高速列车受电弓气动噪声分析与空腔降噪研究

doi:10.16180/j.cnki.issn1007-7820.2022.01.008

摘要/Abstract

摘要：

随着高速列车运行速度的不断提高,受电弓气动噪声也愈加严重。针对这一问题,文中采用LES大涡模拟、边界层噪声源模型和FW-H声类比法,通过建立某型号受电弓局部1:1气动噪声分析模型进行数值模拟。文中研究了受电弓各部位的气动噪声贡献量,还探究了针对较大噪声位置空腔采用射流降噪方法的降噪效果。结果表明,当网格总数为4 323万个时,数值模拟精确度满足要求。受电弓空腔上游和空腔中部绝缘子是气动噪声的主要来源。在射流降噪前后,空腔内部气动噪声均为宽频带噪声,主要能量集中在0~4 500 Hz。对250 km·h^-1行驶速度下的空腔进行主动射流降噪,距列车25 m远处的垂向监测点声压级最小值为81.65 dB,比降噪前降低了2.64 dB。

关键词: 高速列车, 受电弓, 气动噪声, 大涡模拟, FW-H声学模型, 数值模拟, 宽频带噪声, 射流降噪

Abstract:

In view of the increasing speed of high-speed trains and the increasing aerodynamic noise of the pantograph, LES large eddy simulation, boundary layer noise source model and FW-H acoustic analogy method are used to carry out numerical simulation by establishing a local 1:1 aerodynamic noise analysis model of a certain type of pantograph. The contribution of aerodynamic noise of each part of the pantograph is studied, and the noise reduction effect of the jet noise reduction method for the cavity of the larger noise position is explored. The results show that the numerical simulation accuracy is accurate when the number of grids is 43.23 million. The insulator upstream of the pantograph cavity and the middle of the cavity are the main sources of aerodynamic noise. Before and after the jet noise reduction, the internal aerodynamic noise is broadband noise, the main energy is concentrated in 0~4 500 Hz. The inclined jet noise reduction is performed on the cavity at a traveling speed of 250 km·h^-1, and the minimum sound pressure level of the vertical monitoring point 25 m away from the train is 81.65 dB, which is 2.64 dB lower than that before noise reduction.

Key words: high-speed train, pantograph, aerodynamic noise, large eddy simulation, FW-H acoustic model, numerical simulation, broadband noise, jet noise reduction

中图分类号:

TP319

袁贤浦,苗晓丹,杨俭,袁天辰,袁丁. 高速列车受电弓气动噪声分析与空腔降噪研究[J]. 电子科技, 2022, 35(1): 45-52.

YUAN Xianpu,MIAO Xiaodan,YANG Jian,YUAN Tianchen,YUAN Ding. Aerodynamic Noise Analysis for High-Speed Train’s Pantograph and Study on Noise Reduction of the Cavity of Pantograph[J]. Electronic Science and Technology, 2022, 35(1): 45-52.

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边界	边界类型	说明
流场入口	Velocity-inlet	V=300 km·h^-1, 350 km·h^-1, 400 km·h^-1,450 km·h^-1
流场出口	Outlet-vent	流场出口处设置静压 P=0 Pa
地面	Moving-wall	滑移速度和入口流速相同
流场壁面	Symmetry	对称面
模型表面	Stationary-wall	无滑移壁面
网格交界面	Interior	不同区域网格的交界面采用Interior面设置

序号	网格数 /万个	受电弓表面最小网格尺寸/mm	最大声功率级 /dB
1	1 420	1.344	144.89
2	2 845	0.971	138.41
3	3 749	0.882	135.27
4	4 323	0.844	134.98
5	4 595	0.831	135.05

计算方法/步骤		稳态计算	瞬态计算
算法		SIMPLC	PISO
空间离散化方法	梯度离散	Least Squares Cell Based	Least Squares Cell Based
	压力离散	Second order	PRESTO!
	动量离散	二阶迎风	有界中心差分
计算步骤	流场计算	RNG k-ε	LES大涡模拟
	表面声功率	-	边界层噪声源模型
	远场声压级	-	FW-H声学模型

结构	最大声功率级	发生位置
弓头	134.09 dB	碳滑板及其他各杆件的上下表面
上臂杆	132.65 dB	与下臂杆结合处
下臂杆	131.64 dB	与上臂杆结合处、底架的结合处
平衡杆	126.99 dB	杆件两侧
拉杆	127.81 dB	曲率较大位置
底架	132.77 dB	结构较复杂位置
绝缘子	133.86 dB	两侧气流分离点
空腔	134.98 dB	上游及与绝缘子交汇处

监测点高度/m	降噪前压级数/dB	降噪后压级数/dB	降噪差值 /dB
0	85.38	83.41	1.97
2	85.24	83.16	2.08
4	84.96	82.51	2.45
6	84.72	82.21	2.51
8	84.29	81.65	2.64
10	83.75	81.32	2.43
12	83.62	81.21	2.41
14	83.52	81.04	2.48
16	83.31	80.99	2.32