文章摘要
赵月影,杨志刚,李启良.高速列车车厢连接处脉动压力分析与控制[J].声学技术,2019,38(5):568~573
高速列车车厢连接处脉动压力分析与控制
Analysis and control of the fluctuation pressure at inter-coach space of high-speed train
投稿时间:2018-12-04  修订日期:2019-03-14
DOI:10.16300/j.cnki.1000-3630.2019.05.014
中文关键词: 高速列车  车厢连接处  脉动压力  扰流柱  扰流球
英文关键词: high-speed train  inter-coach space  fluctuation pressure  spoiler pillars  spoiler balls
基金项目:国家自然科学基金重点项目(U1834201),上海市重点实验室项目(18DZ2273300)
作者单位E-mail
赵月影 同济大学汽车学院, 上海 201804
上海地面交通工具风洞中心, 上海 201804 
 
杨志刚 同济大学汽车学院, 上海 201804
上海地面交通工具风洞中心, 上海 201804
北京民用飞机技术研究中心, 北京 102211 
 
李启良 同济大学汽车学院, 上海 201804
上海地面交通工具风洞中心, 上海 201804 
qiliang@tongji.edu.cn 
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中文摘要:
      高速列车的表面湍流脉动压力和近场声压会影响车内的噪声。为了了解并降低车厢连接处的湍流脉动压力,制作了一个高速列车1:40缩比的两车编组模型,使用表面传声器和激光粒子测速仪得到车厢连接处的脉动压力和流场分布。通过试验发现,有受电弓时,车厢连接处前后测点的脉动能量分别为速度的5.07次方和5.19次方;无受电弓时,对应的脉动能量分别减少到速度的3.90次方和4.45次方。对于车厢连接处进行优化时,无论是否有受电弓,对车厢连接处进行全封闭处理均能够较好地降低其脉动压力、涡量和湍流强度。无受电弓时,在车厢连接处前端增加扰流球可使其前后方测点的湍流脉动总压力级分别降低0.6 dB(A)和0.8 dB(A)。有受电弓时,在车厢连接处前端增加扰流柱可使其后方测点的总湍流脉动压力级降低0.8 dB(A)。
英文摘要:
      The surface turbulent fluctuation pressure and the near-field sound pressure of the high-speed train affect the interior noise. In order to understand and reduce the turbulent fluctuation pressure at inter-coach space, a two-coach con-necting model for the 1:40 contraction ratio of high-speed train is made. The surface microphones and the laser particle velocimetry are used to obtain the fluctuation pressure and flow field distribution at inter-coach space. According to the experimental results, it is found that the fluctuation energies at the measuring points before and after the inter-coach space are respectively 5.07 power and 5.19 power of the speed for the train with pantograph, but for the train without any pantograph, they are reduced to 3.90 power and 4.45 power of the speed respectively. For the optimization at the inter-coach space, no matter with or without pantograph, the full closure of the inter-coach space can well reduce the turbulent fluctuation pressure, vorticity and turbulence intensity. Adding spoiler balls at the front end of the inter-coach space can reduce the total turbulent fluctuation pressure level at the front and rear measuring points by 0.6 dB (A) and 0.8 dB (A) respectively when there is no pantograph. But adding spoiler pillars at the front end of the inter-coach space can reduce the total turbulent fluctuation pressure level at the rear measuring point by 0.8 dB (A) when there is a pantograph.
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