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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。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.
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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
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
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
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
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
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
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
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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