| 高速列车运行时不同转向架区噪声特性 |
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| 引用本文： | 王东镇,葛剑敏.高速列车运行时不同转向架区噪声特性[J].交通运输工程学报,2020,20(4):174-183. |
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| 作者姓名： | 王东镇 葛剑敏 |
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| 作者单位： | 1.同济大学 物理科学与工程学院，上海 2000922.中车青岛四方机车车辆股份有限公司，山东 青岛 266111 |
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| 摘 要： | 以中国某型高速列车为研究对象, 针对高速列车运行时主要噪声来源之一的转向架区噪声开展试验研究, 掌握其噪声特性和规律, 研究了不同类型和位置的转向架区噪声特性, 预测了不同速度下转向架区噪声水平和频谱特性; 基于一定的假设, 采用测试数据类比法对车头转向架区噪声成分进行分离。研究结果表明: 列车在200~350 km·h-1速度范围内运行时, 车辆主要噪声源集中在转向架区; 转向架区噪声表现为车头转向架区噪声大于车尾转向架噪声, 200 km·h-1运行时车头转向架区噪声大于车尾转向架区噪声约3 dB(A), 主要原因为在车头转向架处气流冲击导致的气动噪声大于车尾转向架处涡流导致的气动噪声; 中间动车转向架区噪声大于中间拖车转向架区噪声, 200 km·h-1运行时中间动车转向架区噪声大于中间拖车转向架区噪声约5 dB(A), 主要原因为相比于中间拖车转向架区噪声, 中间动车转向架区增加了牵引系统噪声; 随着运行速度的提高, 转向架区噪声在全频段内显著提高, 噪声峰值频率也会增大, 主要原因为车轮滚动噪声所致, 速度越大, 其轨枕冲击频率越高; 中间拖车转向架区噪声随速度增长的3次方关系符合轮轨噪声随速度的增长趋势, 对于车头转向架区噪声来说, 气动噪声成分更加显著, 并且随着运行速度的提高, 气动噪声所占比重呈增加的趋势。
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| 关 键 词： | 高速列车 转向架区 噪声频谱特性 噪声源分离 轮轨噪声 气动噪声 |
| 收稿时间： | 2020-03-07 |
Noise characteristics in different bogie areas during high-speed train operation |
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| WANG Dong-zhen,GE Jian-min.Noise characteristics in different bogie areas during high-speed train operation[J].Journal of Traffic and Transportation Engineering,2020,20(4):174-183. |
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| Authors: | WANG Dong-zhen GE Jian-min |
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| Affiliation: | 1.School of Physics Science and Engineering, Tongji University, Shanghai 200092, China2.CRRC Qingdao Sifang Co., Ltd., Qingdao 266111, Shandong, China |
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| Abstract: | Taking a certain type of high-speed train in China as a research object, the bogie area noise that is one of the major noise sources of high-speed train in operating mode was tested, the noise characteristics and laws of different bogie types and different bogie positions were studied, and the noise values and spectrum characteristics at different speed levels were predicted. Based on certain assumptions, the noise components in the head-car bogie area were separated by using the test data analogy method. Research result shows that the main sources of vehicle noise are concentrated in the bogie area in the speed range of 200-350 km·h-1. The bogie area noise of the head-car is larger than that of the tail-car, and the amplification is approximately 3 dB(A) at the speed of 200 km·h-1. The main reason is that the aerodynamics noise caused by the airflow impact at the head-car bogie is greater than that caused by the eddy flow at the tail-car bogie. The bogie area noise of intermediate motor car is larger than that of the intermediate trailer car, and the amplification is approximately 5 dB(A) at the speed of 200 km·h-1. The main reason is that the traction system noise is generated in the motor bogie compared with the noise of trailer bogie. With the operating speed increasing, the noise in the bogie area significantly increases in the whole frequency band, and the noise-peak frequency also increases, which is mainly due to the wheel rolling noise. When the operating speed becomes higher, the sleeper impact frequency will be higher accordingly. The third-order relationship of noise increasement versus speed increasement in the bogie area of the intermediate trailer conforms with the growth trend of wheel-rail noise increasement versus speed increasement. In terms of the noise in head-car bogie area, the aerodynamics noise is more significant, and its proportion increases with the increase of operating speed. |
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