高速列车转向架区域气动噪声源的特征识别

doi:10.3969/j.issn.0258-2724.20210636

王毅刚^{1, 2,},
朱朗贤^{1, 2},
王玉鹏^{1, 2},
张昊^{1, 2},
焦燕^{1, 2}

1.
同济大学上海地面交通工具风洞中心，上海 201804
2.
同济大学上海市地面交通工具空气动力与热环境模拟重点实验室，上海 201804

基金项目:高速铁路基础研究联合基金（U1834201）

详细信息

作者简介:
王毅刚（1964—），男，教授，研究方向为气动噪声、噪声与振动控制，E-mail：yigang.wang@sawtc.com

中图分类号:U270.16
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出版历程
- 收稿日期:2021-08-18
- 修回日期:2022-02-17
- 网络出版日期:2022-11-19
- 刊出日期:2022-03-17

Characteristic Identification of Aerodynamic Noise Sources in High-Speed Train Bogie Area

WANG Yigang^{1, 2,},
ZHU Langxian^{1, 2},
WANG Yupeng^{1, 2},
ZHANG Hao^{1, 2},
JIAO Yan^{1, 2}

1.
Shanghai Automotive Wind Tunnel Center, Tongji University, Shanghai 201804, China
2.
Shanghai Key Laboratory of Vehicle Aerodynamics and Vehicle Thermal Management Systems, Tongji University, Shanghai 201804, China

摘要

摘要:
为了创建高速列车气动噪声源识别方法，以气动声学基本波动方程为基础，将高速列车气动声源等效为无数微球形声源组成，利用声辐射和流场物理量之间的关系，并结合高速列车气动数值仿真技术，建立了高速列车偶极子声源和四极子声源的识别方法，从全新的角度对某高速列车头车气动噪声源进行识别；基于涡声方程声源项特征，进一步揭示了偶极子声源和流场流动的关系. 研究结果明确了高速列车主要偶极子和四极子声源的强弱和分布特征，表明了气流的直接撞击和分离现象是产生声源的主要原因，头车及转向架区域气动噪声源以偶极子声源为主；偶极子声源强度较大位置出现在边沿较为尖锐的地方，在绝大多数情况下流体经过时涡量急剧增加，成为其形成强声源的主要原因.
- 高速列车/
- 偶极子声源/
- 四极子声源/
- 数值仿真/
- 涡声方程/
- 风洞实验
Abstract:
In order to create an identification method of aerodynamic noise source of high-speed trains, based on the wave equation of aeroacoustics, the high-speed train aerodynamic sound source was equivalent to countless micro-spherical sound sources. Using the relationship between sound radiation and physical quantities of the flow field, combined with the high-speed train aerodynamic numerical simulation technology, identification methods of dipole sound source and quadrupole sound source of high-speed train were established. The aerodynamic noise sources of a high-speed train head coach were identified from a new perspective by the methods. Based on the characteristics of the sound source term of the vortex sound equation, the relationship between the dipole sound source and the flow field was revealed. The research results clarify the strength and distribution characteristics of the main dipole and quadrupole sound sources of high-speed train, and indicate that the direct impact and separation of the airflow are the main reasons for the sound sources. The aerodynamic noise sources in the head coach and bogie area are mainly dipole sound sources. The strong dipole sound sources appear at the sharp edges of the parts. In most cases, the vorticity increases sharply when the fluid passes by those sharp edges, which becomes the main reason for the formation of a strong sound source.
- high-speed train/
- dipole sound source/
- quadrupole sound source/
- numerical simulation/
- vortex sound equation/
- wind tunnel test

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图 1偶极子声源脉动和声辐射示意

Figure 1.Schematic diagram of dipole sound source pulsation and sound radiation

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图 2由一对力点源构成的四极子声源

Figure 2.Quadrupole sound source composed of pair of force point sources

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图 3风洞试验段高速列车模型安装及测点

Figure 3.Installation of high-speed train model and measuring points in wind tunnel test section

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图 4流场外传声器测点分布（单位： m）

Figure 4.Distribution of measuring points of microphones outside the flow field （unit: m）

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图 5风洞实验和仿真计算的声压级对比

Figure 5.Comparison of sound pressure level between wind tunnel experiment and simulation

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图 6近头车表面的偶极子声源分布

Figure 6.Dipole sound source distribution near the surface of the head coach

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图 7头车上的不同截面位置

Figure 7.Different cross-section positions on the head coach

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图 8四极子声源的分布

Figure 8.Distribution of the quadrupole sound source

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图 9前车轮声源区域及部分流线

Figure 9.Sound source area of front wheel and part of the streamline

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图 10前车轮声源区域物理量沿流线变化的对比

Figure 10.Comparison of physical quantities’ changes along a streamline around the front wheel

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图 12排障器声源区域物理量沿流线变化的对比

Figure 12.Comparison of physical quantities’ changes along a streamline around the cowcatcher

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图 14转向架突出杆件声源区域物理量沿流线变化的对比

Figure 14.Comparison of physical quantities’ changes along a streamline around the bogie protruding rod

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图 16裙板声源区域物理量沿流线变化的对比

Figure 16.Comparison of physical quantities’ changes along a streamline around the apron

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图 18后车轮声源区域物理量沿流线变化的对比

Figure 18.Comparison of physical quantities’ changes along a streamline around the rear wheel

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图 20转向架舱后沿声源区域物理量沿流线变化的对比

Figure 20.Comparison of physical quantities’ changes along a streamline around the rear edge of bogie cavity

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图 11排障器声源区域及部分流线

Figure 11.Sound source area of cowcatcher and part of the streamline

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图 13转向架突出杆件声源区域及部分流线

Figure 13.Sound source area of bogie protruding rod and part of the streamline

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图 15裙板声源区域及部分流线

Figure 15.Sound source area of apron and part of the streamline

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图 17后车轮声源区域及部分流线

Figure 17.Sound source area of rear wheel and part of the streamline

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图 19转向架舱后沿声源区域及部分流线

Figure 19.Sound source area of the rear edge of bogie cavity and part of the streamline

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表 1网格独立性测试结果

Table 1.Grid independence test results

网格量/万	图 4中测点 3/ 总声压级	与风洞实验总声压级差值
3800	79.8	2.3
4000	80.2	2.7
4500	78.6	1.1
7000	78.4	0.9

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