71.1
凹坑杆件模型Ⅱ-3	63.8	70.6	64.0	70.6

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表 6 直方杆和7种展向波纹杆的频谱峰值和总声压级

Table 6. Spectral peaks and total sound pressure levels of straight square bar and 7 types of spanwise waviness bars

模型	频谱峰值/dB	总声压级/dB
模型	θ=90°	θ=90°	θ=180°
直方杆	82.9	94.9	82.2
λ=4D, ω/D=0.12	80.9	94.3	79.6
λ=4D, ω/D=0.24	78.7	90.3	76.3
λ=4D, ω/D=0.36	63.8	76.3	62.9
λ=4D, ω/D=0.48		65.8	60.4
λ=2D, ω/D=0.12	82.5	93.8	77.7
λ=2D, ω/D=0.24	80.4	91.6	74.3
λ=2D, ω/D=0.36	64.2	78.7	68.7

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