LIU Jia-li, ZHANG Ji-ye, ZHANG Wei-hua. Calculation method of interior aerodynamic noises with middle and high frequencies for high-speed train[J]. Journal of Traffic and Transportation Engineering, 2011, 11(3): 55-60. doi: 10.19818/j.cnki.1671-1637.2011.03.010
Citation: LIU Jia-li, ZHANG Ji-ye, ZHANG Wei-hua. Calculation method of interior aerodynamic noises with middle and high frequencies for high-speed train[J]. Journal of Traffic and Transportation Engineering, 2011, 11(3): 55-60. doi: 10.19818/j.cnki.1671-1637.2011.03.010

Calculation method of interior aerodynamic noises with middle and high frequencies for high-speed train

doi: 10.19818/j.cnki.1671-1637.2011.03.010
More Information
  • Author Bio:

    LIU Jia-li(1985-), male, doctoral student, +86-28-86466040, liujiali0612@163.com

    ZHANG Ji-ye(1965-), male, professor, PhD, +86-28-86466040 jyzhang@swjtu.edu.cn

  • Received Date: 2011-01-07
  • Publish Date: 2011-06-25
  • The external unsteady flow field of high-speed train was calculated by using SST k-w turbulence model, and the fluctuating pressure of body surface was extracted. Based on the statistical energy analysis(SEA) theory, the analysis model of interior aerodynamic noises with middle and high frequencies for high-speed train was established, the parameters of each subsystem in the model were determined, and the interior aerodynamic noise induced by external fluctuating pressure was calculated. Calculation result shows that the change of fluctuating pressure on the head car of high-speed train is most dramatic. For middle and high frequencies, the sound pressure levels of cab and passenger room decrease with the increasing of frequency. When frequency is 0.5 kHz, the maximum sound pressure level of cab is 93.79 dB, and the maximum sound pressure level of passenger room is 81. 99 dB. For each frequency, the maximum difference of sound pressure levels for the three cavities of cab is 3. 89 dB. The maximum difference of sound pressure levels of the three cavities of passenger room is 8.69 dB. The sound pressure level of cab is larger than that of passenger room, the sound pressure level of the middle cavity of cab is largest, and the main energy inputs of middle cavity of cab are from window and floor. The interior aerodynamic noise can reduce through the effective design of window and improving the interior sound-absorbing performance of hig-speed train.

     

  • loading
  • [1]
    SHENZhi-yun. Dynamic environment of high-speedtrain and its distinguished technology[J]. Journal of the China Railway Society, 2006, 28(4): 1-5. (in Chinese) doi: 10.3321/j.issn:1001-8360.2006.04.001
    [2]
    TALOTTE C. Aerodynamic noise: a cirtical survey[J]. Journal of Sound and Vibration, 2000, 231(3): 549-562. doi: 10.1006/jsvi.1999.2544
    [3]
    GONG Zhen, XIA Heng, ZENG Fa-lin, et al. Statistical energy analysis of interior aerodynamic noise of high-speed automobile[J]. Transactions of the Chinese Society for Agricultural Machinery, 2003, 34(2): 7-10. (in Chinese) https://www.cnki.com.cn/Article/CJFDTOTAL-NYJX200302002.htm
    [4]
    XIA Heng, GONG Zhen, LU Sen-lin. Calculations about interior aerodynamic noise for high-speed automobile by BEM[J]. Journal of Jiangsu University: Natural Science Edition, 2003, 24(1): 47-50. (in Chinese) https://www.cnki.com.cn/Article/CJFDTOTAL-JSLG200301011.htm
    [5]
    NOGER C, PATRATJ C, PEUBE J, et al. Aeroacoustical study of the TGV pantograph recess[J]. Journal of Sound and Vibration, 2000, 231(3): 563-575. doi: 10.1006/jsvi.1999.2545
    [6]
    FREDMION N, VINCENT N, JACOB M, et al. Aerodynamic noise radiated by the intercoach spacing and the bogie of a high-speed train[J]. Journal of Sound and Vibration, 2000, 231(3): 577-593. doi: 10.1006/jsvi.1999.2546
    [7]
    KITAGAWA T, NAGAKURAK K. Aerodynamic noise generated by shinkansen cars[J]. Journal of Sound and Vibration, 2000, 231(3): 913-924. doi: 10.1006/jsvi.1999.2639
    [8]
    MELLETA C, LETOURNEAUXA F, POISSONB F, et al. High speed train noise emission: latest investigation of the aerodynamic/rolling noise contribution[J]. Journal of Sound and Vibration, 2006, 293(3): 535-546.
    [9]
    SASSA T, SATO T, YATSUI S. Numerical analysis of aerody namic noise radiation from a high-speed train surface[J]. Journal of Sound and Vibration, 2001, 247(3): 407-416.
    [10]
    TAKAISHI T, SAGAWA A, NAGAKURA K, et al. Numerical analysis of dipole sound source around high speed trains[J]. Journal of the Acoustical Society of America, 2002, 111(6): 2601-2608.
    [11]
    TAKAISHI T, IKEDA M, KATO C. Method of evaluating dipole sound source in a finite computational domain[J]. Journal of the Acoustical Society of America, 2004, 116(3): 1427-1435.
    [12]
    LIU Jia-li. The theoretical research and numerical simulation of aerodynamic noise for high-speed train[D]. Chengdu: Southwest Jiaotong University, 2009. (in Chinese)
    [13]
    XIAO You-gang, KANG Zhi-cheng. Numerical prediction of aerodynamic noise radiated from high speed train head surface[J]. Journal of Central South University: Science and Technology, 2008, 39(6): 1267-1272. (in Chinese) https://www.cnki.com.cn/Article/CJFDTOTAL-ZNGD200806026.htm
    [14]
    GAO Xiao-peng. The study on numerical analysis of fluid noise and acoustic test with towed model[D]. Shanghai: Shanghai Jiaotong University, 2007. (in Chinese)
    [15]
    LIU Quan-gang. Research on interior noise control of high-speed maglev train[D]. Shanghai: Shanghai Jiaotong University, 2008. (in Chinese)

Catalog

    Article Metrics

    Article views (896) PDF downloads(555) Cited by()
    Related

    /

    DownLoad:  Full-Size Img  PowerPoint
    Return
    Return