高速列车噪声源声功率与速度的函数关系

doi:10.3969/j.issn.0258-2724.20180023

朱自未^1,2,,
李牧皛¹,
成功¹,
圣小珍^1,,

基金项目:国家重点研发计划战略性国际科技创新合作重点专项（2016YFE0205200）；高铁联合基金课题（U1434201）

详细信息

作者简介:
朱自未（1993—），男，助理工程师，研究方向为轨道交通振动噪声控制，E-mail：406081194@qq.com

通讯作者:
圣小珍（1962—），男，教授，研究方向为振动噪声理论，E-mail：shengxiaozhen@hotmail.com

中图分类号:U270.7；X827
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出版历程
- 收稿日期:2018-01-25
- 修回日期:2018-06-13
- 网络出版日期:2020-01-06
- 刊出日期:2020-04-01

Functional Relationships between Sound Powers Radiated from Noise Sources of High-Speed Train and Its Speed

摘要

摘要:为了解决既有对数经验公式无法拟合高速列车显著声源贡献率与速度的函数关系这一问题，使用轮辐声阵列进行高速列车车外声源识别试验；根据显著声源位置对列车表面进行区域划分，量化分析显著声源区域的声功率级和声功率贡献率与速度之间的关系；在既有对数经验公式的基础上，根据不同种类噪声声功率随速度的变化特性，建立新的拟合公式；结合列车噪声测试数据对新的拟合公式进行验证. 研究结果表明：列车以350 km/h运行时，下部区域对列车总辐射噪声的贡献率占70%以上，升弓区域对局部区域声功率的影响最显著，超过50%；随着速度的增长，下部区域的贡献率逐渐减小，弓网区域逐渐增大，显著声源区域的贡献率变化先快后慢，最后趋于稳定；利用新的拟合方法得出，列车声源区域的声功率级和声功率贡献率与速度的拟合度基本都在0.9以上.
- 高速列车/
- 车外噪声声源识别/
- 声源声功率拟合与预测/
- 轮轨噪声/
- 气动噪声
Abstract:To solve the problem that the existing logarithm empirical formula cannot satisfactorily fit the relationship between the sources contribution rate and the speed, the microphone array was used to identify the external sound sources of a high-speed train at different speeds. Dividing the train surface into sub-regions with the location of the known main noise sources, the relationship between sound power level and its contribution rate of main noise sources sub-region and train speed were analyzed quantitatively. Then, according to the characteristic of different kinds of noise sound powers increment rate with speed, the new fitting formula was established based on the existing logarithm empirical formula. Finally, the new formula was verified on the noise data of different train. The results show that when the train runs at 350 km/h, radiated noise from the lower region of railway system dominate the total radiated noise, which account for more than 70%. The sound power of the rising pantograph region is significant in the local region as well, which account for more than 50%. With the speed increase, the contribution rate of lower region decrease and the pantograph regions increase, and each regions change rapidly first and then slowly, finally become stable. Using the advanced fitting method, the fitting degrees of sound power level and sound power contribution rate with speed in the source regions of the train are all above 0.9.
- high-speed train/
- external noise source identification/
- sound source’s fitting and prediction/
- rolling noise/
- aerodynamic noise

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图 1阵列麦克风安装布置

Figure 1.Setup of the microphone array

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图 2350 km/h运行时车外声源声强云图

Figure 2.Cloud picture of sound intensity at 350 km/h

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图 3声源分区

Figure 3.Divided regions of sound source

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图 4声源细化分区

Figure 4.Refined divided regions of sound source

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图 5350 km/h 速度时车外噪声变化

Figure 5.External noise vs. time at 350 km/h

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图 6声功率随速度演变趋势

Figure 6.Tendency chart of sound power vs. speed

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图 7既有方法拟合声功率级-速度曲线

Figure 7.Evolution of contribution ratio vs. speed under the existing method

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图 8既有方法拟合贡献率随速度演变规律

Figure 8.Evolution of contribution ratio vs. speed under the existing method

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图 9新方法拟合声功率级-速度曲线

Figure 9.Fitting of sound power level vs. speed under the advanced method

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图 10贡献率随速度演变规律曲线

Figure 10.Evolution of contribution ratio vs. speed

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图 11速度超过350 km/h后各区域贡献率趋势预测图

Figure 11.Trend chart of each regions beyond 350 km/h

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表 1声源区域范围

Table 1.Regions of sound source m

区域	高度方向	长度方向
下部	−0.5～1.0	0～212
车体	1.0～4.0	0～209
车顶	4.0～4.2	6～203
弓网	4.2～6.0	6～203

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表 2声源细化分区范围

Table 2.Refined divided regions of sound source

区域	高度方向/m	长度方向
弓网	3.7～6.0	声强最大值前后 3.0 m
转向架	−0.5～1.0	转向架中心前后 2.5 m
排障器	−0.5～1.0	0 ～第一个转向架前
风挡	0.2～4.2	车厢连接中心前后 1.0 m

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表 3式（1）拟合参数

Table 3.Fitting parameters of eq. (1)

区域	速度范围/（km•h⁻¹）	A_i	B_i
整车	45 ≤V≤ 220	15.51	87.48
整车	220 <V≤ 350	36.62	37.82
下部	45 ≤V≤ 220	13.91	90.56
下部	220 <V≤ 350	30.95	51.06
升弓	45 ≤V≤ 350	56.38	−21.87

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表 4新方法拟合参数表

Table 4.Fitting parameters of the new method

区域	a_i/× 10⁻¹⁵	b_i/× 10⁻¹⁷	c_i
整车	3.92	24.00	0.50
下部	1.38	23.50	0.41
升弓	1.04	−1.04	0.03

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