250~400 km/h高速列车气动声学性能的仿真研究  

Numerical simulation on aeroacoustic performance of 250~400 km/h high-speed

作　　者：刘翰林 杨志刚[1,2,3] 吴雨薇 高建勇 谭晓明 LIU Hanlin;YANG Zhigang;WU Yuwei;GAO Jianyong;TAN Xiaoming(Key Laboratory of Traffic Safety on Track,Ministry of Education,Central South University,Changsha 410075,China;Joint International Research Laboratory of Key Technologies for Rail Traffic Safety,Changsha 410075,China;National and Local Joint Engineering Research Center of Safety Technology for Rail Vehicle,Changsha 410075,China;College of Mechanical Engineering,Hunan Institute of Science and Technology,Yueyang 414006,China)

机构地区：[1]中南大学轨道交通安全教育部重点实验室,湖南长沙410075 [2]轨道交通安全关键技术国际合作联合实验室,湖南长沙410075 [3]轨道交通列车安全保障技术国家地方联合工程研究中心,湖南长沙410075 [4]湖南理工学院机械工程学院,湖南岳阳414006

出　　处：《铁道科学与工程学报》2023年第9期3242-3250,共9页Journal of Railway Science and Engineering

基　　金：中国国家铁路集团有限公司科技研究开发计划课题(P2019J008)。

摘　　要：高速列车是我国重点关注的现代化高速交通工具,速度由350 km/h提升至400 km/h,对其产生气动噪声水平提出了更高要求。为了探究高速列车的噪声源及声辐射控制机制,基于大涡模拟(LES)和Ffowcs Williams and Hawkings(FW-H)方程,对某型1︰8缩比3车编组高速列车开展数值模拟仿真,得到了其在400 km/h速度等级的流场特征,研究了随速度的提升各部件偶极子声源能量占比及整车远场辐射噪声变化规律,并获取了转向架区域的辐射噪声及其对整车辐射噪声的贡献主体频段。研究结果表明:高速列车的主要气动噪声源为转向架区域;在250,300,350和400 km/h速度级下,整车远场辐射噪声声压级最大值分别为87.2,91.9,96.9及102.3 dB(A),沿流向整体呈下降趋势;噪声频谱呈宽频带和峰值结合的特征,且随速度提升,峰值频率和主体能量范围缓慢向高频偏移;在400 km/h速度级下,转向架区域偶极子声源能量占比约23.63%,远场辐射噪声声压级平均值为96.6 dB(A),较350 km/h运行时偶极子声源能量占比增加1.68%,声压级平均值增加5.2 dB(A),其中头车1位转向架辐射噪声声压级平均值增量为5.7 dB(A),对转向架区域辐射噪声贡献的占比由约69%增长至78%;与整车的噪声频谱相比,转向架区域占中低频噪声的主体部分,且呈单峰值特征。研究结果对时速400 km的高速列车的气动声学设计有一定参考价值。High-speed trains are modern high-speed vehicles that our country focus on,and the speed has been increased from 350 km/h to 400 km/h,putting higher demands on the level of aerodynamic noise.To investigate the noise source and how to regulate radiated noise emitted by high-speed trains,combined with the Large Eddy Simulation(LES)and Ffowcs Williams and Hawkings(FW-H)equations,a 1:8 scaled three-car high-speed train was numerically simulated.Its flow distribution characteristics were determined at a speed level of 400 km/h.The change of the energy share of each component’s sound source and far-field radiated noise with increasing speed were studied.Additionally,the noise radiated from the bogies and its contribution to the noise spectrum of the entire vehicle were obtained.The results show that the bogie area is the primary source of high-speed train aerodynamic noise.At the speed of 250,300,350 and 400 km/h,the maximum values of the far-field radiated noise sound pressure level of the entire train are 87.1,91.9,96.9 and 102.3 dB(A),with a general decreasing trend along the flow direction.The peak frequency and major energy range gradually move to high frequency as speed increases,and the noise spectrum is characterized by a combination of broadband and peak.At a speed of 400 km/h,the dipole source energy share in the bogie area accounts for about 23.63%and the average far-field radiation sound pressure level is 96.6 dB(A),an increase of 1.68%and 5.2 dB(A)compared to 350 km/h.The first bogie’s average increase in sound pressure level is 5.7 dB(A),and the contribution to the radiated noise rises from approximately 69%to 78%in the bogie area.Compared with the noise spectrum of the whole vehicle,the bogie region accounts for the main part of the low and medium frequency noise,and is a single peak feature.The research results can be used as a guide when designing pneumatic-acoustic high-speed trains that travel at up to 400 km/h.

关 键 词：高速列车 气动噪声 大涡模拟 数值仿真 

分 类 号：U271.91[机械工程—车辆工程]